CSSŒl

STATIONAIR SERIES,
SKYWAGON 206 SERIES,
AND
SUPER SKYLANE SERIES
19 6 9 THRU 197 6
SERVICE MANUAL

TH ISREPR I NT OF BASIC SERVICE MANUAL D2007-13 DATED 15 OCTOBER 1972 IN-

CORPORATES CHANGE 1, DATED 15 OCTOBER 1973, CHANGE 2, DATED 1 SEPTEMBER 197
A O CHANGE 3, DATED 1 OCTOBER 1975.

D2007-13-RAND-500-2/76 15 OCTOBER 1972

CHANGED 1 OCTOBER 1975
 INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES

I NOTE: The portion of the text affected by the changes is indicated

line in the outer margins of the page. Changes to illustrations
miniature pointing hands.
areas.
Changes to wiring diagrams
by a vertical
are indicated by
are indicated by shaded

Dates of issue for original and changed pages are:

Original . . . 0 . . . 15 October 1972 Change . . .
2 1 September 1974
Change . . . 1 . . . 15 October 1973 Change . . . 3 1 October 1975
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 556, CONSISTING OF THE FOLLOWING:

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Upon receipt of second the and subsequent changes to this book, personnel
responsible for maintaining this publication in current status should ascertain
that all previous changes have been received and incorporated.
*
The asterisk indicates pageschanged. added or deleted by the current change.

A Change 3
 TABLE OF CONTENTS
SECTION Page
1 GENERALDESCRIPTION. . . . . . . . . . .. . . . . . . . . . . . .
1-1

2 GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND

INSPECTION............................ 2-1

3 FUSELAGE ..............................
3-1

4 WINGSANDEMPENNAGE .......................
4-1

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

5-1

6 AILERONCONTROLSYSTEM. . . . . . . . . . . . . . . . . . . . . .
6-1

7 WINGFLAPCONTROLSYSTEM. . . . . . . . . . . . . . . . . . . . .
7-1

8 ELEVATORCONTROLSYSTEMS ....................
8-1

9 ELEVATOR TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . .

9-1

10 RUDDERCONTROLSYSTEM ......................
10-1

11 RUDDER TRIM CONTROL SYSTEM . . . . . . . . . . . . . . . . . . .

11-1

12 NORMALLY ASPIRATED ENGINE . . . . . . . . . . . . . . . . . . . .

12-1

12A TURBOCHARGEDENGINE .......................12A-1

13 FUELSYSTEM............................. 13-1

14 PROPELLERS AND PROPELLER GOVERNORS . . . . . . . . . . . . . .

14-1

15 UTILITYSYSTEMS........................... 15-1

16 INSTRUMENTS AND INSTRUMENT SYSTEMS . . . . . . . . . . . . . . .

16-1

17 ELECTRICALSYSTEMS ........................
17-1

18 STRUCTURALREPAIR......................... 18-1

19 PAINTING............................... 19-1

20 WIRINGDIAGRAMS........................... 20-1

Change 3
 CROSS REFERENCE LISTING OF POPULAR
NAME VS. MODEL NUMBERS AND SERIALS

411 aircraft, regardless of manufacturer, a e certificated under model number designations. IIowever, popular
lames are often used for marketing purposes. To provide a consistent method of referring to the various air-
3raft, model numbers will be used in this pt blication unless names are required to differentiate between versions
af the same basic model. The following table provides a cross reference listing popular name vs. model number.

MODEL SERIALS
POPULAR NAME YEAR MODEL BEGINNING ENDING

SKYWAGON 206 1969 U206D U206-1235 U206-1444

TURBO SKYWAGON 206 TU206D

SUPER SKYLANE 1969 P206D P206-0520 P206-0603

TURBO-SYSTEM
SUPER SKYLANE TP206D

SKYWAGON 206 1970 U206E U20601445 U20601587

TURBO SKYWAGON 206 TU206E

SUPER SKYLANE 1970 P206E P20600604 P20600647

TURBO SUPER SKYLANE

STATIONAIR 1971 U206E U20601588 U20601700

TURBO STATIONAIR

STATIONAIR 1972 U206F U20601701 U20601874

TURBO STATIONAIR

STATIONAIR 1973 U206F U20601875 U20602199

TURBO STATIONAIR

STATIONAIR 1974 U206F U20602200 U20602579

TURBO STATIONAIR

STATIONAIR 1975 U206F U20602580 U20603020

STATIONAIR II

TURBO STATIONAIR

TURBO STATIONAIR II

STATIONAm 1976 U206F U20603021

STATIONAΠII

TURBO STATIONAIR

TURBO STATIONAm II

ii Change 3
 FOREWORD

This manual contains factory recommended procedures and in-

structions for ground handling, servicing and maintaining Cessna
Stationair, Skywagon and Super Skylane 206-Series aircraft. Also
included are the turbocharged versions of these aircraft.

In addition to this book serving as a reference for the experi-

enced mechanic, it also covers step-by-step procedures for the
less experienced man. This manual should be kept in a handy place
for ready reference. If properly used, it will better enable the
mechanic to maintain Cessna 206 Series aircraft and thereby
establish a reputation for reliable service.

The information in this book is based on data available at the

time for publication, and is supplemented and kept current by service
letters and service news letters published by Cessna Aircraft Com-
pany. These are sent to all Cessna Dealers so that they have the
latest authoritative recommendations for servicing Cessna aircraft.
Therefore, it is recommended that Cessna owners utilize the know-
ledge and experience of the factory-trained Dealer Service Organi-
zation.

In addition to the information in this Service Manual, a group

of vendor publications is available from the Cessna Service Parts
Center which describe complete disassembly, overhaul, and parts
breakdown of some of the various vendor equipment items. A list-
ing of the available publications is issued periodically in service
letters.

Information for Nav-O-Matic Autopilots, Electronic Communi-

cations and Navigation Equipment are not included in this manual.
These systems are described in separate manuals, available from
the Cessna Service Parts Center.

iii/(iv blank)
 SECTION 1

GENERAL DESCRIPTION

TABLEOFCONTENTS Page

GENERAL DESCRIPTION . . . . . . . . . .
1-1 Description . . . . . . . . . . . .
1-1
Skywagon and Turbo Skywagon 206- Stationair and Turbo Stationair-Series . . .
1-1
Series................ 1-1 Description............. 1-1
Description . . . . . . . . . . . . .
1-1 Aircraft Specifications . . . . . . . . . .
1-1
Super Skylane and Turbo Super Stations . . . . . . . . . . . . . . . .
1-1
Skylane 206-Series . . . . . . . . . .
1-1 Torque Values . . . . . . . . . . . . .
1-1

1-1. GENERAL DESCRIPTION. all-metal constant speed propeller. In addition,

Turbo Super Skylane 206-Series engines are turbo-
1-2. SKYWAGON AND TURBO SKYWAGON 206-SE- charged.
RIES.
1-6. STATIONAIR AND TURBO STATIONAIR-SERIES.
1-3. DESCRIPTION. Skywagon and Turbo
Cessna
Skywagon 206-Series aircraft, described in this man- 1-7. DESCRIPTION. Cessna Stationair and Turbo-
ual, are single-engine, high-wing, strut-braced Stationair-Series aircraft, described in this manual,
monoplanes of all-metal, semimonocoque construc- are single-engine, high-wing, strut-braced mono-
tion. These aircraft are equipped with a fixed tri- planes of all-metal, semimonocoque construction.
cycle landing gear employing spring-steel main land- These aircraft are equipped with a fixed tricycle land-
ing gear struts and a steerable nose gear with an ing gear employing spring-steel main landing gear
air/hydraulic fluid shock strut. Wing flaps are elec- struts and a steerable nose gear with an air/hydraulic
trically-actuated. Both the Skywagon and Turbo fluid shock strut. Wing flaps are electrically-actua-
Skywagon 206-Series aircraft are equipped with large ted. Both the Stationair and Turbo Stationair-Series
double cargo doors on the right side of the fuselage aircraft are equipped with large double cargo doors
and an entrance door on the left side of the cabin. on the right side of the fuselage and an entrance door
The pilot's seat only is standard, but provisions are on the left side of the cabin. The seating arrangement
made for the addition of optional seats to make a six- of these aircraft consists of six individual seats. Sta-
place aircraft. Skywagon and Turbo Skywagon 206- tionair and Turbo Stationair-Series aircraft are pow-
Series aircraft are powered by a six-cylinder, hori- ered by a six-cylinder, horizontally opposed, air-
zontally opposed, air-cooled, fuel-injection Conti- cooled, fuel-injection Continental engine, driving an
nental engine, driving an all-metal, constant speed all-metal, constant speed propeller. In addition,
propeller. In addition, Turbo Skywagon 206-Series Turbo Stationair engines are turbocharged.
aircraft engines are turbocharged.
1-8. AIRCRAFT SPECIFICATIONS. Leading parti-
1-4. SUPER SKYLANE AND TURBO SUPER SKY- culars of these aircraft, with dimensions based on
LANE 206-SERIES. gross weight, are given in figure 1-1. If these
dimensions are used for constructing a hangar or
1-5. DESCRIPTION. Cessna Super Skylane and computing clearances, remember that such factors
Turbo Super Skylane 206-Series aircraft, described as nose gear strut inflation, tire pressures, tire
in this manual, are single-engine, high-wing, strut- sizes and load distribution may result in some di-
braced monoplanes of all-metal, semimonocoque mensions that are considerably different from those
construction. These aircraft are equipped with a listed,
fixed tricycle landing gear employing spring-steel
main landing gear struts and a steerable nose gear 1-9. STATIONS. A station diagram is shown in
with an air/hydraulic fluid shock strut. Wing flaps figure 1-2 to assist in locating equipment when a
are electrically-actuated. Both the Super Skylane written description is inadequate or impractical.
and the Turbo Super Skylane 206-Series aircraft are
equipped with an entrance door on each side of the 1-10. TORQUE VALUES. A chart of recommended
cabin, and a baggage door on the left side of the nut torque values is shown in figure 1-3. These tor-
fuselage. The seating arrangement of these aircraft que values are recommended for all installation pro-
consists of six individual seats. Super Skylane and cedures contained in this manual, except where other
Turbo Super Skylane 206-Series aircraft are power- values are stipulated. They are not to be used for
ed by a six-cylinder, horizontally opposed, air- checking tightness of installed parts during service.
cooled, fuel-injection Continental engine, driving an
1-1
 MODEL P206 AND TP206 SERIES

GROSSWEIGHT ....... ........ ....... 36001b

FUEL CAPACITY
StandardWing(Total) ................... 65gal.
Standard Wing (Usable) . . . . . . . . . . . . . . . . . . 63 gal.
Long-Range Wing (Total) . . . . . . . . . . . . . . . . . . 84 gal.
Long-Range Wing (Usable) . . . . . . . . . . . . . . . . 80 gal.
OIL CAPACITY
(Without External Filter) . . . . . . . . . . . . . . . . 12 qt
(With External Filter) . . . . . . . . . . . . . . . . 13 Qt
ENGINE MODEL
P206 (Refer to Section 12 for Engine Data) . . . . . . . . . . CONTINENTAL IO-520 SERIES
TP206 (Refer to Section 12A for Engine Data) . . . . . . . . . CONTINENTAL TSIO-520 SERIES
PROPELLER
Standard (Two Blades) . . . . . . . . . . . . . . . 82" McCAULEY
Optional (Three Blades) . . . . . . . . . . . . . . . 80" McCAULEY
MAINWHEELTIRES(Standard). . . . . . . . . . . . . . .
6.00x6,6-plyrating
Pressure ........... . .......... 42psi
MAIN WHEEL TIRES (Optional) . . . . . . . . . . . . . . . . . 8.00 x 6, 6-ply rating
Pressure . . . . . . . . . . . . . . . . . . . . 35 psi
NOSE WHEEL TIRE (Standard) . . . . . . . . . . . . . . . . 5.00 x 5, 6-ply rating
Pressure ........................ 49psi
NOSE WHEEL TIRE (Optional) . . . . . . . . . . . . . . . . 6.00 x 6, 6-ply rating
Pressure ........................ 29psi
NOSE GEAR STRUT PRESSURE (Strut Extended) . . . . . . . . . 80 psi
WHEEL ALIGNMENT
Camber ........... ... .........
4°±1°30'
Toe-In ..'......... ... ... ..... 0"to.06"
AILERON TRAVEL
21°±2°
Up ......... ... .. ..........

14°30'±2°
Down ............... ..........

0° to 40°, 1°
WING FLAP TRAVEL (Electrically-Operated)
-2°

. . . . . . . . . . +

RUDDER TRAVEL (Measured parallel to water line)

24°±1°
Right................ ..........

24° ± 1°
Left . . . . . . . . . . . . . . . . . . . . . . . . . . .

RUDDER TRAVEL (Measured perpendicular to hinge line)

27°13'±1°
Right............... ...........

27° 13'± 1°
Left . . . . . . . . . . . . . . . . . . . . . . . . .

ELEVATOR TRAVEL
21°±1°
Up ...........................

17°± 1°
Down . . . . . . . . . . . . . . . . . . . . . . . . . .

ELEVATOR TRIM TAB TRAVEL

25°,+1°-0°
Up ................. .........

5°,+1°-0°
Down ................ .........

PRINCIPAL DIMENSIONS
Wing Span (Conventional Wing Tip) . . . . . . . . . . . . . 36' 7"
Wing Span (Conical-Camber Wing Tip) . . . . . . . . . . . . 35' 10"
TailSpan......................... 13'
Length.......................... 28'3"
Fin Height (Maximum with Nose Gear Depressed and
Flashing Beacon Installed on Fin) . . . . . . . . . . . . . 9' 7-1/2"
TrackWidth ....................... 8'l-3/4"
BATTERY LOCATION . . . . . . . . . . . . . . . . . . . . . Left Side of Firewall

Figure 1-1. Aircraft Specifications (Sheet 1 of 2)

1-2 Change 2
 MODEL U206 AND TU206 SERIES

GROSSWEIGHT............ . ...... 36001b

FUEL CAPACITY
Standard Wing (Total) . . . . . . . . . . . . 65 gal. When not modified by Cessna
Standard Wing (Usable). . . . . . . . . . . . . . 63 gal. Single-Engine Service Letter
Long -Range Wing (Total) . . . . . . . . . . . . . . . . . . . 84 gal. SE75 -7
and prior to
Long-Range Wing (Usable) . . . . . . . . . . . . . . . . . . 80 gal. U20602127
Standard Wing (Total) . . . . . . . . . . . 61 gal. When modified by Cessna
Standard Wing (Usable). . . . . . . . . . . . . 59 gal. Single-Engine Service
Long-Range Wing (Total). . . . . . . . . . . . . . 80 gal. Letter SE75-7 and be-
Long-Range Wing (Usable) . . . . . . . . . . . . . 76 gal. ginning with U20602127
OIL CAPACITY
(Without External Filter) . . . . . . . . . . . . . 12 qt
(With External Filter) . . . . . . . . . . . . 13 qt
ENGINE MODEL
U206 (Refer to Section 12 for Engine Data) . . . . . . . . . . CONTINENTAL IO-520 SERIES
TU206 (Refer to Section 12A for Engine Data) . . . . . . . . . CONTINENTAL TSIO-520 SERIES
PROPELLER
Standard (Two Blades) . . . . . . . . . . . . . . . . . . 82" McCAULEY
Optional (Three Blades) . . . . . . . . . . . . . . . . . . 80" McCAULEY
MAINWHEELTIRES(Standard). . . . . . . . . . . . . .
6.00x6,6-plyrating
Pressure . . . . . . . . . . . . . . . . . 42 psi
MAIN WHEEL TIRES (Optional) . . . . . . . . . . . . . . . . . 8.00 x 6, 6-ply rating
Pressure........... ........... 35psi
NOSE WHEEL TIRE (Standard) . . . . . . . . . . . . . . 5.00 x 5, 6-ply rating
Pressure............ ........ 49psi
NOSE WHEEL TIRE (Optional) . . . . . . . . . . . . . . . 6.00 x 6, 6-ply rating
Pressure........ ........ ...... 29psi
NOSE GEAR STRUT PRESSURE (Strut Extended) . . . . . . . . . 80 psi
WHEEL ALIGNMENT
Camber 4°±1°30'
....... . ..............

Toe-In ...... . ....... ...... 0"to.06"

AILERON TRAVEL
Up . . . . . . . . . . . . . . . . . . . . . . . . .
21°±2°
14°30'±2°
Down ..........................

WING FLAP TRAVEL (Electrically-Operated) 0° +1°

. . . . . . . . . . to 40°, -2°

RUDDER TRAVEL (Measured parallel to water line)

Right................ ..........
24°±1°
Left........................... 24°±1°
RUDDER TRAVEL (Measured perpendicular to hingeline)
Right............
27°13'±1°
...... .......

Left.......... . ......
27°13'±1°
......

ELEVATOR TRAVEL
Up . . .
21°± 1°
. . . . . . . . . . . . . . . . . . . .

Down ...........
17°±1°
.............

ELEVATOR TRIM TAB TRAVEL

Up ...........................
25°+1-0°
Down 5°+1 -0°

. . . . . . . . . . . . . . . . . . . . . . . . . .

PRINCIPAL DIMENSIONS
Wing Span (Conventional Wing Tip) 36' 7"
. .

(Add 2" for strobe lights)

. . . . . . . . . . .

Wing Span (Conical-Camber Wing Tip) . . . . . . . . . . . . 35' 10"

TailSpan......................... 13'
Length.......................... 28'
Fin Height (Maximum with Nose Gear Depressed and
Flashing Beacon Installed on Fin) . . . . . . . . . . . . . 9' 7-1/2"
TrackWidth ....................... 8'1-3/4"
BATTERY LOCATION (12V) . . . . . . . . . . . . . . . . . . Left side of firewall
(24V) (Thru 1973). . . . . . . . . . . . . Below engine in nose wheel tunnel
(24V) (Beginning with 1974) . . . . . . . . Left side of firewall

Figure 1-1. Aircraft Specifications (Sheet 2 of 2)

Change 3 1-3
 208.0
190.

172.0

154. 0
°
136. 0 :

54.80 118.0
90.0 65.30 39.30
112.0 100.0
85. 62
71.97

56. 53
RIGHT SIDE VIEW 35.0
23. 53
OF MODELS WITH
CARGO DOORS
124.3
100.0
18. 40
68. 30 44. 00
59.70

THRU U20601444
oo
I -

o
SUPER SKYLANE 206

18.4 65.3 112.0 152.2 180.6 209.0

90.0 138.0 166.4 194.8

\
BEGINNING WITH
3.8 o

U2060144

=e===
(DOOR NOT USED
124.0 ON MODELS WITH
100. O CARGO DOORS)
8.1 44.0 68.3
59.7
0.0

Figure 1-2. Wing and Fuselage Reference Stations

1-4
 RECOMMENDED NUT TORQUES
THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED
ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.

FINE THREAD SERIES

TENSION SHEAR
TAP
SIZE TORQUE TORQUE

STD ALT STD ALT

(NOTE 1) (NOTE 2) (NOTE 3) (NOTE 2)

8-36 12-15 7-9

10-32 20-25 20-28 12-15 12-19
1/4-28 50-70 50-75 30-40 30-48
5/16-24 100-140 100-150 60-85 60-106
3/8-24 160-190 160-260 95-110 95-170
7/16-20 450-500 450-560 270-300 270-390
1/2-20 480-690 480-730 290-410 290-500
9/16-18 800-1000 800-1070 480-600 480-750
5/8-18 1100-1300 1100-1600 660-780 660-1060
3/4-16 2300-2500 2300-3350 1300-1500 1300-2200
7/8-14 2500-3000 2500-4650 1500-1800 1500-2900
1-14 3700-5500 3700-6650 2200-3300 2200-4400
1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300
1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000

CChkRSE THREAD S 1RIES

(NOTE 4) (NOTE 5)

8-32 12-15 7-9

10-24 20-25 12-15
1/4-20 40-50 25-30
5/16-18 80-90 48-55
3/8-16 160-185 95-100
7/16-14 235-255 140-155
1/2-13 400-480 240-290
9/16-12 500-700 300-420
5/8-11 700-900 420-540
3/4-10 1150-1600 700-950
7/8-9 2200-3000 1300-1800
1-8 3700-5000 2200-3000
1-1/8-8 5500-6500 3300-4000
1-1/4-8 6500-8000 4000-5000

NOTES
1. Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046.
2. When using AN310 or AN320 castellated nuts where alignment between the bolt and cotter pin slots is not
reached using normal torque values, use alternate torque values or replace the nut.
3. Covers AN316, AN320, MS20364 and MS21245.
4. Covers AN363, háS20365, MS21042, 34821043, AJS21044, 14S21045 and 14821046.
5. Covers AN340.

DO NOT REUSE SELF-LOCKING NUTS.

The above values are recommended for all installation procedures contained in this manual, except where
other values are stipulated. They are not to be used for checking tightness of installed parts during service.

Figure 1-3. Torque Values

Change 2 1-5/(1-6 blank)

 SECTION 2

GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION

TABLE OF CONTENTS Page

GROUNDHANDLING............ 2-1 Tires ......

...
2-7
Towing . . .
2-1 Nose Gear Strut . . . . . . . . .
2-8
Hoisting . . .
2-1 Nose Gear Shimmy Dampener . . . . .
2-8
Jacking . .
2-1 Hydraulic Brake System . . . . . . .
2-9
Parking . . .
2-2 Oxygen System . . . . . . . . .
2-9
Tie-Down ...... .....
2-2 FaceMasks .............
2-9
FlyableStorage...... .....
2-2 CLEANING ...............
2-9
Returning Aircraft to Service . . . . . .
2-2 General Description . . . . . . . . . .
2-9
Temporary Storage . . . . . . . . . .
2-2 Upholstery and Interior . . .
2-9
Inspection During Storage . . . . .
2-4 Plastic Trim . .
2-9
Returning Aircraft to Service . . . .
2-4 Windshield and Windows . . . . . . . .
2-9
Indefinite Storage . . . . . . . . . . .
2-5 Aluminum Surfaces . . . . . . .
2-9
Inspection During Storage . . . . .
2-5 Painted Surfaces . . . . . .
2-9
Returning Aircraft to Service . . . .
2-5 Engine Compartment . . . . . . . . .
2-10
Leveling . . . . . . . - . . . . .
2-6 Propellers . . .
2-10
SERVICING . . . . . . . . . . .
2-6 Wheels .
.
2-10
FuelTanks.....-- ......
2-6 LUBRICATION.............. 2-10
Fuel Drains. . . . . . . . . . . . . .
2-6 General Description . . . . . . . . . .
2-10
Engine Oil . . . . . . . . . . . . . .
2-6 Nose Gear Torque Links . . . . . . . .
2-10
Engine Induction Air Filter . . . . . . .
2-7 Tachometer Drive Shaft . . . . . . . .
2-10
Vacuum System Air Filter . . . . . . .
2-7 Wheel Bearing Lubrication . . . . . - .
2-10
Battery . . . . . . . . . . . . .
2-7 Wing Flap Act stor . . . . . . . . . - 2-10
INSPECTION....... .......
2-19

2-1. GROUND HANDLING. rings (optional equipment) or by using suitable slings.

The front sling should be hooked to the engine lifting
2-2. TOWING. Moving the aircraft by hand is ac- eye, and the aft sling should be positioned around the
complished by using the wing struts and landing gear fuselage at the first bulkhead forward of the leading
struts as push points. A tow bar attached to the nose edge of the stabilizer. If the optional hoisting rings
gear should be used for steering and maneuvering the are used, a minimum cable length of 60 inches for
aircraft. When no tow bar is available, press down each cable is required to prevent bending of the eye-
at the horizontal stabilizer front spar, adjacent to bolt type hoisting rings. If desired, a spreader jig
the fuselage, to raise the nose wheel off the ground. may be fabricated to apply vertical force to the eye-
With the nose wheel clear of the ground, the aircraft bolts.
can be turned by pivoting it about the main wheels.
2-4. JACKING. Refer to figure 2-2 for jacking pro-
cedures.

When towing the aircraft, never turn the nose

wheel more than 35 degrees either side of
center or the nose gear will be damaged. Do When using the universal jack point, flexibility
not push on control surfaces or outboard em- of the gear strut will cause the main wheel to
pennage surfaces. When pushing on the tail- slide inboard as the wheel is raised, tilting
cone, always apply pressure at a bulkhead to the jack. The jack must then be lowered for
avoid buckling the skin. a second jacking operation. Jacking both
wheels simultaneously with universal jack
2-3. HOISTING. The aircraft may be lifted with a points is not recommended.
hoist of two-ton capacity, either by using hoisting

Change 3 2-1
 Figure 2-1. Typical Tow Bar

2-5. PARKING. Parking precautions depend prin- age and/or the first 25 hours of intermittent engine
cipally on local conditions. As a general precaution, operation.
it is wise to set the parking brake or chock the
wheels, and install the control lock. In severe NOTE
weather, and high wind conditions, tie down the air-
craft as outlined in paragraph 2-6 if a hangar is not The aircraft is delivered from Cessna with
available. a Corrosion Preventive Aircraft Engine Oil
(Military Specification MIL-C-6529 Type II
2-6. TIE-DOWN. When mooring the aircraft in the Rust Ban). This engine oil is a blend of avi-
open, head into the wind if possible. Secure control ation grade straight mineral oil and a corro-
surfaces with the internal control lock and set brakes· sion preventive compound. This engine oil
should be used for the first 25 hours of engine
operation. Refer to paragraph 2-20 for oil
changes during the first 50 hours of operation.
Do not set parking brakes during cold weather
when accumulated moisture may freeze the During the 30 day non-operational storage or the first
brakes or when the brakes are overheated. 25 hours of intermittent engine operation, the propel-
ler shall be rotated through five revolutions every
a. Tie ropes, cables or chains to the wing tie-down seventh day, without running the engine. If the air-
fittings, located at the upper end of each wing strut. craft is stored outside, tie it down in accordance
Secure the opposite ends of ropes, cables or chains with paragraph 2-6. In addition, the pitot tube,
to ground anchors. static air vents, openings in the engine cowling, and
b. Secure a tie-down rope (no chains or cables) other similar openings shall have protective covers
to upper trunnion of the nose gear, and secure oppo- installed to prevent entry of foreign material. After
site end of rope to ground anchor. 30 days, aircraft should be flown for 30 minutes or
c. Secure the middle of a rope to the tail tie-down ground run-up until oil has reached operating temper-
ring. Pull each end of rope away at a 45-degree ature.
angle and secure to ground anchors at each side of
tail. 2-8. RETURNING AIRCRAFT TO SERVICE. After
d. Secure control lock on pilot control column. If flyable storage, returning the aircraft to service is
control lock is not available, tie pilot control wheel accomplished by performing a thorough pre-flight in-
back with front seat belt. spection. At the end of the first 25 hours of engine
e. These aircraft are equipped with a spring-loaded operation, drain engine oil, clean oil screens and
steering bungee which affords protection against nor- change external oil filter element. Service engine
mal wind gusts. However, if extremely high wind with correct grade and quantity of oil. Refer to fig-
gusts are anticipated, additional locks may be install- ure 2-4 and paragraph 2-20 for correct grade of
ed. engine oil.

2-7. FLYABLE STORAGE. Flyable storage is de- 2-9. TEMPORARY STORAGE. Temporary storage
fined as a maximum of 30 days non-operational stor- is defined as aircraft in a non-operational status for

2-2 Change 2
 3
2
1

ITEM NUMBER TYPE AND PART NUMBER REMARKS

Block (Jack point not available) lx4x4 padded with 1/4 " rubber

Jack Any short jack of capable capacity

Cessna #SE-767 Universal tail stand (SEE NOTE 1)

Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2)

Cessna #10004-98 Jack point (SEE NOTE 2)

#2-170 Basic jack Closed height: 69-1/2 inches; extended

#2-109 Leg Extension height: 92" Insert slide tube extension
#2-70 Slide tube extension into basic jack)

1. Weighted adjustable stand attaches to tie-down ring.

2. Cessna #10004-98 jack point may be used to raise only one wheel thru U20602579. Brake line
fairing will prevent jacking aircraft beginning with U20602580 at strut. Do not use brake casting
as a jack point.

3. Items (3), (4), (5) and (6) are available from the Cessna Service Parts Center.

JACKING PROCEDURE

a. Lower aircraft tail so that wing jack can be placed under front spar just outboard of
wing strut.
b. Raise aircraft tail and attach tail stand to tie-down ring. BE SURE the tail stand weighs
enough to keep the tail down under all conditions and is strong enough to support aircraft
weight.
c. Raise jacks evenly until desired height is reached.

When using the universal jack point, flexibility of the gear strut will cause the main wheel to slide in-
board as the wheel is raised, tilting the jack. The jack must be lowered for a second operation. Jacking
both main wheels simultaneously with universal jack points is not recommended.

Figure 2-2. Jacking Details

Change 3 2-3
a maximum of 90 days. The aircraft is constructed hole of each cylinder with the piston in a down po-
of corrosion resistant alclad aluminum, which will sition. Rotate crankshaft as each pair of cylinders
last indefinitely under normal conditions if kept is sprayed.
clean, however, these alloys are subject to oxidation. i. After completing step "h, " rotate crankshaft so
The first indication of corrosion on unpainted sur- that no piston is at a top position. If the aircraft is
faces is in the form of white deposits or spots. On to be stored outside, stop two-bladed propeller so
painted surfaces, the paint is discolored or blistered. that blades are as near horizontal as possible to pro-
Storage in a dry hangar is essential to good preser- vide maximum clearance with passing aircraft.
vation and should be procured if possible. Varying j. Again spray each cylinder without moving the
conditions wül alter the measures of preservation, crankshaft to thoroughly cover all interior surfaces
but under normal conditions in a dry hangar, and for of the cylinder above the piston.
storage periods not to exceed 90 days, the following k. Install spark plugs and connect spark plug leads.
methods of treatment are suggested: 1. Apply preservative oil to the engine interior by
spraying approximately two ounces of the preservative
a. Fill fuel tanks with correct grade of gasoline. oil through the oil filler tube,
b. Clean and wax aircraft thoroughly, m. Seal all engine openings exposed to the atmos-
c. Clean any oil or grease from tires and coat tires phere using suitable plugs or non-hygroscopic tape,
with a tire preservative. Cover tires to protect Attach a red streamer at each point that a plug or
against grease and oil. tape is installed.
d. Either block up fuselage to relieve pressure on n. If the aircraft is to be stored outside, perform
tires or rotate wheels every 30 da'ys to change sup- the procedures outlined in paragraph 2-6. In addition,
porting paints and prevent flat spotting the tires. the pitot tube, static source vents, air vents, open-
e. Lubricate all airframe items and seal or cover ings in the engine cowling and other similar openings
all openings which could allow moisture and/or dust should have protective covers installed to prevent
to enter. entry of foreign material.
o. Attach a warning placard to the propeller to the
NOTE effect that the propeller shall not be moved while the
engine is in storage.
The aircraft battery serial number is recorded
in the aircraft equipment list. To assure ac- 2-10. INSPECTION DURING STORAGE.
curate warranty records, the battery should be a. Inspect airframe for corrosion at least once a
re-installed in the same aircraft from which it month and remove dust collections as frequently as
was removed. If the battery is returned to possible. Clean and wax as required.
service in a different aircraft, appropriate b. Inspect the interior of at least one cylinder
record changes must be made and notification through the spark plug hole for corrosion at least
sent to the Cessna Claims Department. Once a month,

f. Remove battery and store in a cool dry place; NOTE

service the battery periodically and charge as re-
quired. Do not move crankshaft when inspecting
interior of cylinder for corrosion.
NOTE
c. If at the end of the 90 day period, the aircraft is
An engine treated in accordance with the fol- to be continued in non-operational storage, again per-
lowing may be considered protected against form the procedural steps "g thru o" of paragraph
normal atmospheric corrosion for a period 2-9.
not to exceed 90 days.
2-11. RETURNING AIRCRAFT TO SERVICE. After
Disconnect
g. spark plug leads and remove upper temporary storage, use the following procedures to
and lower spark plugs from each cylinder, return the aircraft to service.
a. Remove aircraft from blocks and check tires
NOTE for proper inflation. Check for proper nose gear strut
inflation.
The preservative oil must be Lubricating Oil -
b. Check battery and install.
Contact and Volatile, Corrosion Inhibited, c. Check that oil sump has proper grade and quantity
MIL-L-46002, Grade 1 or equivalent. The of engine oil.
following oils are approved for spraying op- d. Service induction air filter and remove warning
erations by Teledyne Continental Motors, placard from propeller.
Nucle Oil 105 -
Daubert Chemical Co., 4700 e. Remove materials used to cover openings.
So. Central Ave., Chicago, Illinois, Petratect f. Remove, clean, and gap spark plugs.
VA Pennsylvania
-

Refining Co., Butler, Penn- g. While spark plugs are removed, rotate propeller
sylvania, Ferro-Gard 1009G Ranco Labora-
-
several revolutions to clear excess rust preventive
tories, Inc., 3617 Brownsville Rd., Pittsburg, oil from cylinders.
Pennsylvania. h. Install spark plugs and torque to value specified
in Section 12 or 12A.
h. Using a portable pressure sprayer, atomize i. Check fuel strainer. Remove and clean filter
spray preservative oil through the upper spark plug screen if necessary. Check fuel tanks and fuel lines

2 -4
Change 3
for moisture and sediment, drain enough fuel to plug in the breather and clamping in place.
eliminate moisture and sediment. m. Seal all other engine openings exposed to atmos-
j. Perform a thorough pre-flight inspection, then phere using suitable plugs or non-hygroscopic tape.
start and warm-up engine.
NOTE
2-12. INDEFINITE STORAGE. Indefinite storage is
defined as aircraft in a non-operational status for an Attach a red streamer to each place plugs
indefinite period of time. Engines treated in accor- or tapeis installed. Either attach red
dance with the following may be considered protected streamers outside of the sealed area with
against normal atmosphere corrosion, provided the tape or to the inside of the sealed area
procedures outlined in paragraph 2-13 are performed with safety wire to prevent wicking of
at the intervals specified. moisture into the sealed area.
a. Operate engine until oil temperature reaches
normal operating range. Drain engine oil sump and n. Drain corrosion-preventive mixture from engine
close drain valve or install drain plug. sump and reinstall drain plug or close drain valve.
b. Fill oil sump to normal operating capacity with
corrosion preventive mixture which has been thor- NOTE
oughly mixed and pre-heated to a minimum of 221°F
at the time it is added to the engine. The corrosion-preventive mixture is harm-
ful to paint and should be wiped from painted
NOTE surfaces immediately.

Corrosion-preventive mixture consists of o. Attach a warning placard on the throttle control

one part compound MIL-C-6529, Type I, knob to the effect that the engine contains no lubri-
mixed with three parts new lubricating oil cating oil. Placard the propeller to the effect that it
of the grade recommended for service. should not be moved while the engine is in storage.
Continental Motors Corporation recom- o. Prepare airframe for storage as outlined in
mends Cosmoline No. 1223, supplied by paragraph 2-9 thru step "f."
E. F. Houghton & Co., 305 W. LeHigh
Avenue, Philadelphia, Pa. During all NOTE
spraying operations corrosion mixture is
pre-heated to 221° to 250°F. As an alternate method of indefinite storage,
the aircraft may be serviced in accordance
c. Immediately after filling the oil sump with cor- with paragraph 2-9 providing the aircraft is
rosion preventive mixture, fly the aircraft for a run-up at maximum intervals of 90 days and
period of time not to exceed a maximum of 30 minutes, then reserviced per paragraph 2-9.
d. After flight and with engine operating at 1200
to 1500 rpm and induction air filter removed, spray 2-13. INSPECTION DURING STORAGE. Aircraft
corrosion preventive mixture into induction airbox, in an indefinite storage shall be inspected as follows:
at the rate of one-half gallon per minute, until heavy a. Inspect cylinder protex plugs each 7 days.
smoke comes from the exhaust stack, then increase b. Change protex plugs if their color indicates
the spray until engine is stopped. an unsafe condition.
c. If the protex plugs have changed color in one
half of the cylinders all desiccant material in the
engine shall be replaced with new material.
Injecting corrosion-preventive mixture too d. Every 6 months respray the cylinders interior
fast can cause a hydrostatic lock. with corrosion-preventive mixture.

e. Do not rotate propeller after completing step "d. " NOTE

f. Remove all spark plugs and spray corrosion-
preventive mixture, which has been pre-heated to 221° Before spraying, inspect the interior of
to 250°F., into all spark plug holes to thoroughly cov- one cylinder for corrosion through the
er interior surfaces of cylinders. spark plug hole and remove at least one
g. Install spark plugs or solid plugs in the lower rocker box cover and inspect the valve
spark plug holes and install dehydrator plugs in the mechanism.
upper spark plug holes. Be sure that dehydrator
plugs are blue in color when installed.
h. Cover spark plug lead terminals with shipping 2-14. RETURNING AIRCRAFT TO SERVICE. After
plugs (AN4060-1) or other suitable covers. indefinite use the following procedure
storage, to re-
i. With throttle in full open position, place a bag of turn the aircraft to service.
desiccant in the induction air intake and seal opening a. Remove aircraft from blocks and check tires for
with moisture resistant paper and tape. correct inflation. Check for correct nose gear strut
j. Place a bag of desiccant in the exhausts tailpipe inflation.
(s) and seal openings with moisture resistant tape. b. Check battery and install.
k. Seal cold air inlet to the heater muff with mois- c. Remove all materials used to seal and cover
ture resistant tape. openings.
1. Seal engine breather tube by inserting a protex d. Remove warning placards posted at throttle and

2-5
propeller. to figure 13-5.)
e. Remove and clean engine oil screen, then rein-
stall and safety. On aircraft equipped with an exter- 2-20. ENGINE OIL. Check engine lubricating oil
nal oil filter, install new filter element. with the dipstick five to ten minutes after the engine
f. Remove oil sump drain plug or open drain valve has been stopped. The aircraft should be in as near
and drain sump. Install or close drain valve and a level position as possible when checking the engine
safety. oil so that a true reading is obtained. Engine oil
should be drained while the engine is still hot, and
NOTE the nose of the aircraft should be raised slightly for
more positive draining of any sludge which may have
The corrosion-preventive mixture will mix collected in the engine oil sump. Engine oil should
with the engine lubricating oil, so flushing be changed every six months, even though less than
the oil system is not necessary. Draining the specified hours have accumulated. Reduce these
the oil sump will remove enough of the cor- intervals for prolonged operations in dusty areas in
rosion-preventive mixture. cold climates where sludging conditions exist, or
where short flights and long idle periods are encoun-
g. Service and install the induction air filter. tered, which cause sludging conditions. Always
h. Remove protex plugs and spark plugs or plugs change oil, clean oil screens and clean and/or change
installed in spark plug holes and rotate propeller by external filter element whenever oil on the dipstick
hand several revolutions to clear corrosion-preven- appears dirty. Ashless dispersant oil, conforming to
tive mixture from the cylinders. Continental Motors Specification No. MHS-24A, shall
i. Clean, gap and install spark plugs. Torque plugs be used in these engines. Multi-viscosity oil may be
to value specified in Section 12 or 12A. used to extend the operating temperature range, im-
j. Check fuel strainer. Remove and clean filter prove cold engine starting and lubrication of the en-
screen. Check fuel tanks and fuel lines for moisture gine during the criticalwarm-up period, thus permit-
and sediment, and drain enough fuel to eliminate. ting flight through wider ranges of climate change
k. Perform a thorough pre-flight inspection, then without the necessity of changing oil. The multi-vis-
start and warm-up engine, cosity grades are recommended for aircraft engines
1. Thoroughly clean aircraft and flight test aircraft. subjected to wide variations in ambient air tempera-
tures when cold starting of the engine must be accom-
2-15. LEVELING. Reference point for leveling the plished at temperatures below 30°F.
aircraft longitudinally is the top centerline of the
tailcone between the rear window and vertical fin.
Corresponding points on front seat rails may be NOTE
used to level the aircraft laterally.
New or newly overhauled engines should be
2-16. SERVICING. operated on aviation grade straight mineral
oil until the first oil change. The aircraft is
2-17. DESCRIPTION. Servicing requirements are delivered from Cessna with straight mineral
shown in figure 2-4. The following paragraphs oil (MIL-C-6529, Type II, RUST BAN.) If
supplement this figure by adding details not included oil must be added during the first 25 hours,
in the figure. use only aviation grade straight mineral oil
conforming to Specification MIL-6082. Af-
2-18. FUEL. Fuel cells should be filled immediate- ter the first 25 hours of operation, drain
ly after flight to lessen condensation in the cells and engine oil sump and clean both the oil suction
lines. Cell capacities are listed in figure 1-1. The strainer and the oil pressure screen. If an
recommended fuel grade to be used is given in figure optional oil filter is installed, change filter
2-4. element at this time. Refill sump with
straight mineral oil and use until a total of
2-19. FUEL DRAINS. Drains are located at various 50 hours have accumulated or oil consump-
places throughout the fuel system. Refer to Section tion has stabilized, then change to ashless
13 for locations of the various drains in the system. dispersant oil.
The strainer drain valve is an integral part of the
fuel strainer assembly. The strainer drain is equip- When changing engine oil, remove and clean oil
ped with a control which is located adjacent to the screens, or install a new filter element on aircraft
oil dipstick. Access to the control is gained through equipped with an external oil filter. An oil quick-
the oil dipstick access door. Remove drain plugs drain valvemay be installed. This valve provides
and open drain valves at the intervals specified in a quick and cleaner method of draining the engine oil.
figure 2-4. Also, during daily inspection of the fuel This valve is installed in the oil drain port of the oil
strainer, if water is found in the strainer, there is a sump. To drain the oil, proceed as follows:
possibility that the wing cell sumps or fuel lines con- a. Operate engine until oil temperature is at nor-
tain water. Therefore, all fuel plugs should be re- mal operating temperature.
moved and all water drained from the fuel system. b. (With Quick-Drain Valve) Attach a hose to the
On aircraft equipped with rubberized fuel cells, a
fuel sampler cup is furnished. To activate drain
valve for fuel sampling, place cup to valve and de -

press valve with rod protruding from cup. (Refer

2-6 Change 3
quick-drain valve in oil sump. Push up on quick- times. A new filter should be installed
drain valve until it locks open, and allow oil to after using 500 hours of engine operating
drain through hose into a container. time or one year, whichever should occur
c. (Without Quick-Drain Valve) Remove oil drain first. However, a new filter should be
plug from engine sump and allow oil to drain into a installed anytime the existing filter is
container. damaged. A damaged filter may have
d. After oil has drained, close quick-drain valve, sharp or broken edges in the filtering
if installed, and remove hose. Install and safety panels which would allow unfiltered air
drain plug. to enter the induction system. Any filter
e. Remove and clean oil screen. that appears doubtful, shall have a new
f. Service engine with correct quantity and grade filter installed in its place.
of engine oil.
d. After washing, rinse filter with clear water
NOTE until rinse water draining from filteris clear.
Allow water to drain from filter and dry with com-
Refer to inspection charts for intervals for pressed air (not over 100 psi).
changing oil and filter elements. Refer to
figure 2-4 for correct grade of engine oil, NOTE
and refer to figure 1-1 for correct capacities.
The filtering panels of the filter may become
2-21. ENGINE INDUCTION AIR FILTER. The in- distorted when wet, but they will return to
duction air filter keeps dust and dirt from entering their original shape when dry.
the induction system. The value of maintaining the
air filter in a good clean condition can never be over- e. Be sure airbox is clean, and inspect filter. If
stressed. More engine wear is caused through the filter is damaged, a new filter should be installed.
use of a dirty or damaged air filter than is generally f. Install filter at entrance to airbox with gasket
believed. The frequency with which the filter should on aft face of filter frame and with flow arrows on
be removed, inspected and cleaned will be determined filter frame pointed in the correct direction.
primarily by aircraft operating conditions. A good
general rule, however, is to remove, inspect and
2-22. VACUUM SYSTEM AIR FILTER. The vac-
clean the filter at least every 50 hours of engine op uum system central air filter keeps dust and dirt
erating time, and more frequently if warranted by from entering the vacuum operated instruments. In-
operating conditions. Some operators prefer to hold spect the filter element every 200 hours of operating
spare induction air filters at their home base of op- time for damage. Change the central air filter ele-
eration so that a clean filter is always readily avail ment when damaged or at every 500 hours of oper-
able for use. Under extremely dusty conditions, ating time and whenever the suction gage reading
daily servicing of the filter is recommended. To drops below 4.6 inches of mercury. Also, do not
service the induction filter, proceed as follows: operate the vacuum system with the filter element
a. Remove filter from aircraft. removed or a vacuum line disconnected as particles
of dust or other foreign matter may enter the system
NOTE and damage the vacuum operated instruments.

2-23. BATTERY. Battery servicing involves adding

Use care to prevent damage to filter element
distilled water to maintain the electrolyte even with
when cleaning filter with compressed air.
the horizontal baffle plate or split ring at the bottom
of the filler holes, checking cable connections, and
b. Clean filter by blowing with compressed air (not
neutralizing and cleaning off any spilled electrolyte
over 100 psi) from direction opposite of normal air
or corrosion. Use bicarbonate of soda (baking soda)
flow. Arrows on filter case indicate direction of
and clean water to neutralize electrolyte or corro-
normal air flow.
sion. Follow with a thorough flushing with clean wa-
ter. Do not allow bicarbonate of soda to enter bat-
tery. Brighten cable and terminal connection with a
Do not use solvent or cleaning fluids to wash
wire brush, then coat with petroleum jelly before
deter- connecting. Check the battery every 50 hours (or at
filter. Use only a water and household
least every 30 days), oftener in hot weather. Add
gent solution when washing the filter.
only distilled water, not acid or "rejuvenators, to
maintain electrolyte level in the battery. Inspect the
c. After cleaning as outlined in step "b , the filter any evidence of
battery box and clean and remove
may be washed, if necessary, in a solution of warm
corrosion.
water and a mild household detergent. A cold water
solution may be used• 2-24. TIRES. Maintain tire pressure at the value
specified in figure 1-1. When checking pressure,
NOTE examine tires for wear, cuts, bruises and slippage.
Remove oil, grease and mud from tires with soap
The filter assembly may be cleaned with and water.
compressed air a maximum of 30 times
or it may be washed a maximum of 20

Change 2 2-7
 stall valve core in filler valve. Connect valve exten-
sion to valve.
h. Inflate strut to the pressure specified in figure
1-1.

NOTE

The nose landing gear shock strut will

normally require only a minimum amount
of service. Maintain the strut extension
pressure as shown in Section 1. Lubri-
cate landing gear as shown in figure 2-5.
Check the landing gear daily for general
cleanliness, security of mounting, and for
hydraulic fluid leakage. Keep machined
\
·

NOSE GEAR STRUT surfaces wiped free of dirt and dust, using
a clean lint-free cloth saturated with hy-
draulic fluid (MIL-H-5606) or kerosene.
All surfaces should be wiped free of ex-
cessive hydraulic fluid.

2-26. NOSE GEAR SHIMMY DAMPENER. The

shimmy dampener should be serviced at least every
100 hours. The dampener must be filled completely
'
I'y with hydraulic fluid, free of entrapped air with the
' ' compensating piston bottomed in the rod. Check that
piston is completely bottomed as follows:
NOTE a. Remove shimmy dampener from the aircraft.
b. While holding the shimmy dampener in a verti-
Valve core remains in strut valve· cal position with the filler plug pointed upward,
An internal flexible cable, in the loosen the filler plug.
valve extension, is used to depress c. Allow the spring to bottom out the floating piston
the valve core in strut valve- inside the shimmy dampener rod.
d. When the fluid stops flowing, insert a length of
stiff wire through the air bleed hole in the setscrew
Figure 2-3. Strut Filler Valve Extension at the end of the piston rod until it touches the float-
ing piston. The depth of insertion should be 3-13/16
NOTE inches.

Recommended tire pressures should be main- NOTE

tained. Especially in cold weather, remember
that any drop in temperature of the air inside If the wire insertion is less than 3-13/16
a tire causes a corresponding drop in air pres- inches, the floating piston is lodged in the
sure. shaft. If the wire cannot be used to free
the piston, the rod assembly and piston
2-25. NOSE GEAR STRUT. The nose gear strut re- should be replaced.
quires periodic checking to ascertain that the strut is
filled with hydraulic fluid and is inflated to the cor- Service the shimmy dampener as follows:
rect air pressure. To fill the nose gear strut with a. Remove filler plug from dampener.
hydraulic fluid and air, proceed as follows: b. Move piston completely to opposite end from
a. Weight tail to raise nose wheel off ground. filler plug.
b. Remove filler valve cap from filler valve or c. Fill dampener with clean hydraulic fluid com-
from lower end of valve extension, and depress valve pletely full.
core to completely deflate nose strut. d. Reinstall filler plug and safety.
c. Remove valve core from filler valve. It will be e. Wash dampener in solvent and wipe dry with a
necessary to disconnect filler valve extension from cloth.
valve at top of strut. f. Reinstall shimmy dampener in aircraft.
d. Attach a rubber hose to the filler valve.
e. With other end of rubber hose in a container of
clean hydraulic fluid, compress and extend strut sev-
eral times. This will draw fluid from container into
the strut, filling strut with hydraulic fluid.
f. After strut has been cycled several times, allow
strut to extend. Holding end of rubber hose above
fluid level in container, slowly compress strut, al-
lowing excess fluid to be drained into container.
g. While strut is compressed, remove hose and in-
2-8
 NOTE 2-34. WINDSHIELD AND WINDOWS. These surfaces
should be cleaned carefully with plenty of fresh water
Keep shimmy dampener, especially the and a mild detergent, using the palm of the hand to
exposed portions of the dampener piston feel and dislodge any caked dirt or mud. A sponge,
shaft, clean to prevent collection of dust soft cloth, or chamois may be used, but only as a
and grit which could cut the seals in the means of carrying water to the plastic. Rinse thor-
dampener barrel. Keep machined sur -
oughly, then dry with a clean moist chamois. Do not
faces wiped free of dirt and dust, using a rub tþe plastic with a dry cloth as this builds up an
clean lint-free cloth saturated with hy- electrostatic charge which attracts dust. Oil and
draulic fluid (MIL-H-5606) or kerosene, grease may be removed by rubbing lightly with a soft
All surfaces should be wiped free of ex- cloth moistened with Stoddard solvent.
cessive hydraulic fluid.

2-27. HYDRAULIC BRAKE SYSTEMS. Check brake

master cylinders and refill with hydraulic fluid as Do not use gasoline, alcohol, benzene, acetone,
required every 200 hours. Bleed the brake system of carbon tetrachloride, fire extinguisher fluid,
entrapped air whenever there is a spongy response to de-icer fluid, lacquer thinner or glass window
the brake pedals. Refer to Section 5 for filling and cleaning spray. These solvents will soften and
bleeding the brake systems. craze the plastic.

2-28. OXYGEN SYSTEM. Refer to Section 15. After washing, the plastic windshield and windows
should be cleaned with an aircraft windshield cleaner.
2-29. FACE MASKS. Refer to Section 15. Apply the cleaner with soft cloths and rub with mod-
erate pressure. Allow the cleaner to dry, then wipe
2-30. CLEANING. it off with soft flannel cloths. A thin, even coat of
wax, polished out by hand with soft flannel cloths,
2-31. GENERAL DESCRIPTION. Keeping the air- will fill in minor scratches and help prevent further
craft clean is important. Besides maintaining the scratching. Do not use a canvas cover on the wind-
trim appearance of the aircraft, cleaning lessens the shield or windows unless freezing rain or sleet is
possibility of corrosion and makes inspection and anticipated since the cover may scratch the plastic
maintenance easier. surface.

2-32. UPHOLSTERY AND INTERIOR. Cleaning 2-35. ALUMINUM SURFACES. The aluminum sur-
prolongs the life of upholstery fabrics and interior faces require a minimum of care, but should never
trim. To clean the interior, proceed as follows: be neglected. The aircraft may be washed with clean
a. Empty all the ash trays, water to remove dirt and may be washed with non-
b. Brush out or vacuum clean the upholstery and alkaline grease solvents to remove oil and/or grease.
carpeting to remove dirt. Household-type detergent soap powders are effective
c. Wipe leather and plastic surfaces with a damp cleaners, but should be used cautiously since some
cloth. of them are strongly alkaline. Many good aluminum
d. Soiled upholstery fabrics and carpet may be cleaners, polishes and waxes are available from com-
cleaned with a foam-type detergent, used according mercial suppliers of aircraft products.
to the manufacturer's instructions.
e. Oily spots and stains may be cleaned with house-
hold spot removers, used sparingly. Before using 2-36. PAINTED SURFACES. The painted exterior
any solvent, read the instructions on the container surfaces of the aircraft, under normal conditions,
and test it on an obscure place in the fabric to be require a minimum of polishing or buffing. Approx-
cleaned. Never saturate the fabric with a volatile imately 15 days are required for acrylic paint to cure
solvent; it may damage the packing and backing ma- completely; in most cases, the curing period will
terial. have been completed prior to delivery of the aircraft.
f. Scrape off sticky materials with a dull knife, In the event that polishing or buffing is required with-
then spot clean the area. in the curing period, it is recommended that the work
be done by an experienced painter. Generally, the
2-33. PLASTIC TRIM. The instrument panel, plas- painted surfaces can be kept bright by washing with
tic trim and control knobs need only be wiped off with water and mild soap, followed by a rinse with water
a damp cloth. Oil and grease on the control wheel and drying with cloths or a chamois. Harsh or abra-
and control knobs can be removed with a cloth mois- sive soaps or detergents which cause corrosion or
tened with Stoddard solvent. make scratches should never be used. Remove stub-
born oil and grease with a cloth moistened with Stod-
dard solvent. After the curing period, the aircraft
may be waxed with a good automotive wax. A heavier
Do not use gasoline, alcohol, benzene, acetone, coating of wax on the leading edges of the wings and
carbon tetrachloride, fire extinguisher fluid, tail and on the engine nose cap will help reduce the
de-icer fluid, lacquer thinner or glass window abrasion encountered in these areas.
cleaning spray. These solvents will soften and
craze the plastic.

Change 3 2-9
2-37. ENGINE COMPARTMENT. Cleaning is essen- remove, clean and lubricate jack screw whenever
tial to minimize any danger of fire, and for proper actuator slippage is experienced. If lubrication is
inspection of engine components. The engine and required, proceed as follows:
engine compartment may be washed down with a a. Gain access to actuator by removing
suitable solvent, such as Stoddard solvent or equiva- appropriate inspection plates on lower surface of
lent, then dried thoroughly, wing.
b. Expose jack screw by operating flaps to
full-down position.
c. Wipe a small amount of lubricant from
Particular care should be given to electrical jack screw with a rag and examine for condition.
equipment before cleaning. Solvent should Lubricant should not be dirty, sticky, gummy or
not be allowed to enter magnetos, starters, frothy in appearance.
alternators, voltage regulators, and the like, d. Inspect wiped area on jack screw for
Hence, these components should be protected presence of hard scale deposit. Previous wiping
before saturating the engine with solvent. action, will have exposed bare metal if no deposit
Any oil, fuel, and air openings on the engine is present.
and accessories should be covered before e. If any of the preceding conditions exist,
washing the engine with solvent. Caustic clean and relubricate jack screw as outlined in steps
cleaning solutions should be used cautiously "f" thru "n".
and should always be properly neutralized f. Remove actuator from aircraft in accor-
after their use. dance with procedures outlined in Section 7.
g. Remove all existing lubricant from jack
2-38. PROPELLER. The propeller should be wiped screw and torque tube by running the nut assembly
occasionally with an oily cloth to remove grass and to the end of the jack screw away from the gearbox,
bug stains. In salt water areas, this will assist in and soaking the nut assembly and jack screw in Stod-
corrosion-proofing the propeller. dard solvent.

2-39. WHEELS. The wheels should be washed NOTE

periodically and examined for corrosion, chipped
paint and cracks or dents in the wheel castings- Care must be taken to prevent solvent from
Sand smooth, prime and repaint minor defects- entering gearbox. The gearbox lubricant is
Cracked wheel halves shall be replaced. not affected and should not be disturbed.

2-40. LUBRICATION. h. After soaking, clean entire length of

jack screw with a wire brush, rinse with solvent
2-41. GENERAL DESCRIPTION. Lubrication re-
and dry with compressed air.
quirements are outlined in figure 2-5. Before ad-
ding lubricant to a fitting, wipe the fitting free of NOTE
dirt. Lubricate until grease appears around part
being lubricated and wipe excess grease from parts• Do not disassemble nut and ball retainer
The following paragraphs supplement figure 2-5 by assembly.
adding details not shown in the figure.
i. Relubricate jack screw with MIL-G-
2-42. NOSE GEAR TORQUE LINKS. Lubricate 21164 (Molybdenum Disulfide Grease) as outlined in
torque links every 50 hours. When operating in steps "j" thru "m".
dusty conditions, more frequent lubrication is re- j. Rotate nut down screw toward the motor.
commended. k. Coat screw and thread end of nut with
grease and run nut to full extension.
2-43. TACHOMETER DRIVE SHAFT. Refer to Sec- 1. Repeat the process and pack lubricant in
tion 16 for lubrication instructions. the cavity between the nut and ball retainer at the
threaded end of the nut.
2-44. WHEEL BEARING LUBRICATION. Clean and m. Repeat the process and work nut back and
repack wheel bearings at the first 100-hour inspection forth several times.
and at each 500-hour inspection thereafter. If more n. Remove excess grease.
than the usual number of take-off and landings are o. Reinstall actuator in aircraft in accor-
made, extensive taxiing is required or the aircraft dance with instructions outlined in Section 7.
is operated in dusty areas or under seacoast con- b. On aircraft prior to Serials P20600648 and U206-
ditions, clean and lubricate wheel bearings at each 601673 which have been modified by Service Kit
100-hour inspection. SK150-37 proceed as follows:
1. At each 100-hour inspection, expose jack
2-45. WING FLAP ACTUATOR screw by operating flaps to full-down position, and
a. On aircraft prior to P20600648 and U20601673 inspect wing flap actuator jack screw for proper
which have not been modified by Service Kit SK150- lubrication. If lubrication is required, proceed as
37, proceed as follows: follows:
1. At each 100 hour inspection, inspect wing a. Clean jack screw with solvent rag, if
flap actuator jack screw and ball retainer assembly necessary, and dry with compressed air.
for lubrication, and lubricate if required. Also, b. Relubricate jack screw with MIL-G-

2-10
21164 (Molybdenum Disulfide Grease) as required. NOTE
c. On aircraft beginning with Serial U20601673,
clean and lubricate wing flap actuator jack screw It is not necessary to remove actuator from
each 100 hours as follows: aircraft to clean or lubricate threads.
1. Expose jack screw by operating flaps to full-
down position. 3. With oil can, apply light coat of No. 10
2. Clean jack screw threads with solvent rag weight, non-detergent oil to threads of jack screw.
and dry with compressed air.

SHOP NOTES:

2-11
 4 6 6

1 2 3 4
LU |22\ ® 6 3

19

20 11
18 16
8 19 13 15 14 13 8
18
HYDRAULIC FLUID:
SPEC. NO. MIL-H-5606
OXYGEN:
SPEC. NO. MIL-O-27210

RECOMMENDED FUEL:
ENGINE MODEL IO-520 Series CONTINENTAL
FUEL: Compliance with conditions stated in Continental aircraft engine Service Bulletins
M74-6 and M75-2 and supplements or revisions thereto, are recommended when
using alternate fuel.

1. MINIMUM: 100/130 Aviation Grade

2. ALTERNATE:
a. 115/145 Aviation Grade (with lead content limited to a maximum of 4. 6 cc Tetraethyl
lead per gallon.)

Figure 2-4. Servicing (Sheet 1 of 3)

2-12 Change 3
RECOMMENDED ENGINE OIL:

ENGINE MODEL IO-520-Series CONTINENTAL

AVIATION GRADE:
40°F SAE 50
40°F SAE 30

Aviation grade ashless dispersant oil, conforming to Continental Motors Specification MHS-24
and all revisions and supplements thereto, must be used except as noted in paragraph 2-20.
Refer to Continental aircraft Engine Service Bulletin M75-2 and any superseding bulletins,
revisions or supplements thereto, for further recommendations.

DAILY

FUEL CELLS:
Service after each flight. Keep full to retard condensation. Refer to paragraph 2-18 for details.

FUEL CELL SUMP DRAINS:

Drain off any water and sediment before first flight of the day.

FUEL STRAINER:
Drain off any water and sediment before first flight of the day.

OIL DIPSTICK:
Check on preflight. Add oil as necessary. Refer to paragraph 2-20 for details. Check that
filler cap is tight and oil filler is secure.

PITOT AND STATIC PORTS:

Check for obstructions before first flight of the day.

OXYGEN CYLINDERS:
Check for anticipated requirements before each flight. Refer to Section 15 for details.

AIR FILTER:
4 INDUCTION
Inspect and service under dusty conditions. Refer to paragraph 2-21 for details.

FIRST 25 HOURS

g ENGINE OIL SYSTEM:

Refill with straight mineral oil, non-detergent, and use until a total of 50 hours have accumu-
lated or oil consumption has stabilized, then change to ashless dispersant oil.

50 HOURS

INDUCTION AIR FILTER:

4 Clean per paragraph 2-21. Replace as required.

13 BATTERY:
Check electrolyte level and clean battery compartment each 50 hours or 30 days.

ENGINE OIL SYSTEM:

Change oil each 50 hours if engine is NOT equipped with external filter; if equipped with
external oil filter, change filter element each 50 hours and oil at least at each 100 hours,
or every 6 months.

SHIMMY DAMPENER:
16 Check fluid level and refill as required in accordance with paragraph 2-26.

g TIRES:
Maintain correct tire inflation as listed in figure 1-1. Refer to paragraph 2-24.

Figure 2-4. Servicing (Sheet 2 of 3)

Change 3 2-13
 50 HOURS (Cont.)

NOSE GEAR SHOCK STRUT:

Keep strut filled and inflated to correct pressure. Refer to paragraph 2-25.

20 SPARK PLUGS:
Remove, clean and re-gap all spark plugs. Refer to Section 12 or 12A.

100 HOURS

VACUUM SYSTEM OIL SEPARATOR:

Remove, flush with solvent, and dry with compressed air.

FUEL/AIR CONTROL UNIT SCREEN:

Remove and clean screen.

VACUUM RELIEF VALVE FILTER SCREEN:

5 Remove, flush with solvent and dry with compressed air.

FUEL STRAINER:
Disassemble and clean strainer bowl and screen.

ALTERNATOR SUPPORT BRACKET:

Check alternator support bracket for security and cracking.
Also refer to Service Letter SE71-42.

200 HOURS

FUEL CELL SUMP DRAINS:

Drain off any water or sediment.

10 FUEL RESERVOIR
Remove plugs
TANK AND/OR SELECTOR VALVE
and drain off any water and sediment.
DRAINS:
Reinstall and resafety plugs.

BRAKE MASTER CYLINDERS:

Check fluid level and fill as required with hydraulic fluid.

500 HOURS

VACUUM SYSTEM CENTRAL AIR FILTER:

Replace every 500 hours.

AS REQUIRED

14 GROUND SERVICE RECEPTACLE:

Connect to 12-volt, or 24-volt if aircraft is equipped with a 24-volt battery, DC,
negative-ground power unit for cold weather starting and lengthy ground maintainance
of the aircraft electrical equipment with the exception of electronic equipment.
Master switch should be turned on before connecting a generator type or battery
type external power source.
NOTE

The ground power receptacle circuit incorporates a polarity reversal

protection. Power from the external power source will flow only if the
ground service plug is connected correctly to the aircraft.

Figure 2-4. Servicing (Sheet 3 of 3)

2-14 Change 3
 FREQUENCY (HOURS)
METHOD OF APPLICATION

HAND GREASE OIL SYRINGE

GUN CAN (FOR POWDERED
WHERE NO INTERVAL IS SPECIFIED, GRAPHITE)
LUBRICATE AS REQUIRED AND
WHEN ASSEMBLED OR INSTALLED.

NOTE

The military specifications listed below are not mandatory,

but are intended as guides in choosing satisfactory materials.
Products of most reputable manufacturers meet or exceed
these specifications.

LUBRICANTS

PG SS-G-659 . . . . . . POWDERED GRAPHITE

GR MIL-G-81322A . . . . . GENERAL PURPOSE GREASE
SH MIL-G-23827A. . . . . AIRCRAFT AND INSTRUMENT GREASE
GL MIL-G-21164C. . . . . HIGH AND LOW TEMPERATURE GREASE
OG MIL-L-7870A . . . . . GENERAL PURPOSE OIL
PL VV-P-236 . . . . . . . PETROLATUM
gg MIL-S-8660 . . . . . . DC4 (DOW CORNING)
GP . . . . . . . . . . . . NO. 10-WEIGHT, NON-DETERGENT OIL

REFER TO SHEET 3 AND 4

SHIMMY ...

DAMPENER ALSO REFER TO

PIVOTS OG PARAGRAPH 2-42
TORQUE LINKS
GR

NEEDLE BEARING
GR (STEERING COLLAR)

REFER TO PARA-
GRAPH 2-44

MAIN GEAR

GR REFER TO
MAIN WHEEL PARAGRAPH 2-44
NOSE GEAR NOSE WHEEL BEARINGS
BE ARINGS

Figure 2-5. Lubrication (Sheet 1 of 4)

Change 1 2-15
 NEEDLE ARIN

oILITE BEARINGS

AI LE RON DRIVE
PULLEYS .
; .- ...

PG
ALL PIANO
HINGES

BATTERY TERMINALS

PL

OG
OILITE BEARINGS

GL
THREADS

ALSO REFER TO INSPECTION

NOSE GEAR geÞ• CHART IN THIS SECTION AND
STEERING GR TO SECTION 9 OF THIS MANUAL.
BUNGEE
GREASE SPARINGLY

ELEVATOR TRIM
TAB ACTUATOR

Figure 2-5. Lubrication (Sheet 2 of 4)

2-16 Change 1
 ELECTRIC FLAP
DRIVE MECHANISM

AILERON BELLCRANKS
NEEDLE
/ BEARINGS

SCREW JACK
THREADS

ALSO REFER TO
PARAGRAPH 2-45

NEEDLE
BEARINGS
GR

CONTROL COLUMN

NEEDLE BEARING
ROLLERS

GR
WING STRUT-ATTACH
OLT E*

THRUST BEARINGS

NEEDLE BEARINGS

NEEDLE BEARING GL
GR

FLAP BELLCRANKS
AND DRIVE PULLEYS GL

NEEDLE BEARINGS

GR WING STRUT-ATTACH
(LOWER) BOLT & HOLE*

*UPON INSTALLATION

Figure 2-5. Lubrication (Sheet 3 of 4)

Change 1 2-17
 RUDDER BARS AND PEDALS

BEARING BLOCK PARKING BRAKE

\ HALVES HANDLE SHAFT
OG

OILITE BEARINGS
(RUDDER BAR ENDS)

OG
ALL LINKAGE
POINT PIVOTS OG

Lubricate between inside face of

washer on shaft and drum
Lubricate between
washer and drum BEGINNING
WITH U20601701

GH

THRU P20600648
& U20601700

Lubricate between inside face of

washer on shaft and drum

Lubricate shaft and small gear

with clutch in open position

NOTE
ELECTRIC TRIM
Drum groove and cable must ASSEMBLY
be free of grease and oil
NOTES

Sealed bearings require no lubrication.

McCauley propellers are lubricated at overhaul and require no other lubrication.

Do not lubricate roller chains or cables except under seacoast conditions. Wipe with a clean,
dry cloth.

Lubricate unsealed pulley bearings, rod ends, Oilite bearings, pivot and hinge points, and any
other friction point obviously needing lubrication, with general purpose oil every 1000 hours or
oftener if required.

Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft.

Lubricate door latching mechanism with MIL-G-81322A or equivalent lubricant,

applied sparingly to friction points, every 1000 hours or oftener if binding occurs.
No lubrication is recommended on the rotary clutch.

Figure 2-5. Lubrication (Sheet 4 of 4)

2-18
I INSPECTION REQUIREMENTS.

As required
by Federal Aviation Regulations, all civil aircraft of U. S. registry must undergo a
COMPLETE INSPECTION (ANNUAL) each twelve calendar months. In addition to the required
ANNUAL inspection, aircraft operated commercially (for hire) must also have a COMPLETE
AIRCRAFT INSPECTION every 100 hours of operation.

In lieu of the above requirements, an aircraft may be inspected in accordance with a

progressive inspection schedule, which allows the work load to be divided into smaller
operations that can be accomplished in shorter time periods.

Therefore, the Cessna Aircraft Company recommends PROGRESSIVE CARE for aircraft that
are being flown 200 hours or more per year, and the 100 HOUR inspection for all other aircraft.

II INSPECTION CHARTS.

The following charts show the recommended intervals at which items are to be inspected.

As shown in the charts, there are items to be checked each 50 hours, each 100 hours, each
200 hours, and also Special Inspection items which require servicing or inspection at
intervals other than 50, 100 or 200 hours.

a. When conducting an inspection at 50 hours, all items marked under EACH 50 HOURS would be
inspected, serviced or otherwise accomplished as necessary to insure continuous
airworthiness.

b. At each 100 hours, the 50 hour items would be accomplished in addition to the items
marked under EACH 100 HOURS as necessary to insure continuous airworthiness.
c. An inspection conducted at 200 hour intervals would likewise include the 50 hour
items and 100 hour items in addition to those at EACH 200 HOURS.

d. The numbers appearing in the SPECIAL INSPECTION ITEMS column refer to data listed
at the end of the inspection charts. These items should be checked at each inspection
interval to insure that applicable servicing and inspection requirements are accomplished
at the specified intervals.

e. A COMPLETE AIRCRAFT INSPECTION includes all 50, 100 and 200 hour items plus those
Special Inspection Items which are due at the time of the inspection.

IH INSPECTION PROGRAM SELECTION.

AS A GUIDE FOR SELECTING THE INSPECTION PROGRAM THAT BEST

SUITS THE OPERATION OF THE AIRCRAFT, THE FOLLOWING IS
PROVIDED.
1. IF THE AIRCRAFT IS FLOWN LESS THAN 200 HOURS ANNUALLY.
a. IF FLOWN FOR HIRE
An aircraft operating in this category must have a COMPLETE AIRCRAFT INSPECTION
each 100 hours and each 12 calendar months of operation. A COMPLETE AIRCRAFT
INSPECTION consists of all 50, 100, 200 and Special Inspection Items shown in the in-
spection charts as defined in paragraph H above.

b. IF NOT FLOWN FOR HIRE

An aircraft operating in this category must have a COMPLETE AIRCRAFT INSPECTION each
12 calendar months (ANNUAL). A COMPLETE AIRCRAFT INSPECTION consists of all 50,
100, 200 and Special Inspection Items shown in the inspection charts as defined in paragraph H
above. In addition, it is recommended that between annual inspections, all items be inspected
at the intervals specified in the inspection charts.

Change 3 2-19
 2. IF THE AIRCRAFT IS FLOWN MORE THAN 200 HOURS ANNUALLY.
Whether flown for hire or not, it is recommended that aircraft operating in this category
be placed on the CESSNA PROGRESSIVE CARE PROGRAM. However, if not placed on
Progressive Care, the inspection requirements for aircraft in this category are the
same as those defined under paragraph III 1. (a) and (b).

Cessna Progressive Care may be utilized as a total concept program which

insures that the inspection intervals in the inspection charts are not exceeded.
Manuals and forms which are required for conducting Progressive Care in-
spections are available from the Cessna Service Parts Center.

IV INSPECTION GUIDE LINES.

(a) MOVABLE PARTS for: lubrication, servicing, security of attachment, binding, excessive wear,
safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of
hinges, defective bearings, cleanliness, corrosion, deformation, sealing and tension.

(b) FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security,
corrosion, deterioration, obstruction and foreign matter.

(c) METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds,
corrosion, condition of paint and any other apparent damage.

(d) WIRING for: security, chafing, burning, defective insulation, loose or broken terminals,
heat deterioration and corroded terminals.

(e) BOLTS IN CRITICAL AREAS for: correct torque in accordance with torque values given in the
chart in Section 1, when installed or when visual inspection indicates the need for a
torque check.

NOTE

Torque values listed in Section 1 are derived from oil-free cadmium-plated threads,
and are recommended for all installation procedures contained in this book except
where other values are stipulated. They are not to be used for checking tightness of
installed parts during service.

(f) FILTERS, SCREENS & FLUIDS for: cleanliness, contamination and/or replacement at specified
intervals.

(g) AIRCRAFT FILE.

Miscellaneous and licenses are a part of the aircraft file. Check

data, information that
the following documents are up-to-date and in accordance with current Federal
Aviation Regulations. Most of the items listed are required by the United States
Federal Aviation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported aircraft should check with their
own aviation officials to determine their individual requirements.

To be displayed in the aircraft at all times:

1. Aircraft Airworthiness Certificate (FAA Form 8100-2).
2. Aircraft Registration Certificate (FAA Form 8050-3).
3. Aircraft Radio Station License, if transmitter is installed (FCC Form 556).

To be carried in the aircraft at all times:

1. Weight and Balance, and associated papers (Latest copy of the Repair and Alteration
Form, FAA Form 337, if applicable).
2. Aircraft Equipment List.

To be made available upon request:

1. Aircraft Log Book and Engine Log Book.

2-20 Change 1
(h) ENGINE RUN-UP.

Before beginning the step-by-step inspection, start, run up and shut down the engine in
accordance with instructions in the Owner's Manual. During the run-up, observe the
following, making note of any discrepancies or abnormalities:

1. Engine temperatures and pressures.

2. Static rpm. (Also refer to Section 12 or 12A of this Manual.)
3. Magneto drop. (Also refer to Section 12 or 12A of this Manual).
4. Engine response to changes in power.
5. Any unusual engine noises.
6. Fuel selector and/or shut-off valve; operate engine(s) on each tank (or cell) position
and OFF position long enough to ensure shut-off and/or selector valve functions
properly.
7. Idling speed and mixture; proper idle cut-off.
8. Alternator and ammeter.
9. Suction gage.
10. Fuel flow indicator.

After the inspection has been completed, an engine run-up should again be performed to determine
that any discrepancies or abnormalities have been corrected.

SHOP NOTES:

Change 1 2-21
 SPECIAL INSPECTION ITE VI
IMPORTANT
EACH 200 HOURS

EACH 100 HOURS

READ ALL INSPECTION REQUIRE-
MENTS PARAGRAPHS PRIOR TO EACH 50 HOURS
USING THESE CHARTS.

PROPELLER

1. Spinner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Spinnerbulkhead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O

3. Blades ................................... O
4. BoltsandNuts ................................

5. Hub .....................................

6. Governorandcontrol ............................. O

ENGINE COMPARTMENT

Check for evidence of oil and fuel leaks, then clean entire engine and
compartment, if needed, prior to inspection.

1. Engine oil screen, filler cap, dipstick, drain plug and external filter element . . . O 1
2. OilCooler ..................................

3. Inductionairfilter ..............................

4. Induction airbox, air valves, doors and controls . . . . . . . . . . . . . . . . .

5. Coldandhotairhoses.............................

6. Enginebaffles ................................

7. Cylinders, rocker box covers and push rod housings . . . . . . . . . . . . . . .

8. Crankcase, oil sump, accessory section and front crankshaft seal . . . . . . . . .

9. Hoses,metallinesandfittings......................... O
10. Intakeandexhaustsystems ..........................

11. Ignitionharness................................

12. Sparkplugs..................................

13. Compressioncheck .............................. O

14. Crankcase and vacuum system breather lines . . . . . . . . . . . . . . . . . .

15. Electricalwiring ...............................

16. Vacuumpump.................................

17. Vacuumreliefvalvefilter ...........................

e 5
18. Enginecontrolsandlinkage . . . . . . . . . . . . . . . . . . . . . . . . . .

19. Engine shock mounts, mount structure and ground straps . . . . . . . . . . . . . O

2-22 Change 1
 SPECIAL INSPECTION ITEM

EACH 200 HOURS

EACH 100 HOURS

EACH 50 HOURS

20. Cabin heat valves, doors and controls . . . . . . . . . . . . . . . . . . . . . .

21. Starter, solenoid and electrical connections . . . . . . . . . . . . . . . . . . .

22. Starter brushes, brush leads and commutator . . . . . . . . . . . . . . . . . . ®

23. Alternator and electrical connections . . . . . . . . . . . . . . . . . . . . . . O

24. Alternator brushes, brush leads, commutator or slip ring . . . . . . . . . . . . .

25. Voltage regulator mounting and electrical leads . . . . . . . . . . . . . . . . .

26. Magnetos (externally) and electrical connections . . . . . . . . . . . . . . . . .

27. Magnetotiming................................

28. Fuelair(metering)controlunit......................... @
29. Firewall................................... O
30. Fuelinjectionsystem ............................. O
31. Enginecowlflapsandcontrols .........................
@
32. Enginecowling ................................ ®

33. Turbocharger.................................

34. All oil lines to turbocharger, waste gate and controller . . . . . . . . . . . . . .

35. Waste gate, actuator and controller . . . . . . . . . . . . . . . . . . . . . . . @

36. Turbocharger pressurized vent lines to fuel pump, discharge nozzles
andfuelflowgage............................... O
37. Turbocharger mounting brackets and linkage . . . . . . . . . . . . . . . . . . . O
38. Alternator support bracket for security (Also refer to Service Letter SE71-42.) . . .

FUEL SYSTEM.

1. Fuel strainer, drain valve and control, cell vents, caps and placards . . . . . . . . O
2. Fuelstrainerscreenandbowl ......................... O
3. Fuelinjectorscreen.............................. O
4. Fuelreservoirs................................ O
5. Drain fuel and check cell interior, attachment and outlet screens . . . . . . . . . 5
6. Fuelcellsandsumpdrains...........................

7. Fuelselectorvalveandplacards ........................
g
8. Auxiliaryfuelpump.............................. g

Change 1 2-23
 SPECIAL INSPECTION ITEM
EACH 200 HOURS

EACH 100 HOURS

EACH 50 HOURS

9. Engine-drivenfuelpump............................ @
10. Fuel quantity indicators and transmitters . . . . . . . . . . . . . . . . . . . . O
11. Vaporreturnlineandcheckvalve. . . . . . . . . . . . . . . . . . . . . . . . O
12. Turbochargerventsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . O
13. Engineprimer ................................ O

LANDING GEAR

1. Brake fluid, lines and hose, linings, disc, brake assemblies and master cylinders . .

2. Maingearwheels............................... O
3. Wheelbearings................................ ÎÛ
4. Maingearsprings ..............................
O
5. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ®

6. Torquelinklubrication ............................ O
7. Parkingbrakesystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Nose gear strut and shimmy dampener (service as required) . . . . . . . . . . . . O

9. Nosegearwheel................................ O
10. Nosegearfork ................................

11. Nosegearsteeringsystem...........................

12. Parking brake and toe brakes operational test . . . . . . . . . . . . . . . . . .

AIRFRAME

1. Aircraftexterior ...............................

2. Aircraftstructure...............................

3. Windows, windshield, doors and seals . . . . . . . . . . . . . . . . . . . . . .

4. Seat stops, seat rails, upholstery, structure and mounting . . . . . . . . . . . .

5. Control column bearings, pulleys, cables, chains and turnbuckles . . . . . . . . .

6. Seat belts and shoulder harnesses . . . . . . . . . . . . . . . . . . . . . . . .

7. Control lock control wheel and control column mechanism . . . . . . . . . . . . .

8. Instrumentsandmarkings ...........................

9. Gyroscentralairfilter ............................

2-24 Change 1
 SPECIAL INSPECTION ITEM
EACH 200 HOURS

EACH 100 HOURS

EACH 50 HOURS

10. Magnetic compass compensation . . . . . . . . . . . . . . . . . . . . . . . . 5

11. Instrument wiring and plumbing . . . . . . . . . . . . . . . . . . . . . . . . .

12. Instrument panel, shock mounts, ground straps, cover, decals and labeling . . . . .

13. Defrosting, heating and ventilating systems and controls. . . . . . . . . . . . . - O

14. Cabin upholstery, trim, sunvisors and ash trays . . . . . . . . . . . . . · · · ·

15. Area beneath floor, lines, hose, wires and control cables . . . . . . . . . - · · -

16. Lights, switches, circuit breakers, fuses and spare fuses . . . . . . . . . - · · ·

17. Exteriorlights................................ O
18. Pitotandstaticsystems............................

19. Stall warning unit and pitot heater . . . . . . . . . . . . . . . . . . . . - . . -

20. Radios, radio controls, avionics and flight instruments . . . . . . . . . . . . . -

®
21. Antennasandcables..............................

22. Battery, battery box and battery cables . . . . . . . . . . . . . . . . . . . . .

23. BatteryElectrolyte ..............................

24. Emergency locator transmitter . . . . . . . . . . . . . . . . . . . . . . . . .

25. Oxygensystem ................................

26. Oxygensupply,masksandhose.........................

CONTROL SYSTEMS

In addition to the items listed below, always check for correct direction of
movement, correct travel and correct cable tension.
1. Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles and
fairleads...................................

2. Chains, terminals, sprockets and chain guards . . . . . . . . . . . . . . . . . .

3. Trim control wheels, indicators, actuator and bungee . . . . . . . . . . . . . . ®

4. Travelstops .................................

5. Decalsandlabeling ..............................

6. Flap control switch, flap rollers and flap position indicator . . . . . . . . . . . . ®

7. Flap motor, transmission, limit switches, structure, linkage, belleranks etc. . . .

8. Flapactuatorjackscrewthreads ........................

9. Elevators, trim tab, hinges and push-pull tube . . . . . . . . . . . . . . . . . . ®

Change 1 2-25
 SPECIAL INSPECTION ITEM
EACH 200 HOURS

EACH 100 HOURS

EACH 50 HOURS

10. Elevator trim tab actuator lubrication and tab free-play inspection . . . . . . . . .
16
11. Rudderpedalassembliesandlinkage....................... O
12. External skins of control surfaces and tabs . . . . . . . . . . . . . . . . . . , g
13. Internal structure of control surfaces . . . . . . . . . . . . . . . . . . . . . .
O

14. Balanceweightattachment........................... g

SPECIAL INSPECTION ITEMS

First 25 hours: (refill with straight mineral oil and use until a total of 50 hours have accumulated or
oil consumption has stabilized, then change to ashless dispersant oil. Change oil each 50 hours if
engine is NOT equipped with external oil filter; if equipped with external oil filter, change oil filter
element each 50 hours and oil at each 100 hours or every six months.

Clean filter per paragraph 2-21. Replace as required.

Replace hoses at engine overhaul or after 5 years, whichever comes first.

4 General inspection every 50 hours. Refer to Sections 12 and 12A for 100 hour inspection.

Each 1000 hours, or to coincide with engine overhaul.

5
Each 50 hours for general condition and freedom of movement. These controls are not repairable.
Replace as required at each engine overhaul.

Each 500 hours.

Internal timing and magneto-to-engine timing are described in detail in

Section 12.

Remove insulation blanket or heat shields and inspect for burnt area, bulges or cracks.
Remove tailpipe and ducting; inspect turbine for coking, carbonization, oil deposits and turbine
impeller for damage.

10 First 100 hours and each 500 hours thereafter. More often if operated under prevailing
wet or dusty conditions.

jj Replace each 500 hours.

12 Check electrolyte level and clean battery compartment each 50 hours or each 30 days.

13 Refer to Section 17 of this Manual.

Inspect masks, hose and fittings for condition, routing and support. Test operate and check
14 for leaks.

to paragraph 2-45 for detailed instructions for various serial ranges.

15 Refer

Lubrication of the actuator is required each 1000 hours and/or 3 years, whichever comes
first. Refer to figure 2-5 for grease specifications.

NOTE

Refer to Section 9 of this Manual for free-play limits, inspection, replacement and/or repair.

2-26 Change 2
 NOTE

A high-time inspection is merely a 100-hour inspection with the addition of an

engine overhaul. Continental Motors Corporation Inc. recommends overhaul at
1500 hours for the IO-520 series engines, except as stipulated in Contental air-
craft engine Service Bulletin #M74-20 and revisions and/or supplements thereto.
Recommended overhaul time for the TSIO-520 series engines is 1400 hours ex-
cept as stipulated in Continental aircraft engine Service Bulletin #M74-20 and
revisions and/or supplements thereto. At the time of overhaul, engine acces-
sories should be overhauled.

Propeller overhaul shall coincide with engine overhaul, but the interval between
overhauls shall not exceed 1200 hours, except as stipulated in current issues of
the McCauley Accessory Divisions Service Information Summary and currently
effective Service Manuals, Bulletins and Letters.

SHOP NOTES:

Change 3 2-27/(2-28 blank)

 SECTION 3

FUSELAGE

TABLE OF CONTENTS Page

FUSELAGE . . . . . . . . . . . . .
3-1 Articulating Recline/Vertical
WindshieldandWindows......... 3-1 Adjust..............3-10
Description............. 3-1 Description.............3-10
Cleaning . . . . . . . . . . . . . .
3-1 Removal and Installation . . . . . . .
3-10
Waxing............... 3-1 CenterandRear............3-10
Repairs . . . . . . . . . . . . .
3-1 Reclining Back/Fore-and-Aft
Scratches .............
3-1 Adjust..............3-10
Cracks . . . . . . . . . . . . . . .
3-2 Non-Reclining Back/Fore-and-Aft
Windshield....... ......
3-4 Adjust....... ......3-10

Removal and Installation . . . . . . .

3-4 Description . . . . . . . . . . . . .
3-10
Windows............... 3-4 Repair...............3-10
Movable, Fixed and Rear . . . . . . .
3-4 Cabin Upholstery . . . . . . . . . . . .
3-10
Cabin Doors . . . . . . . . . . . . . .
3-4 Materials and Tools . . . . . . . . .
3-10
Removal and Installation . . . . . . .
3-4 Soundproofing . . . . . . . . . . . .
3-10
Adjustment . . . . . . . . . . . . .
3-4 Cabin Headliner . . . . . . . . . . . .
3-10
Weatherstrip............ 3-4 Removal..............3-10
Wedge Adjustment . . . . . . . . . .
3-4 Installation . . . . . . . . . . . . .
3-10
Cabin Door Latches . . . . . . . . .
3-4 Upholstery Side Panels . . . . . . . . .
3-23
Description . . . . . . . . . . .
3-4 Windlace (Door Seal) . . . . . . . . . .
3-23
Adjustment ...........
3-4 Carpeting ..............
3-23
Lock........ ......
3-4 SafetyProvisions............ 3-23
Indexing Inside Handle . . . . . . . .
3-5 Cargo Tie-Downs . . . . . . . . . . .
3-23
AssistStraps.............. 3-5 SafetyBelts ...... ......
3-23
Removal and Installation . . . . . . .
3-5 Shoulder Harness . . . . . . . . . .
3-24
Baggage Door . . . . . . . . . . . . .
3-5 Glider Tow Hook . . . . . . . . . . . .
3-24
Removal and Installation . . . . . . .
3-5 Rear View Mirror . . . . . . . . . . . .
3-24
CargoDoors ....... ......
3-5 CargoPack ..............
3-24
Description ............
3-5 Removal...... .......3-24

Removal and Installation . . . . . . .

3-5 Installation . . . . . . . . . . . . .
3-24
Latches . . . . . . . . . . . . . .
3-5 Cowl Flap Baffles and Control Extensions .
3-24
Removal and Installation . . . . .
3-5 Removal . . . . . . . . . . . . . .
3-25
Rigging ...... ......
3-5 Installation............. 3-25
Seats . . . . . . . . . . . . .
3-10 Casket Carrier . . . . . . . . . . . . .
3-25
Pilot and Copilot . . . . . . . . . . .
3-10 Description . . . . . . . . . . . . .
3-25
Reclining Back . . . . . . . . . . .
3-10 Installation . . . . . . . . . . . . .
3-25
Reclining Back/Vertical Adjust . . . .
3-10 Removal . . . . . . . . . . . . . .
3-29

3-1. FUSE LAGE. shield may be removed and replaced if damage is

extensive. However, certain repairs as prescribed
3-2. WINDSHIELD AND WINDOWS. in the following paragraphs can be made successfully
without removing damaged part from aircraft. Three
3-3. DESCRIPTION. The windshield and windows types of temporary repairs for cracked plastic are
are single-piece acrylic plastic panels set in sealing possible. No repairs of any kind are recommended
strips and held by formed retaining strips secured on highly-stressed or compound curves where repair
to the fuselage with screws and rivets. Presstite No. would be likely to affect pilot's field of vision.
579. 6 sealing compound used in conjunction with a Curved areas are more difficult to repair than flat
felt seal is applied to all edges of the windshield and areas and any replaced area is both structurally and
windows with the exception of the wing root area. optically inferior to the original surface.
The wing root fairing has a heavy felt strip that com-
pletes the windshield sealing. 3-7. SCRATCHES. Scratches on clear plastic sur-
faces can be removed by hand-sanding operations
3-4. CLEANING. (Refer to Section 2.) followed by buffing and polishing, if steps below are
followed carefully.
3-5. WAXING. Waxing will fill in minor scratches a. Wrap a piece of No. 320 (or finer) sandpaper or
in clear plastic and help protect the surface from abrasive cloth around a rubber pad or wood block.
further abrasion. Use a good grade of commercial Rub surface around scratch with a circular motion,
wax applied in a thin, even coat. Bring the wax to a keeping abrasive constantly wet with clean water to
high polish by rubbing lightly with a clean, dry flan- prevent scratching surface further. Use minimum
nel cloth. pressure and cover an area large enough to prevent
formation of "bull's-eyes" or other optical distor-
3-6. REPAIRS. Damaged window panels and wind- tions.
Change 2 3-1
 WOOD REINFORCEMENT

WOOD
CUSHION OF RIGHT ,. WRO
ALWAYS DRILL END OF CRACK
RUBBER
TO RELIEVE STRAIN
OR FABRIc

D C

SANDING REPAIR

SOFT WIRE CEMENTED

LACING FABRIC PATCH

TEMPORARY
REPAIR
OF CRACKS

Figure 3-1. Repair of Windshield and Windows

will build up an electrostatic charge which

attracts dirt particles and may eventually
Do not use a coarse grade of abrasive. No. cause scratching of surface. After wax
320 is of maximum coarseness. has hardened, dissipate this charge by rub-
bing surface with a slightly damp chamois.
b. Continue sanding operation, using progressively This will also remove dust particles which
finer grade abrasives until scratches disappear. have collected while wax is hardening.
c. When scratches have been removed, wash area
thoroughly with clean water to remove all gritty par- f. Minute hairline scratches can often be removed
ticles. The entire sanded area will be clouded with by rubbing with commercial automobile body clean-
minute scratches which must be removed to restore er or fine-grade rubbing compound. Apply with a
transparency. soft, clean, dry cloth or imitation chamois.
d. Apply fresh tallow or buffing compound to a
motor-driven buffing wheel. Hold wheel against plas- 3-8. CRACKS. (Refer to figure 3-1.)
tic surface, moving it constantly over damaged area a. When a crack appears, drill a hole at end of
until cloudy appearance disappears. A 2000-foot-per- crack to prevent further spreading. Hole should be
minute surface speed is recommended to prevent approximately 1/8 inch in diameter, depending on
overheating and distortion. (Example: 750 rpm length of crack and thickness of material.
polishing machine with a 10 inch buffing bonnet.) b. Temporary repairs to flat surfaces can be ac-
complished by placing a thin strip of wood over each
NOTE side of surface and inserting small bolts through
wood and plastic. A cushion of sheet rubber or air-
Polishing can be accomplished by hand but craft fabric should be placed between wood and plas-
will require a considerably longer period tic on both sides.
of time to attain the same result as pro- c. A temporary repair can be made on a curved sur-
duced by a buffing wheel. face by placing fabric patches over affected areas.
Secure patches with aircraft dope. Specification No.
e. When buffing is finished, wash area thoroughly MIL-D-5549, or lacquer, Specification No. MIL-L-
and dry with a soft flannel cloth. Allow surface to 7178. Lacquer thinner, Specification No. MIL-T-
cool and inspect area to determine if full transpar- 6094 can also be used to secure patch.
ency has been restored. Apply a thin coat of hard d. A temporary repair can be made by drilling
wax and polish surface lightly with a clean flannel small holes along both sides of crack 1/4 to 1/8 inch
cloth. apart and lacing edges together with soft wire.
Small-stranded antenna wire makes a good temporary
NOTE lacing material. This type of repair is used as a
temporary measure ONLY, and as soon as facilities
Rubbing plastic surface with a dry cloth are available, panel should be replaced.

3-2
 B C
A

Detail

2 BEGINNING WITH
SERIAL U20603021

1
Detail

1. Felt Seal
2. Retainer
1
3. Window Detail Û 1
4. Fuselage Skin
5. Window Frame
6. Window A
7. Latch Assembly
4
8. Stop
9. Fuselage Structure
Side Window
Typical Seals
10. Hinge
11. Striker Plate NOTE
12. Spring
Presstite No. 579. 6 sealer should be applied
to all edges of windshield and windows where
felt sealing strip (1) is used.

Figure 3-2. Windshield and Window Installation.

Change 3 3-3
3-9. WINDSHIELD. (Refer to figure 3-2.) Depth of latch engagement may be changed by adding
or removing washers or shims between striker plate
3-10. REMOVAL AND INSTALLATION. and doorpost.
a. Drill out rivets securing top retainer strip.
b. Remove screws securing front retainer strip. 3-18. WEATHERSTRIP. Rubber seals are installed
c. Remove wing fairings over windshield edges. around the edges of the cabin door Beginning
. with
d. Pull windshield straight forward, out of side re- serial U20602790 an improved type door seal is used
tainers, which has a hollow center and small flutes extending
e. Reverse preceding steps for reinstallation. Apply along its length. When replacing door seals ensure
felt strip and sealing compound to all edges of wind- mating surfaces are clean, dry and free of oil and
shield to prevent leaks. Check fit and carefully file grease. Position butt ends of seal at door low point
or grind away excess plastic. and cut a small notch in the hollow seal for drainage.
Apply a thin, even coat of EC adhesive ( 3M Co)
-880

3-11. WINDOWS. or equivalent to each surface and allow to dry until

tacky before pressing into place.
3-12. MOVABLE. (Refer to figure 3-2.) A movable
window hinged at the top is installed in the left cabin 3-19. WEDGE ADJUSTMENT. Wedges at upper
door thru 1975 models and beginning with 1976 models forward edge of door aid in preventing air leaks
in the RH forward side window position. The window at this point. They engage as door is closed. Sev-
assembly is a tinted plastic and frame unit which may eral attaching holes are located in wedges and holes
be replaced by removing hinge pins and disconnecting which gives best results should be selected.
window stop. To remove plastic panel from frame,
drill out blind rivets at frame splice. When replacing 3-20. CABIN DOOR LATCHES. (Refer to figure
plastic panel, ensure_an adequate coating of Presstite 3-6.)
579. 6 sealing compound is applied to all edges of panel.
3-21. DESCRIPTION. The cabin door latch is a
3-13. FIXED. (Refer to figure 3-2.) Fixed win- push-pull bolt type, utilizing a rotary clutch for posi-
dows, mounted in sealing strips and sealing com- tive bolt engagement. As door is closed, teeth on
pound, are held in place by various retainer strips. underside of bolt engage gear teeth on clutch. The
To replace side windows, remove upholstery and clutch gear rotates in one direction only and holds
trim panels as necessary and drill out rivets secur- door until handle is moved to LOCK position, driving
ing retainers. bolt into slot.

3-14. REAR. (Refer to figure 3-2.) The curved tri- 3-22. ADJUSTMENT. Adjustment of latch or clutch
angular rear side windows are mounted in retaining cover is afforded by oversize and/or slotted holes.
and sealing strips. Windows are removed from in- This adjustment ensures sufficient gear-to-bolt en-
side the cabin after rivets securing strips are drilled gagement and proper alignment. To adjust bolt (item 2)
out. Removal of the rectangular rear window requires figure 3-6, loosen the four latch base bolts (item 29)
drilling out three rows of rivets immediately forward sufficient to move latch base plate aft to extend the bolt
and above the window. Remove screws securing re- or forward to retract the bolt.
tainer strips at each side of the window and deflect
strips up and aft from skin splice above the window.
Remove the window from inside the aircraft. Reverse
the preceding procedure for installation. Check fit
Close the door carefully after adjustment
and check for clearance between door jamb
of the new window and carefully file or grind away
excess plastic.
and bolt and alignment with clutch assembly.
Apply felt strips and sealing compond
to all edges. NOTE

3-15. CABIN DOORS. (Refer to figure 3-3.) Lubricate door latch per Section 2. No lub-
rication is recommended for rotary clutch.
3-16. REMOVAL AND INSTALLATION. Removal
of cabin doors is accomplished by removing screws 3-23. LOCK. In addition to interior locks, a cylin-
which attach hinges and door stop or by removing der and key type lock is installed on left door. If
hinge pins attaching door and door stop. If perma- lock is to be replaced, the new one may be modified
nent hinge pins are removed from door hinges, they to accept original key. This is desirable, as the
may be replaced by clevis pins secured with cotter same key is used for ignition switch and cabin door
pins or new hinge pins may be installed and "spin- lock. After removing old lock from door, proceed
bradded. " When fitting a new door, some trimming as follows:
of door skin at edges and some forming of door edges a. Remove lock cylinder from new housing.
with a soft mallet may be necessary to achieve a b. Insert original key into new cylinder and file off
good fit. Forming of the flanges on the bonded door any protruding tumblers flush with cylinder. Without
is not permissible as forming of the flanges could removing key, check that cylinder rotates freely in
cause damage to the bonded area. housing.
c. Install lock assembly in door and check lock
3-17. ADJUSTMENT. Cabin doors should be ad- operation with door open.
justed so skin fairs with fuselage skin. Slots at d. Destroy new key and disregard code number on
latch plate permit repositioning of striker plate. cylinder.

3-4 Change 3
3-24. INDEXING INSIDE HANDLE. (Refer to figure used to hold doors open. An entrance step is located
3-6.) When inside door handle is removed, install on fuselage, below front cargo door. Flight with
in relation to position of bolt (2) which is spring-load- doors removed is only permissible when an optional
ed to CLOSE position. The following procedure may spoiler kit is installed. This spoiler kit consists of
be used: a spoiler assembly which attaches to front door hinge
a. THRU SERIALS P20600647 AND U20602199. points and deflects air away from door opening.
(Refer to figure 3-6, sheet 1.) Addition of screws to rear wall is required with in-
1. Temporarily install handle (15) on shaft stallation of spoiler kit.
assembly (19) approximately vertical.
2. Move handle (15) back and forth until handle NOTE
centers in spring-loaded position.
3. Without rotating shaft assembly (19), remove A flap interrupt switch is installed to prevent
handle and install spring (9) and escutcheon (13). operation of flaps with cargo doors open.
4. Install handle (15) in vertical position and Switch adjustment is provided by means of
install clip (16). slotted holes on front cargo door frame. A
5. Ensure bolt (2) clears doorpost and teeth en- switch depressor is provided with spoiler kit
gage clutch gear (26) when handle (15) is in CLOSE to retain use of flaps.
position.
3-29. REMOVAL AND INSTALLATION.
b. BEGINNING WITH SERIALS U20602200. (Refer to
figure 3-6, sheet 2.) These models feature an inside a. Remove cotter pins and hinge pins from door
door handle positioned forward on the door. The handle hinges.
folds into the armrest when in the "LOCKED" position. b. Disconnect door stops from doors.
1. Complete steps 1 and 2 as outlined in step c. Reverse preceding steps for installation.
"a."
(19), remove 3-30. LATCHES. (Refer to figures 3-5 and 3-6.)
2. Without rotating shaft assembly
handle and install spring (9) and nylon washer (10).
3-31.
3. Install handle (15) to align with CLOSE posi- REMOVAL AND INSTALLATION. Figures
3-5 and 3-6 show details of cargo door and
tion on upholstery panel (12) .
latches
4. Complete step "5" as outlined in step "a. n may be used as guides during removal, disassembly,
5. Readjust handle on serrated shaft as necess _
assembly and installation.
ary to position the forward end of the handle approx. 3-32.
8° above the handle shaft centerline RIGGING. (Refer to figure 3-5.)
when in the LOCK-
a. Three results must be obtained by rigging.
ED position. 1. Hooks (8) must fully engage latch plates (3),
but must clear them .05"minimum as door is open-
3-24A. ASSIST STRAPS. (Refer to figure 3-3A) ed.
2. Load-carrying pins (7) must fully engage
3-24B. REMOVAL AND INSTALLATION. Figure their sockets when door is locked.
3-3A may be used as a guide for removal and 3. Door must be flush with fuselage skin when
installation of the assist straps. door is locked.

3-25. BAGGAGE DOOR. (Refer to figure 3-4.) NOTE

3-26. REMOVAL AND INSTALLATION. Adjusting door slightly less than flush is per-
a. Disconnect door stop (2) at door. missible if air leaks around door seal are en-
b. Remove hinge pins (3) securing door to hinges countered.
(4).
c. Reverse preceding steps for installation. b. There are four sets of adjustments for rigging:
1. Adjusting bolts (10). These determine depth
3-27. CARGO DOORS. (Refer to figure 3-5.) of hook engagement and clearance of hooks as door is
opened.
3-28. DESCRIPTION. U206 and TU206 aircraft are 2. Slots in latch plates (3). Plates may be
equipped with two cargo doors located on the right moved inboard or outboard as necessary for full
side of fuselage. The aft door is hinged at fuselage load-carrying pin engagement.
station 112 and is a structural, load-carrying mem_ 3. Washers under socket (6). These may be
ber when closed and locked. The aft door handle is added as required to make door flush with fuselage
located in forward edge of door and is inaccessible skins.
with forward door closed, preventing inadvertent 4. Turnbuckles (11). These must be adjusted
opening during flight. As rear door handle is moved to cause both hooks to pull door closed tightly. Han-
to CLOSED position, hooks engage latch plates on dle should snap over-center snugly, but excessive
upper and lower door sills holding door tightly closed. force should not be required for handle operation.
Telescoping door stops, with detent positions, are

Change 3 3-5
 NOTE NOTE

Spray cabin and window seals 6 Forming of the flanges on the

with MS-122 (Miller-Stephenson bonded door is not permissible
Chem. Corp., Danbury, Conn.) 8 as forming could cause damage
or equivalent. Caution, do not to the bonded area.
overspray; confine to seals.
6 10
5 SEE FIGURE 3-6
4
3

Detail A
11
14
Detail $

14
24 D
23 7
DOOR INSTALLATION Detail
THRU AIRCRAFT
1 9

22
21 20 18 17 16
19
DeRt ill

4 2

1. Upholstery Clip 13. Lock Assembly

20 2. Upholstery Panel 14. Latch Assembly
15 15.
3. Wedge Door Stop Arm
4. Spring 16. Spring-Loaded Plunger
22 5. Window Stop 17. Wedge
6. Window Hinge 18. Spacer
7. Latch Plate 19. Stop Assembly
8. Cabin Door 20. Reinforcement
*wi Frame 21. Hinge
Detail D 2 10
11. Washer 23. Lower Hinge
BEGINNING WITH 24. Upper Hinge
12. Nut
AIRCRAFT SERIAL
25. Door Jamb
U20601875

Figure 3-3. Cabin Door Installation (Sheet 1 of 2).

3-6 Change 3
 8
25
10
6

Detail H
180°
Rotated

H G
Refer to Figure 3-6.
Refer to Figure NOTE
3-6.
Forming the flange
of a bonded door

18
E is not permissable
as it could cause
material separation.

15
DOOR INSTALLATION
BEGINNING WITH
AIRCRAFT SERIAL
U20602200
12 20
18
19 '

13 21

Detaii G
Rotated
180°
NOTE Detaii F
Spray cabin and window seals BEGINNING WITH
with MS-122 (Miller-Stephenson AIRCRAFT SERIAL
Chem. Corp., Danbury, Conn.) U20601875
or equivalent. Caution, do not
overspray; confine to seals

Figure 3-3. Cabin Door Installation (Sheet 2 of 2)

Change 3 3-6A
 3
5 3

Detail
Detail AVAILABLE BEGINNING WITH
AIRCRAFT SERIAL U20602580
BEGINNING WITH AIRCRAFT
SERIAL U20602200

3
2 4
1. Screw
2. Pull Handle
3. Clamp Cover
4. Clamp
5. Fuselage
6. Window Moulding
7. Door Post i

Detail
BEGINNING WITH AIRCRAFT
SERIAL U20602360

Figure 3-3A. Assist Strap Installation

3-6B Change 2
 180°
ROTATED

11

1. Window
2. Stop Arm Attach
3. Hinge Pin
4. Hinge
5. Upholstery Panel
i 6. Cam
7. Latch Assembly
gg 8. Lock
10 9. Shim
*Use as required to align 10. Handle
Detail A handle flush with outside
11. Baggage Door Skin
skin.

Figure 3-4, Baggage Door Installation

Change 3 3-7
 FWD
1 2 3

Deta
13
14
12

NOTE

Sockets (6) are mounted in the upper a

and lower door sills. Install an
Detail
abrasive shim beneath latch plate (3)
to prevent latch plate from slipping.
To aid in cargo loading, the center
seat bolt attach points on the floor
1. Door Stop 8. Upper Hook are designed to fold flat.
2. Flap Interrupt Switch 9. Upper Latch Carrier
3. Latch Plate 10. Adjusting Bolt A tee handle is stowed in the glove
4. Nut 11. Turnbuckle compartment. The front cargo
5. Washer 12. Bushing door may be locked and unlocked
6. Socket 13. Handle externally through a hole opposite
7. Load Carrying Pin 14. Cover the inside handle.

Figure 3-5. Cargo Door Installation

3-8 Change 3
 THRU AIRCRAFT SERIALS U206-1444
AND P20600603
11 5
THRU AIRCRAFT SERIALS U20601874
AND P20600648 g 12 14

AIRCRAFT SERIALS P20600604 THRU 15

P20600648 AND U20601445 THRU \
U20601587

‡BEGINNING WITH AIRCRAFT SERIALS

U20601445 AND P20600604

**BEGINNING WITH AIRCRAFT SERIAL

U20601588

$$BEGINNING WITH AIRCRAFT SERIAL

U20601875 29 10

16
ROTATED 90

1. Top Bolt Guide

2. Bolt
3. Side Bolt Guide
4. Base Bolt Guide
5Ë ALatch l¾se Pdlate

17 7. Lockplate
22
8. Bracket
NOTE 9. Spring
10. Nylon Washer
Rotary clutch components ' 11. Placard
are matched upon assembly. 20 19 >
' 12. Upholstery Panel
The clutch mechanism, if 13. Escutcheon
defective, should be replaced 14. Placard
as a unit. 21 15. Inside Handle
16. Clip
17. Plate Assembly
CARGO DOOR 18 18. Support
ROTARY CLUTCH 19. Shaft Assembly
U206 ANDTU206 20. Bolt Push Rod
28 21. Outside Handle
22. Pull Bar
27
23. Mounting Structure
26 Latch and handle installation 24. Shim
used on cabin and cargo doors 25. Rotary Clutch
25
THRU SERIAL U20602199 and 26. Guide
on the cargo door ONLY 27. Door Post
24 BEGINNING WITH SERIAL 28. Cover
U20602200. 29. Adjustment Screw
30. Push-Pull Rod
23

Figure 3-6. Door Latch and Rotary Clutch Components (Sheet 1 of 2)

Change 2 3-8A/3-8B(blank)
 l
NOTE
2 6
Refer to paragraph
3-22 for bolt (item 2)
I adjustment.
5
4

20

Detail 21

23
29 BEGINNING WITH 24
SERIAL U
25

211
27
28
CABIN DOOR
ROTARY CLUTCH
18
NOTE
NOTE 19 ?0
Set adjustment screw (29) 17 Rotary clutch components are
in the slot to maintain door matched upon assembly. The
handle 8° 15' above center BEGINNING WITH AIRCRAFT
clutch mechanism, if defec-
line of handle shaft when the tive, should be replaced as a
SERIA L U20602200
door is in the locked position. unit.

Figure 3-6. Door Latch and Rotary Clutch Components (Sheet 2 of 2)

Change 3 3-9
3-33. SEATS. (Refer to figure 3-7.) by a mechanic unfamiliar with upholstery practices,
the mechanic should make careful notes during re-
3-34. PILOT AND COPILOT. moval of each item to facilitate its replacement later.
a.RECLINING BACK. (Standard pilot/Op-
tional copilot.) 3-41. MATERIALS AND TOOLS. Materials and
b. RECLINING BACK/VERTICAL ADJUST. tools will vary with job. Scissors for trimming up-
(Optional 1969 ONLY.) holstery to size and a dull-bladed putty knife for
c. ARTICULATING RECLINE/VERTICAL wedging material beneath retainer strips are the
ADJUST. (Optional 1970 AND ON.) only tools required for most trim work. Use in-
dustrial rubber cement to hold soundproofing mats
3-35. DESCRIPTION. These seats are manually- and fabric edges in place. Refer to Section 18 for
operated throughout their full range of operation. thermo-plastic repairs.
Seat stops are provided to limit fore-and-aft travel.
Install seat stops on rails as follows: 3-42. SOUNDPROOFING. The aircraft is insulated
1. Pilots seat: inbd rail fwd and aft. with spun glass mat-type insulation and a sound dead-
2. Copilots seat: outbd rail fwd and aft. ener compound applied to inner surfaces of skin in
3. Center LH seat: outbd rail fwd and aft. most areas of cabin and baggage compartment.
4. Center RH seat: outbd rail fwd and inbd rail aft. All soundproofing material should be replaced
5. Aft LH seat: outbd rail fwd and aft. in its original position any time it is removed.
6. Aft RH seat: outbd rail aft only. A soundproofing panel is placed in the gap be-
tween the wing and fuselage and held in place
3-36. REMOVAL AND INSTALLATION. by the wing root fairing.
a. Remove seat stops from rails.
b. Slide seat fore-and-aft to disengage seat rollers
from rails. 3-43. CABIN HEADLINER. (Refer to figure 3-10.)
c. Lift seat out.
d. Reverse the preceding steps for installation. 3-44. REMOVAL.
Ensure all seat stops are reinstalled. a. Remove sun visors, all inside finish strips and
plates, door post upper shields, front spar trim
shield, dome light console and any other visible re-
tainers securing headliner.
It is extremely important that pilot's seat b. Work edges of headliner free from metal teeth
stops are installed, since acceleration and which hold fabric.
deceleration could possiblypermit seat c. Starting at front of headliner, work headliner
to become disengaged from seat rails and down, removing screws through metal tabs which
create a hazardous situation, especially dur- hold wire bows to cabin top. Pry loose outer ends
ing take-off and landing. of bows from retainers above doors. Detach each
bow in succession.
3-37. CENTER AND REAR.
a. RECLINING BACK/FORE-AND-AFT AD- NOTE
JUST.
b. NON-RECLINING BACK/FORE-AND-AFT Always work from front to rear when remov-
ADJUST. ing headliner.

3-38. DESCRIPTION. These seats are provided d. Remove headliner assembly and bows from air-
with fore-and-aft adjustment provisions. Seat stops craft.
are installed to limit travel. Removal and installa-
tion is outlined in paragraph 3-36. NOTE

3-39. REPAIR. Replacement of defective parts is Due to

difference in length and contour of
recommended in repair of seats. However, a wire bows, each bow should be tagged to
cracked framework may be welded, provided crack assure proper location in headliner.
is not in an area of stress concentration (close to a
hinge or bearing point). The square-tube framework e. Remove spun glass soundproofing panels.
is 6061 aluminum, heat-treated to a T-6 condition.
Use a heliarc weld on these seats, as torch welds NOTE
will destroy heat-treatment of frame structure. Fig-
ure 3-8 outlines instructions for replacing defective The lightweight soundproofing panels are
cams on reclining seat backs. held in place with industrial rubber cement.

3-40. CABIN UPHOLSTERY. Due to the wide selec- 3-45. INSTALLATION.

tion of fabrics, styles and colors, it is impossible to a. Before installation, check all items concealed
depict each particular type of upholstery. The fol- by headliner for security. Use wide cloth tape to
lowing paragraphs describe general procedures which secure loose wires to fuselage and to seal openings
will serve as a guide in removal and replacement of in wing roots. Straighten tabs bent during removal
upholstery. Major work, if possible, should be done of headliner.
by an experienced mechanic. If work must be done

3-10 Change 1
 PILOT AND COPILOT SEATS

2 3
3 5
1

RECLINING BACK
(STANDARD)
THRU 1972
7 8

15
10

112

RECLINING BACK/
11 VERTICAL ADJUST ,

1. Recline Handle 12 1969 ONLY)

(OPTIONAL .. .."

2. Pin ..

3. Shaft ..

4. Seat Bottom
5. Seat Back ..-•"

6. Bushing 16
7. Spacer ..

8. Spring ------

21
9. Seat Adjustment Pawl
10. Seat Roller 17
11. Bracket I
12. Washer
13. Adjustment Pin
14. Fore/Aft Adjustment Handle
15. Seat Stop
16. Channel .

17. Bellerank
18. Vertical Adjustment Handle
19. Adjustment Screw
2 Seart Structbere

18

NOTE
19
Seat back cams are similar for both
10 20
seats illustrated. Refer to figure 3-8
for replacement. 14
13

Figure 3-7. Seat Installation (Sheet 1 of 11) -

Change 1 3-11
 PILOT AND COPILOT SEAT
(STANDARD BEGINNING WITH 1973)

RECLINING BACK

BEGINNING WITH SERIAL U20603021

12
1. Recline Handle
2. Pin
3. Link Assembly
4. Torque Tube
5. Seat Back
6. Recline Cam
7. Bushing
8. Spacer
9. Spring
10. Pawl
11. Roller
12. Adjustment Pin
13. Fore/Aft Adjustment Handle
14. Seat Bottom
15. Seat Belt Retainer

Figure 3-7. Seat Installation (Sheet 2 of 11)

3-12 Change 3
 PILOT AND COPILOT SEAT

ARTICULATING RECLINE/
VERTICAL ADJUST
(OPTIONAL 1970 THRU
1972)

6 7

10

2 11
6 12

Detail A

13

eta 14

1. Vertical Adjustment Handle 6. Bellerank 10. Trim Bracket

2. Adjustment Pin 7. Adjustment Screw 11. Channel
3. Fore-and-Aft Adjustment Handle 8. Seat Back 12. Torque Tube
4. Seat Bottom 9. Magazine Pocket 13. Seat Structure
5. Articulating Adjustment Handle 14. Roller

Figure 3-7, Seat Installation (Sheet 3 of 11) II

Change 1 3-13
 PILOT AND COPILOT SEAT
(OPTIONAL THRU 1973)

ARTICULATING RECLINE/
VERTICAL ADJUST

Detail A

Detail

14
1. Vertical Adjustment Handle 8. Bellerank
2. Fore/Aft Adjustment Handle 9. Seat Back
3. Adjustment Pin 10. Spacer
4. Spring 11. Channel
5. Seat Bottom 12. Torque Tube
6. Articulating Adjustment Handle 13. Seat Structure
7. Adjustment Screw 14. Roller

i Figure 3 -7.
Seat Installation (Sheet 4 of 11)

3-14 Change 1
 PILOT AND COPILOT SEAT
BEGINNING WITH 1974 MODELS
(OPTIONAL INSTALLATION)

ARTICULATING BACK/
VERTICAL ADJUST

# SERIALS U20602410 THRU U20603020

g BEGINNING WITH SERIALS U20603021

Detail

1. Vertical Adjustment Handre 9. Seat Back

2. Fore/Aft Adjustment Handle 10. Spacer
3. Adjustment Pin 11. Channel
4. Spring 12. Torque Tube 14
5. Seat Bottom 13. Seat Structure
6. Articulating Adjustment Handle 14. Roller
7. Adjustment Screw g 15. Stiffner
8. Bellerank 16. Seat Belt Retainer

Figure 3-7. Seat Installation (Sheet 5 of 11).

Change 3 3-14A/3-14B(blank)
 CENTER

1. Reclining Adjustment Handle

2. Spacer
3. Seat Bottom
4. Torque Tube o
5. Link °

°
6. Bellerank
7. Fore/Aft Adjustment Handle
8. Fore/Aft Adjustment Pin
9. Spring
10. Spring Positioning Support
11. Reclining Adjustment Pawl
12. Bushing
13. Bushing
14. Seat Back

1 206 SERIES SERIALS

2
3 P206-0520 AND ON
*RIGHT HAND SEAT ONLY
5 U20601588 AND ON
AIRCRAFT SERIALS
14
U20601588 AND ON

13

12
5*4

LEFT HAND
SEAT ONLY
11

RIGHT HAND
SEAT ONLY 10*

Detail
*6

Detail $
9

Figure 3-7. Seat Installation (Sheet 6 of 11)

Change 1 3-15
 CENTER

U206 AND TU206

1. Seat Stop
2. Fore/Aft Adjustment Handle
3. Adjustment Pin
4. Roller

Figure 3-7. Seat Installation (Sheet 7 of 11)

3-16 Change 1
 REAR
1969
P206 AND TP206

DetailA

2
7
Detail

11 Detail C
10

1. Roller 5. Seat Back 9. Handle

2. Seat Bottom 6. Bushing 10. Spring
3. Pawl 7. Washer 11. Adjustment Pin
4. Spring 8. Pin 12. Handle

Figure 3-7. Seat Installation (Sheet 8 of 11) -

Change 1 3-17
 REAR
1970
P206 AND TP206

Detail

A e
2

Detail

D
1
11

13
12 Detail

1. Roller
2. Seat Bottom 4
3. Pawl
4. Spring 7
1
5. Seat Back
6. Bushing Detan D
7. Washer
8. Pin
9. RecliningAdjustment Handle
10. Adjustment Arm
11. Spacer
12. Fore/Aft Adjustment Handle
13. Adjustment Pin

i Figure 3-7. Seat Installation (Sheet 9 of 11)

3-18 Change 1
 REAR

U206 AND TU206

1. Roller
2. Seat Bottom
3. Seat Back
4. Spring
5. Adjustment Pin
6. Fore/Aft Adjustment Handle

Figure 3-7. Seat Installation (Sheet 10 of 11)

Change 1 3-19
 REAR
1970
U206 AND TU206

2
4
5

Detail A

10
' . 4

1
Detaii B

1. Roller 5. Washer 8. Pin

2. Seat Bottom 6. Adjustment Arm 9. Handle
3. Seat Back 7. Spacer 10. Spring
4. Bushing 11. Adjustment Pin

Figure 3-7. Seat Installation (Sheet 11 of 11)

3-20 Change 1
 SEAT BACK (REF)
CLEVIS BOLT (REF)

2.50" R (CONST T EACH NOTCH)

REPLACEMENT CAM:

1414230-1 (SINGLE
PAWL (REF)
ADJUSTABLE SEAT)
1414111-5 (VERTICALLY
ADJUSTABLE SEAT)

REPLACEMENT PROCEDURE:

a. Remove seat from aircraft.

b. Remove plastic upholstery panels from aft side of seat back, then loosen upholstery retaining
rings and upholstery material as required to expose the rivets retaining the old cam assembly.

c. Drill out existing rivets and insert new cam assembly (2). Position seat back so that pawl (3)
engages first cam slot as shown.

d. Position the cam so each slot bottom aligns with the 2. 50" radius as shown.

e. Clamp securely in this position and check travel of cam. Pawl must contact bottom of each cam
slot. Using existing holes in seat frame, drill through new cam and secure with MS20470AD6
rivets.

f. Reinstall upholstery, upholstery panels and seat.

Figure 3-8. Seat Back Cam Replacement

3-21
 Detail A
1972 AND 1973 MODELS A notaiiC
THRU 1973 MODELS
D

THRDUel 71AODELS
G
DetailD
'rHRU 1973 MOlI)ELS

11
15

Detail

11 15
Detail E
Detail G

THRU 1972 MODELS

16 y >f¢THRU 1973 MODELS

Detail H
1. Hook 9. Bolt 17. Quick-Release Belt
2. Screw 10. Cup 18. Stowage Tray
3. Shoulder Harness 11. Seat Belt 19. Inertia Reel 14
4. Cover 12. Latch Assembly 20. Attaching Plate
5. Clip 13. Eye Bolt 21. Aircraft Structure
6. Shoulder Harness 14. Nut 22. Inertia Reel Cover
7. Spacer 15. Bracket
8. Washer 16. Fitting Detail F
Figure 3-9. Seat Belt and Shoulder Harness Installation (Sheet 1 of 3)
3-22 Change 3
 7
7
18 4

Detail
Detail

Pilot and Copilot

positions only

17 Detail L
Detail M
Required on Australian
Aircraft only.

AIRCRAFT SERIAL
U20602200 THRU U20602379

Figure 3-9. Seat Belt and Shoulder Harness Installation (Sheet 2 of 3)

Change 3 3-22A
 3

N
9 4

IDNeN GNW
BEG I TH
U20602380

22

Detail Û
INERTIA REEL INSTALLATION
BEGINNING WITH U20602580

Figure 3-9. Seat Belt and Shoulder Harness Installation(Sheet 3 of 3)

3-22B Change 2
 3
1
2

1. Soundproofing
2. Zipper
3. Headliner
4. Tiara Strip
5. Trim Shield

Figure 3-10. Cabin Headliner

b. Apply cement to inside of skin in areas where 3-47. WINDLACE (DOOR SEAL). To furnish an
soundproofing panels are not supported by wire bows ornamental edging for door opening and to provide
and press soundproofing in place. additional sealing, a windlace is installed between
c. Insert wire bows into headliner seams and se- upholstery panels or trim panels and doorpost struc-
cure rearmost edges of headliner after positioning ture. The windlace is held in place by sheet metal
two bows at rear of headliner. Stretch material screws.
along edges to ensure it is properly centered, but do
not stretch enough to destroy ceiling contours or 3-48. CARPETING. Cabin area and baggage com-
distort wire bows. Secure edges of headliner with partment carpeting is held in place by rubber ce-
metal teeth or rubber cement. ment, small sheet metal screws and retaining strips.
d. Work headliner forward, installing each wire When fitting a new carpet, use old one as a pattern
bow in place with tabs. Wedge ends of wire bows for trimming and marking screw holes.
into retainer strips. Stretch headliner just taut
enough to avoid wrinkles and maintain a smooth con-
tour.
e. When all bows are in place and fabric edges are
secured, trim off excess fabric and reinstall all 3-49. SAFETY PROVISIONS.
items removed.
3-50. CARGO TIE-DOWNS. Cargo tie-downs are
3-46. UPHOLSTERY SIDE PANELS. Removal of used to ensure baggage cannot enter seating area
upholstery side panels is accomplished by removing during flight. Methods of attaching tie-downs are il-
seats for access, then removing parts attaching lustrated in figure 3-11. The eyebolt and nutplate
panels. Remove screws, retaining strips, arm can be located at various points. The sliding tie-
rests and ash trays as required to free panels. Auto- down lug also utilizes eyebolt and attaches to a seat
motive type spring clips attach most door panels. A rail. Different combinations of all four may be used.
dull putty knife makes an excellent tool for prying
loose clips. When installing upholstery side panels, 3-51. SAFETY BELTS. Safety belts should be re-
do not over-tighten sheet metal screws. Larger placed if frayed or cut, latches are defective or
screws may be used in enlarged holes as long as stitching is broken. Attaching parts should be re-
area behind hole is checked for electrical wiring, placed if excessively worn or defective. (Refer to
fuel lines and other components which might be dam- figure 3-9.)
aged by using a longer screw.

3-23
 Figure 3-11. Cargo Tie-Down Rings

3-52. SHOULDER HARNESS. Individual shoulder stall the smaller panels furnished with cargo pack.
harnesses may be installed at each seat. Each har- NOTE
ness is connected to the upper fuselage structure and
to the seat safety belt buckle. Component parts should Install the rearmost panels first, right
be replaced as outlined in the preceding paragraph. hand panel lapping over left hand panel
(Refer to figure 3-9.) Beginning with aircraft along aircraft centerline. Install the
U20602580, an inertia reel installation is offered. forward panels in a similar manner.
Refer to figure 3-9 for installation.
a. Move pack into position under aircraft. Raise
aft end of pack and place a support under it.
3-53. GLIDER TOW-HOOK. A glider tow-hook, b. Raise forward end of pack and align two for-
which is mounted in place of tail tie-down ring, is ward holes in pack rim with two front rivnuts. In-
available for all models. stall two screws to support forward end of pack.

3-54. REAR VIEW MIRROR. A rear view mirror NOTE

may be installed on cowl deck above instrument panel.
Figure 3-11 shows details of rear view mirror instal- Install lock washers and flat washers under
lation. heads of all pack attaching screws.

3-55. CARGO PACK. c. Raise aft end of pack and install two attaching
screws.
3-56. REMOVAL. d. Check pack for proper alignment, install and
a. Remove screws, fairing and seal from around tighten all remaining screws, except for one screw
each landing gear spring. just forward and aft of each landing gear spring.
b. Position a suitable support under pack. These two screws will be utilized later to help se-
c. Remove screws attaching pack to aircraft and cure fairing which covers each landing gear opening.
remove pack. e. Position rubber seal and fairing around each
main landing gear spring by spreading these compo-
NOTE nents, at their split side, enough to slip them over
gear spring. When installed, split should be at back
If aircraft is to be returned to its original of gear spring. Check alignment and proper fit of
configuration (minus cargo pack), the four fairing, then install fairing retaining screws.
small panels which enclose area around
nose gear shock strut and drag brace may NOTE
be left installed instead of the two larger
panels. However, the control extension Seven screws are used to secure fairing
and cowl flap baffles must be removed as at each landing gear. Two screws, pre-
outlined in paragraph 3-59. viously mentioned in step "d, " secure top
of fairing and rim of cargo pack, in this
3-57. INSTALLATION. Prior to positioning pack area, to fuselage. Five additional screws
under aircraft, inspect all rivnuts in bottom of fuse- secure and seal sides and bottom of each
lage for obstructions. Also check the small panels fairing to pack.
which enclose area around nose gear shock strut
and drag brace. Two panels are provided in this f. Install cowl flap baffles and control extensions
area on standard aircraft; these are to be replaced in accordance with paragraph 3-60.
by four smaller panels when a cargo pack is instal-
led. If not previously removed, remove standard 3-58. COWL FLAP BAFFLES AND CONTROL
panels by unsnapping quick-release fasteners. In- EXTENSIONS. (Refer to figure 3-13.)

3-24 Change 2
 6 7 NOTE
3 4 5 6 7 5
11
Covers (1) and (3) are bonded to each other
1
around mirror (2) with a plastic bonding

D tail
THRU 1971 14

De
Cowl Deck BEGINNING WITH 1972 '
1. Cover 8.
2. Mirror 9. Washer
3. Cover 10. Nut
4. Screw 11. Mirror Assembly
5. Bracket 12. Spacer
6. Washer 13. Eyebrow
7. Knurled Nut 14. Washer

Figure 3-12. Rear View Mirror Installation

3-59. REMOVAL.
a. Disconnect cowl flap control clevises (7) from opens 6.00 inches with cockpit control OPEN and
flaps and take off baffles (1) by removing screws (3) 1.05 inches with cockpit control CLOSED. On
and nuts (2). turbocharged aircraft, adjust clevis to obtain mea-
b. Remove clevis (7) and link (5) from each control surements of 8.00 inches (cockpit control OPEN)
end (8) and reinstall clevises. and 2.50 inches (cockpit control CLOSED), then
c. Rig cowl flaps on standard aircraft per Section secure clevises. These measurements are made in
12 and turbocharged aircraft per Section 12A. a straight line from the aft edge of cowl flap, just
outboard of cutout to lower edge of firewall. Do not
3-60. INSTALLATION. measure from aft corners of cowl flap. If either
a. Disconnect cowl flap control clevises (7) from control needs to be lengthened or shortened, the
flaps and remove clevises. Leave jam nuts (4) on lower clamp may be loosened and housing slipped in
control ends (8). clamp or lower elevis may be adjusted. Maintain
b. Install links (5) on control ends (8), install jam sufficient thread engagement of clevis.
nuts (6) on links and attach clevises (7) to links. Do g. Check that locknuts are tight, clamps are se-
not tighten jam nuts. cure, then cycle cowl flaps several times, checking
c. Position baffles (1) along sides of cowl flaps so operation.
attaching holes are aligned and install attaching
screws and nuts. 3-61. CASKET CARRIER. (Refer to figure 3-14.)

NOTE 3-62. DESCRIPTION. An optional mortuary kit

consists of a casket carrier platform, rack assem-
Each baffle is designed for installation on a bly and belt tie-down assemblies. The kit pro-
specific cowl flap. Determine correct baffle vides aircraft modification instructions and parts
for each flap. Turbocharged aircraft have required to make the installation.
baffles as standard equipment. Note that
flanges on baffles are turned toward inside of 3-63. INSTALLATION. The following instructions
each cowl flap opening. may be used to install platform, rack and tie-down
belts, and to load and secure casket:
d. Check to ensure flexible controls reach their a. Remove all seats and safety belts except pilot's
internal stops in each direction. Mark controls so and copilot's.
full control travel can readily be checked and main- b. Move pilot's and copilot's seats forward to their
tained during remaining rigging procedure. limit of travel.
e. Place cowl flap control lever in "OPEN" posi- c. Attach belt assemblies to existing left forward
tion and connect control ends (8) to flaps, but do not and left aft seat attach brackets as shown in detail
secure at this time. "G."
f. On standard aircraft, measure distance from
trailing edge of cowl skin. Disconnect clevises and
adjust links (5) and clevises (7) so each cowl flap

Change 3 3-25
 STA 0 00

,
10¼
8 9 FUSELAGE LINE

LH SIDE DOOR

STA STA STA STA

13.75 34.50 60.00 84.20

23 39 39 29¼

96

3
1. Baffles 2
2. Nut
3. Screw
4. Jam Nut
1
5. Link
6. Jam Nut ,
..

7. Clevis
8. Control

5 1
6

4 COWL FLAP MODIFICATION

Figure 3-13. Cargo Pack Installation

3-26
 1

10

A ,
5

1. Thumb Screw 4. Platform 8. Washer

2. Rack Assembly 5. Bracket 9. Nut
3. Pad 6. Seat Rail 10. Bolt
7. Weld Assembly

Figure 3-14. Casket Carrier Installation (Sheet 1 of 2)

3-27
 ER-TO ORMWARD
BE UPPER BELT ATTACHMENT

LEFT SIDE F ARD AND

.: AFT BELT ATTACHMENT

RIGHT SIDE AFT

BELT ATTACHMENT

RIGHT SIDE FORWARD

BELT ATTACHMENT

CARGO TIE-DOWN RING

LOWER BELT ATTACHMENT
INBOARD SEAT RAILS

Figure 3-14. Casket Carrier Installation (Sheet 2 of 2)

3-23
 d. Place platform in cabin and butt aft end of plat- i. Attach upper belt to forward belt as shown in de-
form against step. tail "C."
e. Secure both sides of platform to outboard seat j. Attach right forward and right aft belts to ex-
rails as shown in detail "A. " isting seat belt attach points as shown in details "E"
f. Install rack on platform as shown in detail "B." and "F."
g. Install cargo tie-down on inboard
rings seat k. Remove pilot's seat back by removing quick-
rails and attach lower belt as shown in detail "D. " release pins.
1. Load casket, adjusting end plates on rack
NOTE according to casket length. Tighten forward end
plate snugly.
The cargo tie-down ring on left inboard m. Tighten all belts securely and recheck all tie-
seat rail is tightened down against seat down attachments.
rail, since no seat adjusting hole exists n. Reinstall pilot's seat back.
in rail at this point. The cargo tie-
down ring on right inboard seat rail will 3-64. REMOVAL. After casket has been removed,
engage an existing seat adjustment hole. platform, rack, and belts may be removed by re-
versing installation procedure.
h. Attach upper belt at four points as shown in de-
tail "H."

SHOP NOTES:

3-29/(3-30 blank)
 SECTION 4

WINGS AND EMPENNAGE

TABLE OF CONTENTS Page

WINGSANDEMPENNAGE. . . . . . . . . .
4-1 Repair ... . . . . .. . .. . .
4-2
Wings .......
.......4-1
VerticalFin....... .......4-2

Description. . . . . . . . . . . . . .
4-1 Description. . . . . . . . . . . . . .
4-2
Removal . . . . . . . . . . . .
4-1 Removal and Installation . . . . . . . .
4-2
Repair....... .......4-2
Repair....... .......4-2

Installation . . . . . . . . . . . . .
4-2 Horizontal Stabilizer . . . . . . . . . . .
4-2
Adjustment...... ......4-2 Description..............4-3
Wing Struts . . . . . . . . . . . . .
4-2 Removal and Installation . . . . . . . .
4-3
Description..............4-2 Repair......... ......4-3

Removal and Installation . . . . . . . .

4-2

4-1. WINGS AND EMPENNAGE.

4-2. WINGS. (See figure 4-1.) NOTE

4-3. DESCRIPTION. Each all-metal wing panel is To ease rerouting the cables, a guide wire
a semicantilever, semimonocoque type, with two may be attached to each cable before it is
main spars and suitable ribs for attachment of the pulled free of the wing. Cable may then be
skin. Skin panels are riveted to ribs, spars and disconnected from wire. Leave guide wire
stringers to complete the structure. Beginning with routed through the wing; it may be attached
U20601701 the leading edge skins are bonded. An again to the cable during reinstallation and
all-metal, balanced aileron, a flap, and a detachable used to pull the cable into place.
wing tip are mounted on each wing assembly. A
single rubberized bladder-type fuel cell is mounted f. wing at outboard
Support end and disconnect strut
between the wing spars at the inboard end of each at wing fitting. Tie strut up with wire to prevent it
wing and the leading edge of the left wing, thru 1971 from swinging down and straining strut-to-fuselage
models, has landing and taxi lights installed. Be- fittings. If the fuselage fitting projects from the
ginning with 1972 models the landing and taxi lights fuselage and is covered by the strut fairing, loosen
are mounted in the lower engine nose cowl. Naviga- the fairing and slide it up the strut; the strut may
tion/strobe lights are mounted at each contoured then be lowered without damage.
wing tip.
NOTE

4-4. REMOVAL. Wing panel removal is most easily It is recommended that flap be secured in
accomplished if four men are available to handle the streamlined position with tape during wing
wing. Otherwise, the wing should be supported with removal to prevent damage, since flap will
a sling or maintenance stand when the fastenings are swing freely.
loosened.
a. Remove wing gap fairings and screws securing g. Mark position of wing attachment eccentric
cabin top skin to the wing top skin. bushings (refer to figure 4-1); these bushings are
b. Remove all wing inspection plates. used to rig out "wing-heaviness."
c. Drain fuel from cell of wing being removed. h. Remove nuts, washers, bushings and bolts
d. Disconnect: attaching wing spars to fuselage fittings.
1. Electrical wires at wing root disconnects.
2. Fuel lines at wing root. (Refer to pre- NOTE
cautions outlined in paragraph 13-3.)
3. Pitot line (left wing only) at wing root. It may be necessary to rock the wing slightly
4. Cabin ventilator hose at wing root. while pulling attaching bolts, or to use a long
e. Slack off tension on flap and aileron cables by drift punch to drive out attaching bolts.
loosening turnbuckles, then disconnect cables at
flap and aileron belleranks. i. Remove wing and lay on padded stand.

Change 3 4-1
4-5. REPAIR. A damaged wing panel may be re- c. Tighten nut and reinstall fairing strip.
paired in accordance with instructions outlined in d. Test-fly the aircraft. If the "wing-heavy" condi-
Section 18. Extensive repairs of wing skin or struc- tion still exists, remove fairing strip on the "lighter"
ture are best accomplished using the wing repair jig, wing, loosen nut and rotate bushings simultaneously
which may be obtained from Cessna. The wing jig until the bushings are positioned with the thick side
serves not only as a holding fixture, making work on of the eccentric down. This will raise the trailing
the wing easier, but also assures absolute alignment edge of the wing, thus increasing "wing heaviness"
of the repaired wing. to balance heaviness in the opposite wing.
e. Tighten nut, install fairing strip and repeat
4-6. INSTALIATION. flight test.
a. Hold wing in position and install bolts, bushings,
washers and nuts attaching wing spars to fuselage 4-8. WING STRUTS. (See figure 4-2. )
fittings. Ensure eccentria bushings are positioned
as marked when removed. 4-9. DESCRIPTION. Each wing has a single lift
b. Install bolts, spacers and nuts to secure upper strut which transmits a part of the wing load to the
and lower ends of wing strut to wing and fuselage lower portion of the fuselage. The strut consists of
fittings. a streamlined tube riveted to two end fittings for
c. Route flap and aileron cables, using guide wires. attachment at the fuselage and wing.
(See note in paragraph 4-4. )
d. Connect: 4-10. REMOVAL AND INSTALIATION.
1. Electrical wires at wing root disconnects. a. Thru U20602501 remove screws from strut
2. Fuel lines at wing root. (Refer to precau- fairings and slide fairing along strut. Beginning
tions outlined in paragraph 13-3.) with U20602501 the upper strut fairing is split along
3. Pitot line (if left wing is being installed.) the aft edge and attached together with screws for
4. Wing leveler vacuum line, if installed, at easy removal.
wing root. b. Remove fuselage and wing inspection plates at
5. Ventilator hose at wing root, strut junction points.
e. Rig aileron system (Section 6). c. Support wing securely, then remove nut and
f. Rig flap system (Section 7). bolt securing strut to fuselage.
g. Refuel fuel cell and check for leaks. d. Remove nut, bolt and spacer used to attach
h. Check operation of navigation/strobe also land- strut to wing, then remove strut from aircraft.
ing and taxi lights thru 1971 models. e. Reverse preceding steps to install strut.
i. Check operation of fuel quantity indicator.
j. Install wing gap fairings. 4-11. REPAIR. Wing strut repair is limited to re-
placement of tie-downs and attaching parts. A badly
NOTE dented, cracked or deformed wing strut must be re-
placed.
Be sure to insert soundproofing panel in
wing gap, if such a panel was installed 4-12. VERTICAL FIN. (See figure 4-3.)
originally, before replacing wing root
fairings. 4-13. DESCRIPTION. The fin is primarily of metal
construction, consisting of ribs and spars covered
k. Install all wing inspection plates, interior panels with skin. Fin tips are of glass fiber of ABS con-
and upholstery. struction. Hinge brackets at the rear spar attach
1. Test operate flap and aileron systems. the rudder.

4-7. ADJUSTMENT (CORRECTING "WING-HEAVY" 4-14. REMOVAL AND INSTALIATION. A fin may
CONDITION). If considerable control wheel pressure be removed without first removing the rudder. How-
is required to keep the wings level in normal flight, ever, for access and ease of handling, the rudder
a "wing-heavy" condition exists. may be removed by following procedures outlined in
a. Remove wing fairing strip on "wing-heavy" side Section 10.
of aircraft. a. Remove fairings on either side of fin.
b. (See figure 4-1.) Loosen nut (7) and rotate bush- b. Disconnect flashing beacon lead, tail navigation
ings (5) simultaneously until the bushings are posi- light lead, antennas and antenna leads, and rudder
tioned with the thick side of the eccentrics up. This cables, if rudder has not been removed.
will lower the trailing edge of the wing, and decrease c. Remove screws attaching dorsal to fuselage.
"wing-heaviness" by increasing the angle-of-incidence d. Remove bolts attaching fin front and rear spars
of the wing. to fuselage, and remove vertical fin.
e. Install fin by reversing preceding steps. Be
sure to check and reset rudder and elevator travel
if any stop bolts were removed or settings disturbed.
Be sure to rotate the eccentric bushings
simultaneously. Rotating them separately 4-15. REPAIR. Fin repair should be accomplished
will destroy the alignment between the off- in accordance with applicable instructions outlined
center bolt holes in the bushings, thus ex- in Section 18.
erting a shearing force on the bolt, with pos-
sible damage to the hole in the wing spar. 4-16. HORIZONTAL STABILIZER (See figure 4-4.)
4-2 Change 3
4-17. DESCRIPTION. The horizontal stabilizer is dures outlined in paragraph 4-14.
primarily of metal construction, consisting of ribs c. Disconnect elevator trim control cables at
and a front and rear spar which extend throughout clevis and turnbuckle inside tailcone, remove pulleys
the full spars and ribs. Stabilizer tips are of ABS which route aft cables into horizontal stabilizer, and
construction. The elevator tab actuator screw is pull cables out of tailcone.
contained within the horizontal stabilizer assembly, d. Remove bolts securing horizontal stabilizer to
and is supported by a bracket riveted to the rear fuselage.
spar. The underside of the stabilizer contains a e. Remove horizontal stabilizer.
covered opening which provides access to the eleva- f. Install horizontal stabilizer by reversing pre-
tor tab actuator screw. Hinge brackets at the rear ceding steps. Rig control systems as necessary.
spar support the elevators. Check operation of tail navigation light and flashing
beacon.
4-18. REMOVAL AND INSTALLATION.
a. Remove elevators and rudder in accordance with 4-19. REPAIR. Horizontal stabilizer repair should
procedures outlined in Sections 8 and 10. be accomplished in accordance with applicable pro-
b. Remove vertical fin in accordance with proce- cedures outlined in Section 18.

SHOP NOTES:

Change 1 4-3
 1 2

Detail B 7

2
Detail

NOTE

g* Coat bolt and hole with

Electro Moly No. (MIL-
G-21164) grease.

14 i -

10

NOTE

*The forward bushing is approximately 13 .

half the length of the aft bushing. Care .

•

should be taken to install the short bush-

ing in the forward side and the long 11
bushing in the aft side.

** Beginning with serials U20603021 wing

fuel bay cover panels are of bonded con- 12
struction.

*THRU AIRCRAFT SERIAL

1. Nut 8. Tip Assembly U20601700
2. Washer 9. Landing and Taxi Light
3. Bolt 10. Fuel Filler Cap
4. Bolt 11. Fillet
5. Bushing 12. Fairing
6. Washer 13. Flap
7. Nut 14. Aileron

Figure 4-1. Wing Installation

4-4 Change 3
 k NOTE

Beginning with aircraft serial

U20602502 wrap strut using
Y8562 polyurethane tape (1"
wide) centered at point where 6 7 8
5
st

10

11

*15
4 I)e12ail

Detail B

#NOTE
A 15
·$THRU U20601700 Coat bolt and hole with
Electro Moly No.(MIL-
* BEGINNING WITH U20601701 G-21164) grease.

1. Screw 6. Rivet 11. Mooring Ring

2. Upper Fairing 7. Strut Fitting 12. Spring
3. Bolt 8. Pin 13. Fuselage Fitting
4. Washer 9. Nut 14. Lower Fairing
5. Cotter Pin 10. Spacer 15. Tape

Figure 4-2. Wing Strut Installation

Change 3 4-5
 NOTE

On Aircraft Serials U20601595 thru .

U20601618, and U20601633 & On,

center hole in aft fin attach fitting
(5) has been drilled to accept AN6
Bolts. On Aircraft Serials U20601619
thru U20601632, center hole will
accept AN5 Bolt. 1

Detail
Detail

THRU U20601905 1 6
8 7
Detaii D
THRU U20601905
Detail
#THRU AIRCRAFT SERIAL P20600648
and U20601587 when not modified per
o ,
Single -engine Service Letter SE71-29,
Dated October 15, 1971, use washers 6
(7) and (8) on rear fin fitting. Use
10 washers (7), (8) and (9) when modified
11 by installation of new bulkhead, and all 11
6 11 Service Parts. Use washers (7) when 10
modified by reaming of bolt holes.
BEGINNING WITH U20601906
AIRCRAFT SERIALS U20601588 THRU
Detail D U20601904, use washers (7), (8) and (9).
1. Fin Assembly 6 1
2. Upper Rudder Hinge
3. Center Rudder Hinge TORQUE AN5 BOLTS TO 140-225 LB IN 11
4. Lower Rudder Hinge TORQUE AN6 BOLTS TO 190-390 LB IN.
5. Aft Attach Fitting TORQUE
10
AN7 BOLTS TO 500-840 LB IN.
6. Bolt
7. Washer NOTE
8. Washer
9. Washer Beginning with 1962 Models, Cessna
Single-engine SE72-3 BEGINNING WITH U2060 1906
10. Nut Service Letter
11. Washer dated, February 11, 1972 should be Detail (
12. Fwd Attach Fitting complied with.

Figure 4-3. Vertical Fin Installation

4-6 Change 3
 2

Detail A s
6

Detail | 8
9

A
B

13
10

‡14
Detail

18 17 16 15 #14
D 11

# NOTE

An abrasion boot kit may be

Detail D
obtained from the Cessna
Service Parts Center.

1. Nutplate 9 7. Bracket 13. Upper Left Fairing

2. Washer 8. Bolt 14. Abrasion Boot
3. Bolt 9. Elevator Pylon Bracket 15. Lower Left Moulding
4. Bracket 10. Elevator Inboard Hinge 16. Lower Right Moulding
5. Nut 11. Elevator Outboard Hinge 17. Forward Left Fairing
6. Washer 12. Upper Right Fairing 18. Forward Right Fairing

Figure 4-4. Horizontal Stabilizer

Change 1 4-7/(4-8 blank)

 SECTION 5

LANDING GEAR AND BRAKES

TABLE OF CONTENTS Page

LANDING GEAR . . . . . . . . . . . . . .
5-1 Removal of Nose Wheel and
Description . . . . . . . . . . . .
5-1 Tire Assembly . . . . . . . .
5-11
Main Landing Gear . . . . . . . . . . .
5-2 Disassembly of Cleveland Nose
Trouble Shooting . . . . . . . . . .
5-2 Wheel and Tire Assembly . . .
5-11
Removal. . . . . . . . . . . . . .
5-4A Inspection and Repair of
Installation . . . . . . . . . . . .
5-4A Cleveland Nose Wheel and
Removal and Installation of Main Tire Assembly . . . . . . . .
5-11
Landing Gear Brake Fairings . . .
5-4A Reassembly of Cleveland Nose
Removal and Installation of Standard Wheel and Tire A ssembly . . .
5-11
Main Wheel Speed Fairings . . . .
5-4A Disassembly of McCauley Nose
Main Wheel and Tire Assembly . . .
5-4A Wheel and Tire Assembly . . .
5-11
Description . . . . . . . . . .
5-4A Inspection and Repair of
Removal of Main Wheel and McCauley Nose Wheel and
Tire Assembly . . . . . . . .
5-4A Tire Assembly . . . . . . . .
5-12
Disassembly of Cleveland Main Reassembly of McCauley Nose
Wheel and Tire Assembly . . .
5-4A Wheel and Tire Assembly . . .
5-12
Inspection and Repair of Installation of Nose Wheel and
Cleveland Main Wheel and Tire Assembly . . . . . . . .
5-12
Tire Assembly . . . . . . . .
5-4B Standard Nose Gear Strut . . . . . .
5-12
Reassembly of Cleveland Main Description . . . . . . . . . .
5-12
Wheel and Tire Assembly . . .
5-4B Disassembly . . . . . . . . . .
5-12
Disassembly of McCauley Main Reassembly . . . . . . . . . .
5-14
Wheel and Tire Assembly . . .
5-4B Heaiy-Duty Nose Gear Strut . . . . .
5-14
Inspection and Repair of Description . . . . . . . . . .
5-14
McCauley Main Wheel and Disassembly . . . . . . . . . .
5-14
Tire Assembly . . . . . . . .
5-4B Reassembly . . . . . . . . . .
5-16
Reassembly of McCauley Main Wheel Balancing . . . . . . . . . .
5-17
Wheel and Tire Assembly . . .
5-4B Torque Links . . . . . . . . . . .
5-17
Main and Nose Wheel Thru- Shimmy Dampener . . . . . . . . .
5-17
Bolt Nut or Capscrew Torque Nose Wheel Steering System . . . . .
5-17
Values . . . . . . . . . . .
5-4C Description . . . . . . . . . .
5-17
Installation of Main Wheel and Removal and Installation . . . .
5-17
Tire Assembly . . . . . . . .
5-4C Rigging . . . . . . . . . . . .
5-19
Removal of Main Wheel and Axle . . .
5-5 Brake System . . . . . . . . . . . . .
5-19
Installation of Main Wheel and Axle. .
5-5 Description . . . . . . . . . . . .
5-19
Main Whee1Alignment . . . . . . .
5-5 Trouble Shooting . . . . . . . . . .
5-19
Wheel Balancing . . . . . . . . . .
5-5 Brake Master Cylinders . . . . . . .
5-21
Step Bracket Installation . . . . . .
5-5 Removal and Installation . . . .
5-21
Brake Line Fairing Replacement . . .
5-8 Disassembly and Repair . . . . .
5-21
Nose Gear . . . . . . . . . . . . . . .
5-8 Hydraulic Brake Lines . . . . . . .
5-21
Trouble Shooting . . . . . . . . . .
5-8 Wheel Brake Assemblies . . . . . .
5-21
Replacement of Nose Gear . . . . . .
5-9 Removal. . . . . . . . . . . .
5-21
Standard Nose Gear Speed Fairing Inspection and Repair . . . . . .
5-21
Replacement . . . . . . . . . . .
5-9 Assembly . . . . . . . . . . .
5-21
Heavy-Duty Nose Wheel Speed Installation . . . . . . . . . .
5-21
Fairing Adjustment . . . . . . . .
5-11 Checking Brake Lining Thickness . .
5-21
Nose Wheel and Tire Assembly . . .
5-11 Brake Lining Replacement. . . . . .
5-21
Description . . . . . . . . . .
5-11 Brake Bleeding . . . . . . . . . . .
5-24
Parking Brake System . . . . . . .
5-24

5-1. LANDING GEAR. strut and fork, incorporating a shimmy dampener.

The nose wheel is steerable with the rudder pedals
5-2. DESCRIPTION. These aircraft are equipped up to a maximum pedal deflection, after which it
with non-retractable, tricycle landing gear, utilizing becomes free-swiveling up to a maximum travel right
flat spring-steel main gear struts. Disc-type brakes or left of center. Through the use of the brakes, the
and tube-type tires are installed on the axle at the aircraft can be pivoted around the outer wing strut
lower end of the strut. Speed fairings or heavy-duty fitting. A speed fairing or a heavy-duty shock strut
wheels may be installed on some aircraft. The nose and wheel may be installed on some aircraft.
gear is a combination of a conventional air/oil (oleo)

Change 3 5-1
5-3. MAIN LANDING GEAR.

5-4. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

AIRCRAFT LEANS TO Incorrect tire inflation. Inflate to correct pressure.

ONE SIDE.
Landing gear attaching Tighten loose parts; replace
parts not tight. defective parts.

Sprung landing gear spring. Replace spring.

Bent axle. Replace axle.

Different quantity of fuel Refuel aircraft.

in wing cells.

Structural damage to landing Replace damaged parts.

gear bulkhead components.

UNEVEN OR EXCESSIVE Incorrect tire inflation. Inflate to correct pressure.

TIRE WEAR.
Wheels out of alignment. Align wheels. See figure 5-2.

Wheels out of balance. Refer to paragraph 5-16.

Sprung landing gear spring. Replace spring.

Bent axle. Replace axle.

Dragging brake. Refer to paragraph 5-48.

Wheel bearings not adjusted Tighten axle nut properly.

properly.

WHEEL BOUNCE EVIDENT Out of balance condition. Correct in accordance with 5-16.
EVEN ON SMOOTH SURFACE.

SHOP NOTES:

5-2
 * PRIOR TO U2060170
12 Step assembly (9) gBEGINNING WITH U2060170
not used on right
1 gear strut of air- 430
.·<
2 craft equipped with ,

cargo doors.
3 31
27

8 28

27
10
(HE A V Y-DUT Y)
THRU U20603020 6 -
11
12 29
35 13 U20601588 thru U20602579
14 (STANDARD)
28 15

16
17

19
30 15
20

e o PRIOR TO U20601588
(STANDARD)

22
23
27
42

28 THRU U20602579
30

29
1. Bolt 12. Union 24. Hub Cap
2. Countersunk Washer 13. Hose 25. Washer
3. Channel 14. Nut 26. Screw
4. Gasket 15. Washer 27. Speed Fairing
5. Fairing 16. Alignment Shims 28. Scraper
6. Screw 17. Axle 29. Hub Cap
7. Main Gear Strut 18. Nipple 30. Plate Assembly
8. Brake Line 19. Brake Assembly 31. Stiffener
9. Step 20. Bolt 32. Doubler
10. Clip 21. Wheel Assembly 33. Brake Fairing
11. Clamp 22. Nut 34. Deleted
23. Cotter Pin 35. Shim

Figure 5-1. Main Landing Gear (Sheet 1 of 2)

Change 3 5-3
 1

Section A-A

WRAP LANDING GEAR SPRING

USING Y8562 POLYURETHANE
TAPE (1" WIDE) CENTERED
AT POINT WHERE BRAKE
$2 s, FAIRING TERMINATES TO
PREVENT CHAFING OF SPRING
STRUT.

30
131415

1617

18
19

STANDARD
BEGINNING
A ' .
2324
WITH U20602580

Shim (35) required for clear-

ance between fairing and tire 28
without wheel alignment
shims. Shim as required to
center fairing on wheel when
wheel alignment shims are
installed.
HEAVY-DUTY
25
Shims (35) available in the BEGINNING
following thicknesses: WITH U20603021 28
1241660-1&-3-------.125" BEGINNING WITH
1241660-2&-4-------.250" 30 U20602580

Figure 5-1. Main Landing Gear (Sheet 2 of 2)

5-4 Change 3
5-5. REMOVAL. (Refer to figure 5-1.) ÍCAU ION(
a. Remove floorboard access covers over spring-
strut being removed. Always check scraper-to-tire clearance after
b. Hoist or jack aircraft as outlined in Section 2. installing speed fairing, whenever a tire has
c. Remove brake bleeder screw and drain hydrau- been changed and whenever scraper adjustment
lic brake fluid from gear being removed. has been disturbed. Wipe fuel and oil from the
d. Disconnect and cap or plug brake line at bulk- speed fairings to prevent stains and deteriora-
head fitting in fuselage. tion. If the aircraft is flown from surfaces
e. Remove screws attaching landing gear strut with mud, snow or ice, fairings should be
fairing and gasket to fuselage. checked to make sure there is no accumulation
f. Remove inboard bolt, loosen two outboard bolts which could prevent normal wheel rotation.
and work strut out to remove.
5-7A. MAIN WHEEL AND TIRE ASSEMBLY.
NOTE
5-7B. DESCRIPTION. The aircraft may be equipped
Use care when removing strut to prevent dam- with either Cleveland or McCauley wheel and tire as-
age to hydraulic brake line. Retain any shims semblies. Separate disassembly, inspection and re-
under inboard bolt. assembly instructions are provided for each type.
Basic differences of the two types are discussed in
5-6. INSTALLATION. (Refer to figure 5-1.) To paragraph 5-11D, and thru-bolt nut and capscrew tor-
install the main landing gear, reverse the procedures que valves are listed in figure 5-11A.
outlined in the preceding paragraph. Special atten-
tion should be paid to the following: (CAUTION ,

a. When installing main landing gear strut, the out-

board channel attaching bolts should be tightened to a Use of recapped tires is not recommended.
torque value of 600 750 pound-inches.
-
However, if recapped tires are used on
the aircraft, make sure there is sufficient
NOTE clearance between tire and wheel fairings,
if fairings are installed. Ensure that
The convex surface of the outboard channel is speed fairing scraper-to-tire clearance
installed against the lower side of the strut. is adjusted to the values specified in
When channel attaching bolts are torqued to paragraph 5-7.
600 -
750 pound-inches, the channel should
have a minimum of 80 percent contact with 5-8. REMOVAL OF MAIN WHEEL AND TIRE
the lower side of the strut. ASSEMBLY. (Refer to figure 5-11.)

b. After installation, fill and bleed affected brake NOTE

system in accordance with paragraph 5-60.
It is not necessary to remove main wheels to
5-6A. REMOVAL AND INSTALLATION OF MAIN reline brakes or remove brake parts other
LANDING GEAR BRAKE FAIRINGS. (Refer to figure than the brake disc or torque plate.
5-1, sheet 2.)
a. Remove screws from perimeter of fairing, a. Using universal jack point, jack wheel as out-
b. Remove screws from nutplates holding fairing lined in Section 2.
together. b. Remove speed fairing as outlined in paragraph
c. Flex brake fairing over landing gear spring strut 5-7.
to remove, c. Remove cotter pin and axle nut after removing
d. Reverse preceding steps to install brake fairing, hub cap.
d. Remove bolts and washers attaching back plate;
5-7. REMOVAL AND INSTALLATION OF STANDARD remove back plate.
MAIN WHEEL SPEED FAIRINGS. Main wheel speed e. Pull wheel from axle.
fairings are removed by removing the screws attach-
ing the inboard side of the fairing to the adapter plate, 5-9. DISASSEMBLY OF CLEVELAND KAIN WHEEL
and removing the bolt securing the outboard side to AND TIRE ASSEMBLY. (Refer to figure 5-11.)
the axle nut. Installation is the reverse of removal. a. Deflate tire and break tire beads loose.
Refer to Service Kit SK182-12 for repair of speed
fairings installed on models prior to 1971. Standard (CAUTION)
main wheel speed fairing scraper-to-tire clearance
should be adjusted for a minimum clearance of 0.25- Avoid damaging wheel flanges when breaking
inch to a maximum clearance of 0. 38-inch. Optional tire beads loose. A scratch, gouge or nick
heavy-duty main wheel scraper-to-tire clearance may cause wheel failure.
should be adjusted to 0. 40 to 0. 60-inch. Elongated
holes in the scraper are provided so the scraper may b. Remove thru-bolts and separate wheel halves,
be adjusted. removing tire, tube and brake disc.
c. Remove grease seal rings, felts and bearing
cones from wheel halves.

Change 3 5-4A
 NOTE tire beads loose. A scratch, gouge or nick
in wheel flanges could cause wheel failure.
Bearing cups are a press-fit in the wheel
halves and should not be removed unless b. Remove valve core and deflate tire and tube.
replacement is necessary to remove bearing Break tire beads loose from wheel flanges.
cups, heat wheel half in boiling water for 15 c. Remove cap screws.
minutes. Using an arbor press, if available, d. Remove brake disc.
press out bearing cup and press in new cup e. Separate wheel flanges from wheel hub. Retain
while wheel is still hot, spacers on each side of wheel hub.
f. Remove wheel hub from tire.
5-10. INSPECTION AND REPAIR OF CLEVELAND g. Remove retainer rings and remove grease seal
MAIN WHEEL AND TIRE ASSEMBLY. (Refer to retainers, grease seal felts and bearing cones.
figure 5-11.)
a. Clean all metal parts and grease seal felts in NOTE
cleaning solvent and dry thoroughly.
b. Inspect wheel halves for cracks. Cracked wheel The bearing cups (races) are a press-fit
halves shall be discarded and new parts used. Sand in the wheel hub and should not be removed
out small nicks, gouges and corroded areas. When unless a new part is to be installed. To
the protective coating has been removed, the area remove the bearing cup, heat wheel in boil-
should be cleaned thoroughly, primed with zinc chro- ing water for 30 minutes or in an oven to
exceed 121°C
lacquer. (250°F).
mate and painted with aluminum Using an arbor
c. If excessively warped or scored, or worn to a press, if available, press out the bearing
thickness of 340-inch, brake disc should be replaced
. cup and press in the new bearing cup while
with a new part. Sand smooth small nicks and scratch- the wheel hub is still hot.
es.
d. Carefully inspect bearing cones and cups for dam- 5-11B. INSPECTION AND REPAIR OF McCAULEY
age and discoloration. After cleaning, pack bearing MAIN WHEEL AND TIRE ASSEMBLY. (Refer to
cones with clean aircraft wheel bearing grease (Section figure 9-11.)
2) before installing in the wheel. a. Clean all metal parts, grease seal felts and
mylar spacers in cleaning solvent and dry thoroughly.
5-11. REASSEMBLY OF CLEVELAND MAIN WHEEL b. Inspect wheel flanges and wheel hub for cracks.
AND TIRE ASSEMBLY. (Refer to figure 5-11.) Cracked wheel flanges or hub shall be discarded and
a. Insert thru-bolts through brake disc and posi- new parts installed. Sand out smooth nicks, gouges
tion in the inner wheel half, using the bolts to guide and corroded areas. When the protective coating has
disc. Assure that the disc is bottomed in wheel half. been removed, the area should be cleaned thoroughly,
b. Position the tire and tube with the inflation primed with zinc chromate and painted with aluminum
valve through hole in outboard wheel half. Place lacquer.
the inner wheel half in position. Apply a light force c. If excessively warped or scored, or worn to a
to bring wheel halves together. Maintaining the light thickness of 0.190-inch, brake disc should be re-
force, assemble a washer and nut on one thru-bolt placed with a new part. Sand smooth small nicks
and tighten snugly. Assemble the remaining nuts and and scratches.
washers on thru-bolts and torque to value specified d. Carefully inspect bearing cones and cups for
in figure 5-11A. damage and discoloration. After cleaning, pack
bearing cones with clean aircraft wheel bearing
grease (refer to Section 2) before installing in the
wheel hub.
Uneven or improper torque of thru-bolt nuts
may cause failure of bolts, with resultant 5-11C. REASSEMBLY OF McCAULEY WHEEL AND
wheel failure. TIRE ASSEMBLY. (Refer to figure 5-11.)
a. Place wheel hub in tire and tube with tube infla-
c. Clean and repack bearing cones with clean air- tion stem in cutout of wheel hub.
craft wheel bearing grease (Section 2). b. Place spacer and wheel flange on inboard side
d. Assemble the bearing cones, grease seal felts, of wheel hub (opposite of tube inflation stem), then
and rings into the wheel halves. place washer under head of each capscrew and start
e. Inflate tire to seat tire beads, then adjust to capscrews into wheel hub threads.
correct pressure. c. Place spacer and wheel flange on other side and
align valve stem in cutout in wheel flange.
5-11A. DISASSEMBLY OF McCAULEY MAIN WHEEL d. Place washer under head of each capscrew and
AND TIRE ASSEMBLY. (Refer to figure 5-11.) start capscrews into hub threads.
a. Remove screws attaching hub cap; remove hub
cap.

Be sure that spacers and wheel flanges

are seated on flange of wheel hub. Un-
Injury can result from attempting to remove even or improper torque of capscrews
wheel flanges with the tire and tube inflated. can cause failure of capscrews, with re-
Avoid damaging wheel flanges when breaking sultant wheel failure.

5-4B Change 3
 e. Tighten capscrews evenly and torque to the value 5-12. INSTALLATION OF MAIN WHEEL AND TIRE
specified in figure 5-11A. ASSEMBLY.
f. Clean and pack bearing cones with clean aircraft a. Place wheel on axle.
wheel bearing grease. b. Install axle nut and tighten until a slight bear-
g. Assemble bearing cones, grease seal felts and ing drag is obvious when the wheel is rotated. Back
retainers into wheel hub. off nut to nearest castellation and install cotter pin.
h. Inflate tire to seat tire beads, then adjust to c. Place brake back plate in position and secure
correct tire pressure. Refer to Section 1 for cor- with bolts and washers. Safety wire the bolts.
rect tire pressure. d. Install speed fairing as outlined in paragraph 5-7.

5-11D. MAIN AND NOSE WHEEL THRU-BOLT NUT

OR CAPSCREW TORQUE VALUES. (Refer to figure
5-11A.) During assembly of the main and nose wheel, Always check scraper-to-tire clearance after
the thru-bolt nuts or capscrews should be tightened installing speed fairings, whenever a tire has
evenly and torqued to the values specified in figure been changed, and whenever scraper adjust-
5-11A. To facilitate identification of wheel manu- ment has been disturbed. The standard main
facturers, solid wheels are manufactured by Cleve- wheel speed fairing scraper-to-tire clearance
land Aircraft Products Co. , and webbed wheels are should be adjusted for a minimum clearance of
manufactured by McCauley Industrial Corporation. 0. 25 inch to a maximum clearance of 0. 38
Cleveland wheels are also identified by having two inch. The optional heavy-duty main wheel
wheel halves as shown in figure 5-4 and figure 5-11. fairing scraper-to-tire clearance should be
McCauley wheels are identified by having two wheel adjusted to 0. 40 to 0. 60 inch. Elongated holes
flanges and a hub as shown in figure 5-4 and figure in the scraper are provided so that scraper
5-11. may be adjusted. Wipe fuel and oil from the
speed fairings to prevent stains and deterio-

SHOP NOTES:

Change 3 5-4C/(5-4D blank)

 ration. If the aircraft is flown from surfaces NOTE
with mud, snow, or ice, the fairings should
be checked to make sure there is no accumu- The step bracket is secured to the landing gear
lation which could prevent normal wheel rotation. spring strut with EA9309, or a similar epoxy
base adhesive.
5-13. REMOVAL OF MAIN WHEEL AND AXLE.
a. Remove speed fairing in accordance with para- a. Mark the position of the bracket so that the re-
graph 5-7. placement bracket will be installed in approximately
b. Remove wheel in accordance with paragraph 5-8. the same position,
c. Disconnect, drain, and plug the hydraulic brake b. Remove all traces of the original adhesive as
line at the brake cylinder. well as any rust, paint, or scale with a wire brush
d. Remove four nuts and bolts securing axle and and coarse sandpaper.
brake components to spring strut. c. Leave surfaces slightly roughened or abraided,
but deep scratches or nicks should be avoided.
NOTE d. Clean the surfaces to be bonded thoroughly. If
a solvent is used, remove all traces of the solvent
When removing axle from spring strut, note with a clean, dry cloth. It is important for the sur-
number and position of the wheel alignment faces to be clean and dry.
shims. Mark these shims or tape them to- e. Check the fit of the step bracket on the spring.
gether carefully so they can be reinstalled A gap of not more than 1/32 inch is permissible.
in exactly the same position to ensure that f. Mix the adhesive carefully according to manu-
wheel alignment is not disturbed, facturer's directions.
g. Spread a coat of adhesive on the surfaces to be
5-14. INSTALLATION OF MAIN WHEEL AND AXLE. bonded, and place step bracket in position on the
a. Secure axle and brake components to spring spring. Tap the bracket upward to insure a tight fit.
sturt, making sure that wheel alignment shims and h. Form a small fillet of the adhesive at all edges
speed fairing mounting plate are reinstalled in their of the bonded surfaces. Remove excess adhesive
original positions. with lacquer thinner.
b. Install wheel assembly on axle in accordance i. Allow the adhesive to cure thoroughly accord-
with paragraph 5-12. ing to manufacturer's recommendations before flex-
c. Connect hydraulic brake line to brake cylinder. ing the gear spring or applying loads to the step.
d. Fill and bleed affected brake system in accord- j. Repaint gear spring and step bracket after curing
ance with paragraph 5-60. is complete.

5-15. MAIN WHEEL ALIGNMENT. Correct main 5-17A. BRAKE LINE FAIRING REPLACEMENT.
wheel alignment is obtained through the use of (Refer to figure 5-1, sheet 2.)
tapered shims between the gear strut and the flange a. Disconnect brake line (13) at brake assembly (19)
of the axle. See figure 5-2 for procedure to use in and drain fluid, or plug line to avoid draining.
checking alignment. Wheel shims, and the correction b. Work brake line and split hose out of clip (10) and
imposed on the wheel by the various shims, are listed flex line (8) away from spring strut (7).
in the illustration. c. Remove all traces of original adhesive as well as
any rust, paint or scale with a wire brush and sand-
NOTE paper. Sand inner surface of fairing strip (33), run-
ning sandpaper marks lengthwise; leave primer on
Failure to obtain acceptable wheel alignment spring strut (7).
through the use of the shims indicates a de- d. Thoroughly clean surfaces to be bonded. If a
formed main gear strut or strut attaching solvent is used, remove all traces of the solvent with
bulkhead out of alignment, a clean dry cloth. It is important for the surfaces to
be clean and dry. Solvent should not be used on the
5-16. WHEEL BALANCING. Since uneven tire wear vinyl fairing strip (33).
is usually the cause of wheel unbalance, replacing e. Leave surfaces slightly roughened or abraded.
the tire probably will correct this condition. Tire Deep scratches or nicks should be avoided.
and tube manufacturing tolerances permit a specified f. Mix the adhesive (A-1186-B, B. F. Goodrich,
amount of static unbalance. The lightweight point Akron, Ohio 44318), according to manufacturer's
of the tire is marked with a red dot on the tire side- directions.
wall and the heavyweight point of the tube is marked g. Apply a thin uniform coat of adhesive to each
with a contrasting color line (usually near the valve bonding surface. Work life of A-1186-B is approxi-
stem). When installing a new tire, place these marks 75°F.
mately 8 hours at The material will cure in
75°
adjacent to each other. If a wheel becomes unbal- 24 hours at or in 20 minutes at 200°F.
anced during service, it may be statically rebalanced· h. Press brake line (8) into groove of fairing strip
Wheel balancing equipment is available from the (33) and raise line and strip to attach to aft side of
Cessna Service Parts Center· spring strut (7) and fit into clip (10).
i. Immediately wrap fairing strip (33) and spring
5-17. STEP BRACKET INSTALLATION. strut (7) with masking tape in five equally-spaced

Change 2 5-5
 REFER TO FIGURE 1-1
FOR WHEEL ALIGNMENT
VALUES.

PLACE CARPENTER'S SQUARE

AGAINST STRAIGHTEDGE AND
LET IT TOUCH WHEEL JUST
BELOW AXLE NUT

ALUMINUM PLATES, APPROXIMATELY

18" SQUARE, PLACED UNDER WHEELS

GREASE BETWEEN PLATES

NOTE
BLOCK STRAIGHTEDGE AGAINST
Rock wheels before
TIRES JUST BELOW AXLE HEIGHT
checking wheel alignment.

TOP VIEW OF TOE-IN CHECK FRONT VIEW OF CAMBER CHECK

Measure toe-in at edges of wheel flange. Differ- Measure camber by reading protractor level
ence in measurements is toe-in for one wheel. held vertically against outboard flanges of
(half of total toe-in.) wheel.

CARPENTER'S SQUARE POSITNE CAMBER NEGATNE CAMBER

FORWARD INBOARD

STRAIGHTEDGE
NOTE

Setting toe-in
and camber within these tolerances while the cabin and fuel tanks are empty will give
approximately zero toe-in and zero camber at gross weight. Therefore, if normal operation is at
less than gross weight and abnormal tire wear occurs, realign the wheels to attain the ideal setting
for the load conditions. Refer to sheet 2 of this figure for shims availability and their usage. Al-
ways use the least number of shims possible to obtain the desired result.

Figure 5-2. Main Wheel Alignment (Sheet 1 of 2)

5-6 Change 3
 SHIM CHART

SHIM POSITION OF CORRECTION IMPOSED ON WHEEL

PART THICKEST CORNER
NO. OR EDGE OF SHIM TOE-IN TOE-OUT POS. CAMBER NEG. CAMBER

0541157-1 AFT ---- ----

0°3'
.06"

FWD ----
0°3' ----

.06"

0541157-2 UP .006"
----
0°30' ----

DOWN 0°30'
----

. 006" ----

1241061-1 UP & FWD .008"

----
2°50' ----

UP & AFT .04"

----
2°49' ----

DOWN & FWD ----

04" ----
2°49'
.

DOWN & AFT ---- ----

2°50'
.008"

0441139-5 UP & FWD ----

11" 0°25' ----

UP & AFT .12"

----
0°11' ----

0°11'
DOWN& FWD ----
.12"
----

0°25'
DOWN& AFT .11"
---- ----

0441139-6 UP & FWD ----

.22"
0°50' ----

UP & AFT .24"

----
0°22' ----

DOWN & FWD ----

.24"
----
0°22'
DOWN& AFT .22"
---- ----
0°50'

1241061-1
0441139-6
0441139-5
0541157-2
0541157-1
1241061-1 0 0 0 0 0
0441139-6 0 0 0 1 1
0441139-5 0 0 1 |1 2
0541157-2 0 1 1 2 2
0541157-1 0 1 |1 2 2
Max. number
of shims tobe
SHIM NO. used with
shims in
column 1.
COLUMN 1 COLUMN 2

Figure 5-2. Wheel Alignment (Sheet 2 of 2)

places. Excessive adhesive may be removed with and connect brake line.
solvents. 1. If necessary, prime spring strut with White Rust
j. Allow adhesive to cure thoroughly according to Inhibitive Primer -
32W6 (Kansas Paint Co. ,
manufacturer's directions before flexing the gear. Wichita, Kansas), and repaint to original color.
k. After recommended curing time, remove tape m. Fill and bleed brake system.
n. Wrap landing gear spring with polyurethane tape
as noted in Section A-A.

Change 2 5-7
 SEE FIGURE 2-3 FOR 14
4 STRUT FILLER VALVE
EXTENSI2ON
13 o

10
1
11

11

17

*Rudder Trim Bungee

1. Steering Shaft 9. Bushing 17. Hub Cap

2. Roll Pin 10. Shimmy Dampener 18. Cover Plate
3. Steering Arm 11. Link 19. Standard Speed Fairing
4. Bolt *12. Steering Bungee 20. Tow Bar Spacer
5. Lower Trunnion 13. Drag Link 21. Wheel Scraper
6. Thin Washer 14. Bolt 22. Axle Ferrule
7. Thick Washer 15. Bolt 23. Access Door
8. Bracket 16. Nose Wheel 24. Heavy-Duty Fairing

Figure 5-3. Nose Landing Gear (Sheet 1 of 2)

5-18. NOSE GEAR.

5-19. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

TIRES WEAR EXCESSIVELY. Loose torque links. Add shim washers and replace
parts as necessary.

NOSE WHEEL SHIMMY. Nose strut attachment loose. Secure attaching parts.

Shimmy dampener lacks fluid. Service as outlined in Section 2.

5-8 Change 3
 18 18

19
20

20 19

21

U20601588
22 THRU 17 22
U20602579
PRIOR TO U20601588
(STANDARD)
(STANDARD)

19

HEAVY-DUTY
BEGINNING WITH

21

22
THHERAUYU2DOUO3YO20
22
23 24
BEGINNING
WITH U20602580
(STANDARD)

2. 50", 21
* Dimensions when nose gear strut is extended
maximum allowable variation between height of left
and right fairings to be 22
.25"•

"
(BEGIN

O
9. 20 ±.
25, 11. 10 ±. 2

Figure 5-3. Nose Landing Gear (Sheet 2 of 2)

Change 3 5-8A/(5-8B blank)

5-19. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

TIRES WEAR EXCESSIVELY Defective shimmy dampener. Repair or replace dampener.

(Cont).
Loose or worn steering com- Tighten loose parts; replace if
ponents. defective.

Loose torque links. Add shim washers and replace

parts as necessary.

Loose wheel bearings. Replace bearings if defective;

tighten axle nut properly.

Nose wheel out of balance. Refer to paragraph 5-39.

HYDRAULIC FLUID LEAK- Defective strut seals and/or Replace defective seals; stone out
AGE FROM NOSE GEAR STRUT. defects in lower strut. small defects in lower strut. Re-
place lower strut if badly scored
or damaged.

NOSE GEAR STRUT WILL Defective air filler valve Check gasket and tighten loose valve.
NOT HOLD AIR PRESSURE. or valve not tight. Replace defective valve.

Defective O-ring at top of strut. Replace O-ring.

Result of fluid leakage at Replace defective seals; stone out

bottom of strut. small defects in lower strut. Re-
place lower strut if badly scored
or damaged.

5-20. REPLACEMENT OF NOSE GEAR. (See figure d. Disconnect lower torque link from lower strut
5-3.) and allow strut to extend.
a. Weight tail of the aircraft to raise nose wheel e. Remove bolt attaching speed fairing to strut and
off the ground and remove access plates around nose remove cover plate. This is the bolt that attaches
gear. the fork as well as the tow-bar spacers,
b. Disconnect nose gear steering bungee from f. Slide speed fairing up and remove the nose
steering arm. wheel. Loosen scraper if necessary. Use a rod
c. Remove bolt and washers to disconnect drag or long punch inserted through one ferrule to tap
strut at forward end. Note position of washers during the opposite one out of the fork. Remove both fer-
removal of bolt. rules and pull the nose wheel from the fork.
90°
d. Remove bolts to disconnect upper trunnion from g. Rotate speed fairing and work it down over
fuselage structure. Access to bolts is obtained from the nose gear fork.
inside the cabin after removing carpet on each side h. Install speed fairing by reversing the preceding
of tunnel at firewall. steps. Tighten axle stud until a slight bearing drag
e. Install the nose gear by reversing the preceding is obvious when the wheel is turned. Back off the
steps. Be sure to install washers in the position nut to the nearest castellation and install cotter pins,
shown. i. Service shock strut after installation has been
completed.
5-21. STANDARD NOSE WHEEL SPEED FAIRING
REPLACEMENT. (See figure 5-3.)
a. Weight the tail of the aircraft to raise the nose
wheel off the ground. Always check scraper clearance after install-
b. Remove nose wheel axle stud, ing speed fairings, whenever a tire has been
c. Deflate strut completely. changed, and whenever scraper adjustments has
been disturbed. Set clearance between tire
and scraper at 0. 38 inch. Elongated holes in
scraper are provided for adjustment. Wipe
Be sure strut is deflated completely before fuel and oil from the speed fairings to prevent
removing bolt that attaches speed fairing to stains and deterioration. If the aircraft is
strut or disconnecting the torque link. flown from surfaces with mud, snow, or ice,
the fairings should be checked to make sure

Change 3 5-9
 0
12 5
11
3
10 2
1
CL ND NOSE WHEEL

17
8 y

18 McCAULEY NOSE WHEEL

19

16

STEEL FLANGE

STEEL FLANGE

1. Snap Ring 8. Bearing Cup 16. Wheel Flange

2. Grease Seal Ring 9. Male Wheel Half 17. Spacer
3. Bearing 10. Female Wheel Half 18. Tire
4. Tire 11. Washer 19. Tube
5. Tube 12. Nut 20. Hub Assembly
6. Grease Seal Felt 13. Retaining Ring 21. Thru-Bolt
7. Thru-Bolt 14. Grease Seal Ring 22. Grease Seal Felt
15. Bearing 23. Capserew

Figure 5-4. Nose Wheels

5-10 Change 3
 there is no accumulation which could prevent that speed fairing scraper-to-tire clear-
normal wheel rotation. ance is adjusted to values specified in para-
graph 5-21 or 5-22.
5-22. HEAVY-DUTY NOSE WHEEL SPEED FAIRING
REPLACEMENT. 5-23. REMOVAL OF NOSE WHEEL AND TIRE
a. Weight the tail of the aircraft to raise nose ASSEMBLY. Removal of nose wheel and tire assem-
wheel off the ground. bly may be accomplished as outlined in paragraph
b. Remove nose wheel axle stud. 5-21 or 5-22.
c. Deflate strut and disconnect lower torque link
from fork hub. 5-24. DISASSEMBLY OF CLEVELAND NOSE WHEEL
AND TIRE ASSEMBLY. (Refer to figure 5-4.)
a. Completely deflate the tire and break tire beads
loose.
Be sure strut is deflated completely before
WARNING
disconnecting torque link.

d. Remove bolt securing speed fairing to fork hub. Injury can result from attempting to separate
The speed fairing is attached to the lugs on the for- wheel halves with tire inflated. Avoid damag-
ward side of the fork hub and the tow-bar spacers ing wheel flanges when breaking tire beads
are also attached with same bolt. loose.
e. Slide speed fairing up and remove the nose
wheel. Loosen scraper if necessary. Use a rod or b. Remove thru-bolts and separate wheel halves.
long punch inserted through one ferrule to tap the c. Remove tire and tube.
opposite one out of the fork. Remove both ferrules d. Remove bearing retaining rings, grease seals
and pull the nose wheel from the fork. and bearing cones.
f. Remove bolts attaching wheel fork to lower strut
and remove fork and speed fairing. NOTE
g. Install speed fairing by reversing the preceding
steps. Tighten axle stud until a slight bearing drag The bearing cups are a press fit in the wheel
is obvious when the wheel is turned. Back off the nut halves and should not be removed unless re-
to the nearest castellation and install cotter pins. placement is necessary. To remove, heat
h. Service shock strut after installation has been wheel half in boiling water for 15 minutes.
completed. Using an arbor press, if available, press
out the bearing cup and press in the new one
while the wheel is still hot.

Always check scraper clearance after install- 5-25. INSPECTION AND REPAIR OF CLEVELAND
ing speed fairing, when ever a tire has been NOSE WHEEL AND TIRE ASSEMBLY. Procedures
changed, and whenever scraper adjustment outlined in paragraph 5-10 for the main wheel and
has been disturbed. Set clearance between tire assemblies may be used as a guide for inspection
tire and scraper at 0. 38 inch. Elongated and repair of the nose wheel and tire assembly.
holes in the scraper are provided for adjust-
ment. Wipe fuel and oil from the speed 5-26. REASSEMBLY OF CLEVELAND NOSE WHEEL
fairings to prevent stains and deterioration. AND TIRE ASSEMBLY. (Refer to figure 5-4.)
If the aircraft is flown from surfaces with
mud, snow, or ice, the fairings should be a. Place tire and tube on wheel half. Insert thru-
checked to make sure there is no accumu- bolts, position other wheel half, and secure with nuts
lation which could prevent normal wheel and washers. Torque nuts to value specified in
rotation. figure 5-11A.

5-22A. NOSE WHEEL AND TIRE ASSEMBLY.

5-22B. DESCRIPTION. The aircraft may be equipped Uneven or improper torque of the thru-bolt
with either Cleveland or McCauley wheel assemblies. nuts may cause bolt failure with resultant
Separate disassembly, inspection and reassembly in- wheel failure.
structions are provided for each type. Basic differ-
ences of the two types are discussed in paragraph b. Clean and repack bearing cones with clean wheel
5-11D, and thru-bolt nut and capscrew torque values bearing grease.
are listed in figure 5-11A. c. Assemble bearing cones, seals, and retainers
into the wheel halves.
d. Inflate tire to seat tire beads, then adjust to
correct pressure.
Use of recapped tires is not recommend-
ed. However, if recapped tires are used 5-27. DISASSEMBLY OF McCAULEY NOSE WHEEL
on the aircraft, make sure there is suffi- AND TIRE ASSEMBLY. (Refer to figure 5-4.)
cient clearnace between tire and wheel a. Remove screws attaching hub caps; remove hub
fairings, if fairings are installed. Ensure caps.

Change 3 5-11
 and nuts on thru-bolts.
d. If the wheel and tire assembly is equipped with
Injury can result from attempting to remove capscrews, place spacer and wheel flange on one side
I wheel flanges with tire and tube inflated. of wheel hub. Place washer under head of each cap-
Avoid damaging wheel flanges when break- screw, insert capscrew through wheel flange and
ing tire beads loose. A scratch, gouge or spacer and start capscrews into wheel hub threads.
nick in wheel flange could cause wheel fail- Place spacer and wheel flange on other side of wheel
ure. hub and align valve stem in cutout in wheel flange.
Place washer under head of each capscrew, insert
b. Completely deflate tire and break tire beads capscrew through wheel flange and spacer and start
loose at wheel flanges. capscrews into wheel hub threads.
c. If the wheel and tire assembly is equipped with
thru-bolts, remove thru-bolt nuts and washers, re-
move thru-bolts and separate wheel flanges from
wheel hub. Retain spacers between wheel flanges Be sure that spacers and wheel flanges are
and wheel hub. seated on flange of wheel hub. Uneven or
d. If the wheel and tire assembly is equipped with improper torque of thru-bolts or capscrews
capscrews, remove capscrews and washers and sepa- can cause failure of the thru-bolts capscrews
rate wheel flanges from wheel hub. Retain spacers or hub threads with resultant wheel failure.
on each side of wheel hub.
e. Remove wheel hub from tire and tube, e. Tighten thru-bolts or capscrews evenly and tor-
f. Remove retainer rings and remove grease seal que to the value specified in figure 5-11A.
retainers, grease seal felts and bearing cones from f. Clean and pack bearing cones with clean aircraft
wheel hub. wheel bearing grease. (Refer to Section 2 for grease
type. )
NOTE g. Assemble bearing cones, grease seal felts and
retainer into wheel hub.
The bearing cups (races) are a press-fit in h. Inflate tire to seat tire beads, then adjust to cor-
the wheel hub and should not be removed rect pressure specified in figure 1-1.
unless a new part is to be installed. To re-
move the bearing cup, heat wheel hub in 5-30. INSTALLATION OF NOSE WHEEL AND TIRE
boiling water for 30 minutes, or in an oven ASSEMBLY. Procedures are outlined in paragraphs
121° (250°F). 5-21 or 5-22.
not to exceed Using an arbor
press, if available, press out the bearing
cup and press in the new bearing cup while 5-31. STANDARD NOSE GEAR STRUT.
the wheel hub is still hot.
5-32. DESCRIPTION. The standard nose gear shock
5-28. INSPECTION AND REPAIR OF McCAULEY strut is shown in figure 5-5. The optional heavy-
NOSE WHEEL AND TIRE ASSEMBLY. (Refer to duty shock strut is shown in figure 5-6. Replacement
figure 5-4.) of the nose gear is accomplished as outlined in para-
a. Clean all metal parts, grease seal felts and my- graph 5-20.
lar spacers in cleaning solvent and dry thoroughly.
b. Inspect wheel flanges and wheel hub for cracks. 5-33. STANDARD NOSE GEAR DISASSEMBLY. (See
Cracked wheel flanges or hubs shall be discarded and figure 5-5.) The following procedure applies to the
new parts will be installed. Sand out smooth nicks, nose gear shock strut after it has been removed from
gou::es and corroded areas. When the protective coat- the aircraft, and the speed fairing and nose wheel
ing has been removed, the area should be cleaned have been removed. In many cases, separating the
thoroughly, primed with zine chromate and painted upper and lower struts will permit inspection and
with aluminum lacquer. parts replacement without removal or complete dis-
c. Carefully inspect bearing cones and cups for assembly.
damage and discoloration. After cleaning, pack bear- WARNING
ing cones with clean aircraft wheel bearing grease be-
fore installing in the wheel hub. (Refer to Section 2
for grease type.) Deflate strut completely before removing bolt
(3), lock ring (30), or bolt (32). Also deflate
5-29. REASSEMBLY OF McCAULEY NOSE WHEEL strut before disconnecting torque links.
AND TIRE ASSEMBLY. (Refer to figure 5-4.)
a. Install tube in tire, aligning index marks on tire a. Remove torque links. Note position of washers,
and tube. shims, spacers, and bushings.
b. Place wheel hub in tire with valve stem in cutout b. Remove shimmy dampener.
of wheel hub. c. Remove steering shaft by driving out roll pins
c. If the wheel and tire assembly is equipped with and removing steering arm.
thru-bolts, place spacer and wheel flange on one d. Remove lock ring from groove inside of lower
side of wheel hub. With washer under head of thru- end of upper strut. A small hole is provided in the
bolt, insert bolt through wheel flange and wheel hub. lock ring groove to facilitate removal.
Place spacer and wheel flange on other side and align
valve stem in cutout in wheel flange. Install washers
5-12 Change 3
 3 SEE FIGURE 2-3 FOR
2 STRUT FILLER VALVE
EXTENSION

31 20
19
1
34

p Trunnion 10
3
4. Collar
33
5. Bushing
6. Filler Valve
7. O-Ring 39 --35

Shims (22) are used as

8. Orifice Support required above lower
9. Lower Trunnion 11 38 washer (20).
10. Roll Pin 36
11. Upper Strut SI 27
12. Bearing
13. Dowel Pin 42
14. Roll Pin
15. Steering Arm
Tow-Bar 40
16. Steering Shaft 25. Bearing 34. Spacer
17. Link 26. Lower Strut 35. Fork 41
18. Bolt 27. Packing Support Ring 36. O-Ring
40
19. Tab Washer 28. Scraper Ring 37. Base Plug
20. Washer 29. Retaining Ring 38. O-Ring 28
21. Steering Collar 30. Lock Ring 39. Metering Pin
22. Shim 31. Torque Link Fitting 40. Back-Up Ring
30 S
23. Collar 32. Bolt 41. O-Ring
Section .

24. Lock Ring 33. Bolt 42. O-Ring

Figure 5-5. Standard Nose Gear Shock Strut

NOTE g. Slide packing support ring, scraper ring, re-

taining ring, and lock ring from lower strut. Note
Hydraulic fluid will drain from strut as lower relative position and top side of each ring and bear-
strut is pulled from the upper strut. ing to aid in reassembly.
h. Remove and discard O-rings and back-up rings
e. Using a straight, sharp pull, remove lower strut from packing support ring.
from upper strut. Invert lower strut and drain hy- i. Remove bolt and slide torque link fitting from
draulic fluid from strut, lower strut.
f. Remove lock ring and bearing from top of lower j. Remove metering pin and base plug. Remove
strut. O-rings and metering pin from base plug.

Change 3 5-13
 NOTE next to the O-ring.
h. When installing bearing at top of lower strut, be
Lower strut and fork are a press fit, drilled sure that beveled edge of bearing is installed up next
on assembly. Separation of these parts is not to lock ring.
recommended except for replacement of parts. i. When installing lock ring, position the lock ring
so that one of its ends covers the small access hole
k. Remove bolt, tab washer, and unscrew collar, in the lock ring groove at the bottom of upper strut.
and remove shim(s), washers, and steering collar j. When installing shimmy dampener, do not tighten
from upper strut. attaching bolts to a torque value in excess of 10 lb-in.
1. Remove clamp attaching the filler extension k. Tighten torque link center bolt snug. Then
valve to strut and disconnect from filler valve at top tighten to next castellation and install cotter pin.
of the strut. 1. Service the shock strut with hydraulic fluid and
m. Remove bolt at top of strut, and remove collar compressed air. Install strut filler valve extension
and orifice support. Remove O-ring and valve from and install strut in aircraft.
orifice support.
n. Bushings and bearings in lower trunnion, upper NOTE
trunnion and collar may be replaced as required.
Needle bearing in steering collar should not be re- It is easier to service the shock strut just
placed; replace the steering collar if needle bearing before installation, although it may be ser-
is defective. viced after installation if desired. Refer to
Section 2.
NOTE
5-35. HEAVY-DUTY NOSE GEAR STRUT.
Upper and lower trunnions are press-fitted
to the upper strut, with braces installed 5-36. DESCRIPTION. The heavy-duty nose gear is
during assembly. Pin is also press-fitted shown in figure 5-6, which may be used as a guide
to the lower trunnion. during maintenance. Replacement procedures are
the same as those given in paragraph 5-20. Refer to
5-34. STANDARD NOSE GEAR STRUT ASSEMBLY. paragraph 5-22 for speed fairing replacement.
a. Thoroughly clean all parts in solvent and inspect
them carefully. Replace all worn or defective parts 5-37. HEAVY-DUTY NOSE GEAR DISASSEMBLY.
and all O-rings, seals, and back-up rings with new (See figure 5-6.) This paragraph outlines complete
parts. disassembly of the heavy-duty nose gear shock strut
b. Assemble the strut by reversing the order of the after it has been removed from the aircraft, and the
procedure outlined in paragraph 5-33 with the excep- nose wheel and speed fairing have been removed from
tion that special attention must be paid to the follow- the strut. In many cases, separating the upper and
ing procedures. lower struts will permit inspection and parts replace-
c. Sharp metal edges should be smoothed with No. ment without removal or complete disassembly.
400 emery paper, then thoroughly cleaned with sol-
vent.
d. Used sparingly, Dow Corning DC-4 compound is
recommended for O-ring lubrication. All other in- Deflate strut completely before removing bolt
ternal parts should be liberally coated with hydraulic (3), lock ring (30), or bolt (33). Also deflate
fluid during assembly, strut before disconnecting torque links.
NOTE a. Remove torque links. Note position of washers,
shims, spacers, and bushings.
Cleaniness and proper lubrication, along with b. Remove shimmy dampener.
careful workmanship are important during c. Remove link from steering shaft and collar,
assembly of the shock strut. d. Remove steering shaft by driving out roll pins
and removing steering arm.
e. Lubricate needle bearings as shown in Section e. Remove lock ring from groove inside of lower
2 before installing. end of upper strut. A small hole is provided in the
f. When installing collar, screw it onto the upper lock ring groove to facilitate removal.
strut until it is flush with the lower end of the strut,
to the nearest one-third turn. Use shims as re- NOTE
quired above lower washer, to fill gap between col-
lars. Shims are available from the Cessna Service Hydraulic fluid will drain from strut as lower
Parts Center as follows: strut is pulled from the upper strut.

1243030-5 . . . . . . . . . . . . . . . . 0.006" f. Using a straight, sharp pull, remove lower strut

-6

. . . . . . . . . . . . . . . . 0.012" from upper strut. Invert lower strut and drain hy-
-7

. . . . . . . . . . . . . . . . 0.020" draulic fluid from strut.

g. Remove lock ring and bearing from top end of
Use a new tab washer to safety bolt. lower strut.
g. Install the contoured back-up ring, one on each h. Slide packing support ring, scraper ring, re-
side of O-ring with concave surface of back-up ring taining ring, and lock ring from lower strut. Note

5-14
 SEE FIGURE 2-3 FOR
3 STRUT FILLER VALVE A
EX ENS
4

15

NOTE )---I ~ ---,,16

20

19 23
Shims (22) are used as 18 i
required above lower
---8
I \
washer (20).
24

1. Brace 26
2. Upper Trunnion
3. Bolt
4. Collar 9
5. Bushing 27
Filler Valve
°'
10
6.
12
7. O-Ring 27 28 A
8. Orifice Support 29
42
9. Lower Trunnion
i A "ao
10. Roll Pin 11
11. Upper Strut 40 31
12. Bearing
13. Dowel Pin 41 o

14. Roll Pin 40 33

15. Steering Arm
16. Steering Shaft 28
17. Link
30
18.
19.
Bolt
Tab Washer
29
SectionA-A ( "$
20. Washer
21. Steering Collar 32. Tow-Bar Spacer
22. Shim 33. Bolt
23. Collar 34. Fork
24. Lock Ring 35. O-Ring
25. Bearing 36. Base Plug 34
38
26. Lower Strut 37. O-Ring
27. Packing Support Ring 38. Metering Pin
28. Scraper Ring 39. Shim 37
Back-Up Ring 35
29. Retaining Ring 40. 36x
30. Lock Ring 41. O-Ring
31. Fork Hub 42. O-Ring

Figure 5-6. Heavy-Duty Nose Gear Shock Strut

5-15
relative position and top side of each bearing and above lower washer to fill gap between collars. Re-
ring to aid in reassembly. fer to paragraph 5-34 for the available shims. Use
i. Remove and discard O-rings and back-up rings a new tab washer to safety bolt.
from packing ring support. g. Install the contoured back-up rings, a each
j. Remove four bolts, washers, and nuts attaching side of O-ring, with concave surface of back-up ring
fork to fork hub and remove shim. next to the O-ring.
k. Remove bolt securing metering pin and base h. When installing bearing at top of lower strut, be
plug. Remove O-rings and metering pin from base sure that beveled edge of bearing is installed up next
plug. to lock ring,
i. When installing lock ring, position the lock ring
NOTE so that one of its ends covers the small access hole
in the lock ring groove in the bottom of the upper
Fork hub and lower strut are a press-fit, strut.
drilled on assembly. Separation of these j. When installing shimmy dampener, do not
parts is not recommended, except for re- tighten attaching bolts to a torque value in excess
placement of parts. of 10 lb-in.
k. Tighten torque link center bolt snug, then tighten
1. Remove bolt and tab washer, unscrew collar, to next castellation and install cotter pin.
and remove washers, shim, and steering collar. 1. Service the shock strut with hydraulic fluid and
m. Remove clamp attaching the filler valve exten- compressed air. Install strut filler valve extension
sion valve to strut and disconnect from filler valve and install strut in aircraft.
at top of strut.
n. Remove bolt at top of upper strut, and remove NOTE
collar and orifice support. Remove O-ring and fil-
ler valve from orifice support. It is easier to service the shock strut just be-
0. Bushings and bearings in lower trunnion, upper fore installation, although it may be serviced
trunnion, and collar may be replaced as required. after installation if desired. Refer to Section 2.
Needle bearings in steering collar should not be re-
placed; replace the steering collar if needle bearing
is defective.

NOTE

Upper and lower trunnions are press-fitted 4

to upper strut, with braces installed during 12 8
assembly. Pin is also press-fitted to the 2
lower trunnion. 1

5-38. HEAVY-DUTY NOSE GEAR ASSEMBLY.

(See figure 5-6.) 1
2 5
a. Thoroughly clean all parts in solvent and inspect 10
them carefully. Replace all worn or defective parts
and all O-rings, seals, and back-up rings with new
parts. g
b. Assemble the strut by reversing the order of the 4
procedure outlined in paragraph 5-37 with the excep- 1
2 8
tion that special attention must be paid to the follow- 2
ing procedures. g
c. Sharp metal edges should be smoothed with No.
5
400 emery paper, then thoroughly cleaned with sol- 6
vent.
d. Used sparingly, Dow Corning DC-4 compound is
recommended for O-ring lubrication. All other in- Shims (6) are available to use as
ternal parts should be liberally coated with hydraulic required between torque link and
fluid during assembly. nose gear fork to remove any
looseness.
NOTE
1. Nut 7. Spacer
Cleanliness and proper lubrication, along with 2. Washer 8. Cotter Pin
careful workmanship are important during as- 3. Upper Torque Link 9. Bolt
sembly of the shock strut. 4. Grease Fitting 10. Lower Torque Link
5. Bushing 11. Bolt
e. Lubricate needle bearings as shown in Section 6. Shim 12. Centering Lug
2 before installing.
f. When installing collar, screw it onto the upper
strut until it is flush with bottom end of the strut, to Figure 5-7. Torque Link
the nearest one-third turn. Use shim as required
5-16
 1
2
THREAD INSERT

NOTE

1/16" HOLE Orifice in piston (9) connects

to passage in rod (7).

6
3
13

12

11

10 8
3
7
ORIFICE

1. Filler Plug 5. Retainer 10. Roll Pin

2. Stat-O-Seal 6. Bearing Head 11. Floating Piston
3. O-Ring 7. Rod 12. Spring
4. Barrel 8. Back-Up Ring 13. Set Screw
9. Piston

Figure 5-8. Shimmy Dampener

5-39. WHEEL BALANCING. Refer to paragraph installing dampener, do not tighten attaching bolts to
5-16 for wheel balancing. a torque value in excess of 10 pound-inches.

5-40. TORQUE LINKS. The torque links are illus- 5-42. NOSE WHEEL STEERING SYSTEM. (Refer
trated in figure 5-7, which may be used as a guide to figure 5-9.)
for disassembly and assembly. Grease fittings and
torque link bushings should not be removed except for 5-43. DESCRIPTION. The nose wheel steering sys-
replacement. Excessively worn parts should be re- tem links the rudder pedals to the nose wheel steering
placed. Always deflate nose gear strut before discon- arm, affording steering control through the use of
necting torque links. the rudder pedals and brakes. When moving the air-
craft by hand, never turn the nose wheel more than
5-41. SHIMMY DAMPENER. The shimmy dampen- 35 degrees either side of center.
er is illustrated in figure 5-8, which may be used as
a guide for disassembly and assembly. Replace any 5-44. REMOVAL AND INSTALLATION. Figure 5-9
parts found defective. When assembling shimmy dam- shows details of the nose wheel steering system and
pener, use new O-rings and back-up rings. Lubri- may be used as a guide during replacement of parts.
cate parts during assembly with clean hydraulic fluid. Refer to Section 2 for lubrication.
Refer to Section 2 for servicing procedures. When

5-17
 NOSE GEAR STRUT

RETAINER
RUDDER TRIM CONTROL CHAIN

BOOT
SPACER ASSEMBLY

STOP

' RIGHT RUDDER

SPRING-LOADED STEERING BUNGEE

STEERING TUBE i.

Figure 5-9. Nose Wheel Steering System

5-18 Change 2
5-45. RIGGING. Since the nose wheel steering sys- is comprised of two master cylinders, located im-
tem is connected to the rudder control system, refer mediately forward of the rudder pedals, brake lines
to Section 10 for rigging procedures. connecting each master cylinder to its wheel brake
cylinder, and the single disc, floating cylinder-type
5-46. BRAKE SYSTEM. brake assembly, located at each main landing gear
wheel.
5-47. DESCRIPTION. The hydraulic brake system

5-48. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

DRAGGING BRAKES. Brake pedal binding. Check and adjust properly.

Parking brake linkage holding Check and adjust properly.

brake pedal down.

Worn or broken piston return Repair or replace master

spring. (In master cylinder.) cylinder.

Insufficient clearance at Lock- Adjust as shown in figure 5-10.

O-Seal in master cylinder.

Restriction in hydraulic lines Drain brake lines and clear the

or restriction in compensating inside of the brake line with fil-
port in master brake cylinders, tered compressed air. Fill and
bleed brakes. If cleaning the
lines fails to give satisfactory
results, the master cylinder may
be faulty and should be repaired.

Worn, scored or warped brake Replace brake dises and linings.

dises.

Damage or accumulated dirt Clean and repair or replace parts

restricting free movement as necessary.
of wheel brake parts.

BRAKES FAIL TO OPERATE. Leak in system. If brake master cylinders or wheel

brake assemblies are leaking, they
should be repaired or replaced.

Air in system. Bleed system.

Lack of fluid in master Fill and bleed if necessary.

cylinders.

Master cylinder defective. Repair or replace master

cylinder.

5-19
 1
16

2
15
1
3 14
VENT HOLE
2

6
11

16
18

15 3 17
14

132
10
4

11
-
NOTE

Filler plug (17) must be vented so

pressure cannot build up in the
reservoir during brake operation.
Remove plug and drill 1/16" hole, 3
30° from if plug is not
vertical,
vented.

0. 040±0. 005 INCH

DO NOT DAMAGE 9 14 13 12 11
LOCK-O-SEAL

3 16 15
ASSEMBLY OF PISTON

1. Clevis 7. Body 13. Piston Spring

2. Jamb Nut 8. Reservoir 14. Piston
3. Piston Rod 9. O-Ring 15. Lock-O-Seal
4. Cover 10. Cylinder 16. Compensating Sleeve
5. Setscrew 11. Piston Return Spring 17. Filler Plug
6. Cover Boss 12. Nut 18. Screw

Figure 5-10. Brake Master Cylinder

5-20
5-49. BRAKE MASTER CYLINDERS. The brake NOTE
master cylinders, located just forward of the pilot's
rudder pedals, are actuated by applying toe pressure Thorough cleaning is important. Dirt and
at the top of the rudder pedals. A small reservoir chips are the greatest single cause of mal-
is incorporated into each master cylinder to supply functions in the hydraulic brake system.
it with fluid. Where dual brakes are installed, me-
chanical linkage permits the copilot's pedals to op- c. Check brake linings for deterioration and maxi-
erate the master cylinders. mum permissible wear. See paragraph 5-58.
d. Inspect brake cylinder bore for scoring. A
5-50. REMOVAL AND INSTALLATION OF BRAKE scored cylinder may leak or cause rapid O-ring wear.
MASTER CYLINDERS. A scored brake cylinder should be replaced.
a. Remove bleeder screw at wheel brake assembly e. If the anchor bolts on the brake assemblies are
and drain hydraulic fluid from brake system. nicked or gouged, they should be sanded smooth to
b. Remove front seats and rudder bar shield for prevent binding with the pressure plate or torque
access to brake master cylinders. plate. When the anchor bolts are replaced they
c. Disconnect parking brake linkage and brake should be pressed out. New bolts can be installed
master cylinders from rudder pedals. by tapping in place with a soft hammer,
d. Disconnect brake master cylinders at bottom f. Inspect brake disc. If excessively warped or
attach points. scored, or worn to a thickness of 340-inch,
. the
e. Disconnect hydraulic hoses from brake master brake disc should be replaced with a new part. Sand
cylinders and remove cylinders. smooth small nicks and scratches.
f. Plug or cap hydraulic fittings, lines, and hoses
to prevent entry of foreign materials. 5-56. ASSEMBLY OF WHEEL BRAKES. Lubricate
g. Reverse the preceding steps to install brake parts with hydraulic fluid and assemble components
master cylinders, then fill and bleed brake system with care to prevent damage to O-rings. Refer to
in accordance with paragraph 5-60. figure 5-11 during assembly of wheel brakes.

5-51. DISASSEMBLY AND REPAIR OF BRAKE 5-57. INSTALLATION OF WHEEL BRAKES. Place
MASTER CYLINDERS. Figure 5-10 may be used as the brake assembly in position with pressure plate
a guide during disassembly and assembly of the brake in place, then install back plate and safety the attach-
master cylinders. Repair is limited to replacement ing bolts. If the torque plate was removed, install
of parts, cleaning, and adjustment. Use clean hy- as the wheel and axle are installed. If the brake disc
draulic fluid as a lubricant during assembly of the was removed from the wheel, install as the wheel is
cylinders. assembled.

5-52. HYDRAULIC BRAKE LINES. The lines are of 5-58. CHECKING BRAKE LININGS. The brake
rigid tubing, except for flexible hose used at the linings should be replaced when they are worn to a
brake master cylinders and at the wheel cylinders. minimum thickness of 3/32 inch. Visually compare
A separate line is used to connect each brake master a 3/32-inch strip of material held adjacent to each
cylinder to its corresponding wheel brake cylinder. lining to measure the thickness of the lining. The
shank end of correct size drill bits make excellent
5-53. WHEEL BRAKE ASSEMBLIES. The wheel tools for checking minimum thickness of brake
brake assemblies use a disc which is attached to linings.
the main wheel with the wheel thru-bolts, and a
floating brake assembly. See figure 5-11. 5-59. BRAKE LINING REPLACEMENT. (See figure
5-11.)
5-54. REMOVAL OF WHEEL BRAKES. Wheel a. Remove bolts, washers, and back plate.
brake assemblies are a floating type and can be re- b. Pull the brake cylinder out of torque plate and
moved after disconnecting the brake line and remov- slide pressure plate off anchor bolts.
ing the back plates. c. Place back plate on a table with lining side down
flat. Center a 9/64 inch (or slightly smaller) punch
NOTE in the rolled rivet, and hit the punch crisply with a
hammer. Punch out all rivets securing the linings
The brake disc can be removed after wheel to the back plate and pressure plate in the same
removal and disassembly. To remove the manner.
torque plate, remove the wheel and axle in
accordance with paragraph 5-13. NOTE

5-55. INSPECTION AND REPAIR OF WHEEL A rivet setting kit, Part No. R561, is avail-
BRAKES. able from the Cessna Service Parts Center.
a. Clean all parts except brake linings and O-rings This kit consists of an anvil and punch.
in dry cleaning solvent and dry thoroughly.
b. O-rings are usually replaced at each overhaul. d. Clamp the flat sides of the anvil in a vise.
If their re-use is necessary, they should be wiped e. Align new lining on back plate and place brake
with a clean cloth soaked in hydraulic fluid and in- rivet in hole with the rivet head in the lining. Place
spected for damage. rivet head against the anvil.
f. Center the rivet setting punch on the lips of the

5-21
 3
4
6 y

14

13
12 11
CLEVELAND WHEEL AND BRAKE

15

16

17

19
NOTE

Some wheel brakes have 21

"kidney-shaped" washer
installed under the head 29
of bolts (28).

23 22
25
24

1. Screw 11. Screw 21. Nut

2. Lockwasher 12. Washer 22. Bolt
3. Grease Seal Ring 13. Grease Seal Ring 23. Washer
4. Felt Seal 14. Bearing Cup 24. Bleeder Cap
5. Grease Seal Ring 15. Brake Disc 25. Brake Cylinder
6. Bearing Cone 16. Torque Plate 26. Piston
7. Outer Wheel Half 17. Pressure Plate 27. Brake Lining
8. Tire and Tube 18. Anchor Bolt 28. Bolt
9. Inner Wheel Half 19. Hydraulic Fitting 29. Brake Lining
10. Grease Seal Plate and Felt 20. Washer 30. Back Plate

Figure 5-11. Wheels and Brakes (Sheet 1 of 2)

5-22 Change 1
 4
6 8
10

STEEL F NGE
11

STEEL FLANGE

McCAULEY WHEEL AND BRAKE

13
4
15

16
1. Washer
2. Cap Screw 18
3. Retainer Ring
'
4. Grease Seal Retainer
5. Grease Seal Felt
6. Grease Seal Retainer
7. Bearing Cone
8. Wheel Flange
9. Spacer
10. Tire
11. Tube
12. Hub Assembly 26 25 )
13. Lining
14. Back Plate Assembly
15. Disc Assembly 24 20
16. Torque Plate
17. Pressure Plate 23
22
18. Guide Pin
19. Bleeder Fitting
Bleeder
21
20. Screw
21. Dust Cap
22. Cylinder
23. O-Ring
24. Piston
25. Lining
26. Thru-Bolt

Figure 5-11. Wheels and Brakes (Sheet 2 of 2)

Change 3 5-22A
 MAIN NOSE TIRE NUT/CAPSCREW WHEELHALF
GEAR GEAR WHEEL NUMBER SIZE MANUFACTURER TORQUE FLANGE

X C163001-0301 6.00X6 CLEVELAND 150 lb-in. MAGNESIUM

X C163001-0302 8.00X6 CLEVELAND 150 lb-in. MAGNESIUM

X C163002-0103 6.00X6 McCAULEY 90-100 lb-in. ALUMINUM

X C163002-0104 8.00X6 McCAULEY 90-100 lb-in. ALUMINUM

X C163004-0102 6.00X6 McCAULEY *190-200 lb-in. STEEL

X C163004-0101 8.00X6 McCAULEY *190-200 lb-in. STEEL

X 1241156-12 5.00X5 CLEVELAND 90 lb-in. MAGNESIUM

X 1241156-11 6.00X6 CLEVELAND 150 lb-in. MAGNESIUM

X C163002-0201 5.00X5 McCAULEY 90-100 lb-in. ALUMINUM.

X C163003-0201 5.00X5 McCAULEY *90-100 lb-in. STEEL

X C163003-0301 6.00X6 McCAULEY *190-200 lb-in. STEEL

X C163003-0401 5.00X5 McCAULEY *190-200 lb-in. STEEL

Figure 5-11A. Landing Gear Wheel Thru-Bolt Nut and Capscrew Torque Values
*Capscrews

SHOP NOTES:

5-22B Change 3
 9

1
4

5 8 10

12

PARKING BRAKE INSTALLATION 13

16 Detail

18
17 15 14
BEGINNING
WITH 20601668

Detail A ""
16
C
19
18

19

D
A
Detail
Detai16D

1. Attaching Angle 9. Bracket 16. Brake Line

2. Stiffener Angle 10. Bellerank 17. Clamp
3. Parking Brake Handle 11. Cable 18. Brake Master Cylinder
4. Housing 12. Pin 19. Brake Hose 21
5. Clamp 13. Spring 20. Bracket
17
6. Cotter Pin 14. Spacer 21. Elbow
7. Positioning Pin 15. Pulley 22. Nut . 22
8. Cable Assembly 23. Gasket
23

Figure 5-12. Brake System

5-23
rivet. While holding the back plate down firmly immersed end of the hose at the brake master cylin-
against the lining, hit the punch with a hammer to der for evidence of bubbles being forced from the
set the rivet. Repeat blows on the punch until lining brake system. When bubbling has ceased, remove
is firmly against the back plate. the bleeder source from the brake wheel cylinder and
g. Realign the lining on the back plate and install tighten the bleeder valve.
rivets in remaining holes.
h. Install a new lining on pressure plate in the same NOTE
manner.
i. Position pressure plate on anchor bolts, and Ensure that the free end of the hose from the
place cylinder in position so the anchor bolts slide brake master cylinder remains immersed
into torque plate. during the entire bleeding process.
j. Install the back plates with bolts and washers.
Safety wire the bolts. d. Remove hose from brake master cylinder and
replace filler plug. Be sure vent hole in filler plug
5-60. BRAKE BLEEDING, Standard bleeding, with is open.
a clean hydraulic pressure source connected to the
wheel cylinder bleeder, is recommended. 5-61. PARKING BRAKE SYSTEM.
a. Remove brake master cylinder filler plug and
screw a flexible hose with a suitable fitting into the 5-62. DESCRIPTION. The parking brake system is
filler hole. Immerse the free end of the hose in a essentially a ratchet-held handle which depresses
container with enough hydraulic fluid to cover the and holds the brake master cylinders in the compress-
end of the hose. ed position. No adjustment is provided in the system.
b. Connect a clean hydraulic pressure source, such Replacement of worn or defective parts will restore
as a hydraulic hand pump or Hydro Fill unit, to the the system to its correct operation. Figure 5-12 may
bleeder valve in the wheel cylinder. be used as a guide for replacement of parts.
c. As fluid is pumped into the system, observe the

SHOP NOTES:

5-24
 SECTION 6

AILERON CONTROL SYSTEM

TABLE OF CONTENTS Page

AILERON CONTROL SYSTEM . . . . . . . . .

6-1 Removal and Installation . . . . . . .
6-7
Description ...............6-1 Repair................6-7
Trouble Shooting . . . . . . . . . . . . .
6-1 Cables and Pulleys . . . . . . . . . . . .
6-8
Control Column . . . . . . . . . . . . .
6-2 Removal and Installation . . . . . . .
6-8
Description .............6-2
Ailerons ................6-8

Removal and Installation . . . . . . .

6-2 Removal and Installation . . . . . . .
6-8
Repair ...............6-6
Repair ...............6-8

Bearing Roller Adjustment . . . . . .

6-7 Rigging . . . . . . . . . . . . . . . . .
6-8
Aileron Bellerank . . . . . . . . . . . .
6-7

6-1. AILERON CONTROL SYSTEM. (Refer to fig- comprised of push-pull rods, belleranks, cables,
ure 6-1.) pulleys, quadrants and components forward of the
instrument panel, all of which, link the control
6-2. DESCRIPTION. The aileron control system is wheels to the ailerons.

6-3. TROUBLE SHOOTING.

NOTE

Due to remedy procedures in the following trouble shooting

chart it may be necessary to re-rig system, refer to para-
graph 6-17.

TROUBLE PROBABLE CAUSE REMEDY

LOST MOTION IN CONTROL Loose control cables. Check cable tension. Adjust
WHEEL. cables to proper tension.

Broken pulley or bracket, Check visually. Replace worn or

cable off pulley or worn broken parts, install cables
rod end bearings. correctly.

RESISTANCE TO CONTROL Cables too tight. Check cable tension. Adjust

WHEEL MOVEMENT. cables to proper tension.
Pulleys binding or cable off. Observe motion of the pulleys.
Check cables visually. Replace
defective pulleys. Install cables
correctly.

Bellerank distorted or Check visually. Replace defective

damaged. bellerank.

Defective quadrant assembly. Check visually. Replace defective

quadrant.

Clevis bolts in system too Check connections where used.

tight. Loosen, then tighten properly
and safety.

Change 3 6-1
6-3. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

CONTROL WHEELS NOT Improper adjustment of Refer to paragraph 6-17.

LEVEL WITH AILERONS cables.
NEUTRAL.

Improper adjustment of Adjust push-pull rods to obtain

aileron push-pull rods. proper alignment.

DUAL CONTROL WHEELS Cables improperly adjusted. Refer to paragraph 6-17.

NOT COORDINATED.

INCORRECT AILERON Push-pull rods not adjusted Refer to paragraph 6-17.

TRAVEL. properly.

Incorrect adjustment of travel Refer to paragraph 6-17.

stop bolts.

6-4. CONTROL COLUMN. (Refer to figure 6-2.) b. BEGINNING WITH AIRCRAFT SERIAL 206-
01701. (Refer to figure 6-2, sheet 2.) Slide cover
6-5. DESCRIPTION. Rotation of the control wheel (2) toward instrument panel to expose adapter (3).
rotates four bearing roller assemblies (3) on the end Remove screws securing adapter (3) to control wheel
of the control wheel tube (4), which in turn, rotates tube assembly (1) and remove control wheel assem-
a square control tube assembly (18) inside and ex- bly. Disconnect electrical wiring to map light, mike
tending from the control wheel tube (4). Attached to switch and electric trim switch at connector (18), if
this square tube (18) is a quadrant (32) which oper- installed. Slide cover (2) off control wheel tube
ates the aileron system. This same arrangement is assembly (1).
provided for both control wheels. Synchronization of c.(Refer to figure 6-2, sheet 1.) Remove decora-
the control wheels is obtained by the interconnect tive cover from instrument panel.
cable (38), turnbuckle (37) and adjustment terminals d. Remove screw securing adjustable glide plug
(35). The forward end of the square control tube (18) (16) to control tube assembly (18) and remove plug
is mounted in a bearing block (27) on firewall (33) (16) and glide (17).
and does not move fore-and-aft, but rotates with the e. Disconnect push-pull tube (19) at sleeve weld
control wheel. The four bearing roller assemblies assembly (7).
(3) on the end of the control wheel tube reduce fric- f. THRU AIRCRAFT SERIAL 20601700. (Refer to
tion as the control wheel is moved fore-and-aft for figure 6-2, sheet 1.) Remove screws securing cover
elevator system operation. A sleeve weld assembly plate (15 or 24) at instrument panel.
(7), containing bearings which permit the control g. BEGINNING WITH AIRCRAFT SERIAL 206-
wheel tube to rotate within it, is secured to the con- 01701. (Refer to figure 6-2, sheet 2.) Remove
trol wheel tube by a sleeve and retaining ring in such screws securing cover plate (20) at instrument panel.
a manner it moves fore-and-aft with the control wheel h. (Refer to figure 6-2, sheet 1.) Using care, pull
tube. This movement allows the push-pull tube (19) control wheel tube assembly (4) aft and work assem-
attached to the sleeve weld assembly (7) to operate an bly out through instrument panel.
elevator arm assembly (22), to which one elevator
cable (39) is attached. A torque tube (21) connects NOTE
this arm assembly (22) to the one on the opposite end
of the torque tube (21), to which the other elevator To ease removal of control wheel tube assem-
cable is attached. When dual controls are installed, bly (4), snap ring (11) may be removed from
the copilot's control wheel is linked to the aileron and its locking groove to allow sleeve weld assem-
elevator control systems in the same manner as the bly (7) additional movement.
pilot's control wheel.
O If removal of control tube assembly (18) or
6-6. REMOVAL AND INSTALLATION. quadrant (32) is necessary, proceed to step
a. THRU AIRCRAFT SERIAL 20601700. (Refer to "i."
figure 6-2, sheet 1.) Remove screws attaching con-
trol wheel (2) to control wheel tube assembly (4) and i. Remove safety wire and relieve direct cable
remove wheel. Disconnect electrical wiring to map tension at turnbuckles (index 9, figure 6-1).
light and mike switch, if installed.

6-2
12

Detail

Deta
2
Detail E

A Detail 1
Detail D

C D
" 12
1 13 12
'
-s.

'N-... :. REFER TO FIGURE 6-3

E
H

Detail H
"
1 1 REFER TO
FIGURE 6-3
14
3
3

Detail G NOTE

Detail F Shaded pulleys used

REFER TO in this system.
FIGURE 6-2

1. Pulley 9. Turnbuckle (Dírect Cable)

2. Spacer 10. Cable (Carry-Thru) MAINTAIN PROPER CONTROL
3. Cable Guard 11. Cable (Inboard Direct) CABLE TENSION.
4. Rear Carry-Thru Spar 12. Rub Strip
5. Bushing 13. Turnbuckle (Carry-Thru
6. Bracket Cable) CABLE TENSION:
7. Wing Spar 14. Turnbuckle (Interconnect 40 LBS ± 10 LBS ON AILERON CARRY-
8. Cable (Outboard Direct) Cable) THRU CABLE (AT AVERAGE TEMPER-
ATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 6-1. Aileron Control System

Change 1 6-3
 14
2 13
NOTES LEFT HAND pg
1 CONTROL COLUMN
Allow 0.030 maximum "
clearance - '
between bearing block (27) and nut g 11
(34) after tightening. 10
11 g
Adjust interconnect cable (38) ten- *5
en to 30re t1h0es1bsitems.

*S A 3
15
A

RD
EH A C 1A7
FO
A 0 0

RIGHT HAND <a 1. Decorative Collar

CONTROL COLUMN 2. Control Wheel
20 3. Bearing Roller
Assembly
4. Control Wheel Tube
Assembly
' ' 5. Collar
6. Washer

25 3 26 18 22*
\ 19
7.
8.
Sleeve Weld Assembly
Bearing
9. Bearing Race
10. Thrust Bearing
0.002 " MAX *27 11. Snap Ring
PER SIDE , 12. Grommet
*28 13. Spacer
VIEW A-A 14. Collar
A 15. Cover Plate
30 - - * NOTE
I 16. Adjustable Glide Plug
r 17.
31
Refer to Section 8 i Control Tube Glide
18. Control Tube Assembly
19. Push-Pull Tube
33 32 20. Guide Assembly
27 ,7

, 38 21. Deleted
e 22. Arm Assembly (Elev)
34 23. Retainer
' ' 30/ 30 24. Cover Plate
*35 18
*3G 25. Retainer
26. Washer
*37 27. Bearing Block
28. Support Bracket
NOTES
29. Idler Shaft
30. Cable Guard
Washers (26) are of various thicknesses 27 31. Cable (Aileron Direct)
and are used to obtain dimension shown 34 32. Quadrant (Cable Drum)
in view A -A. 33. Firewall
32 34. Nut
Use washers (6) as required to adjust free *35 *36
35. Adjustable Nut
31 36. Roll Pin
play. Do not exceed 4 washers per assembly.
37. Turnbuckle (Inter-
*Used only on aircraft NOT equipped with dual connect Cable)
control wheel installation. 38. Cable (Interconnect)

Figure 6-2. Control Column Installation (Sheet 1 of 2)

6-4 Change 2
Refer to sheet 1 for remainder
BEGINNING WITH AIR-
of control2c3olumn 11
CRAFT SERIAL 620601701

Detail

BEGINNING WITH AIR 3 16

-

g'
CRAFT SERIAL U20601792
2 ', 18 17

1 THRU U20602579

20 1 21
19 * Plugs (12 and 15) are used when mike switch (11)
3.00 " and electric trim switch (14) are not used.

' 10 11 *12 13
14*15

19
LEFT HAND 6
(PILOT SIDE)
20
5
RIGHT HAND
(COPILOT SIDE)

BEGINNING WITH
SERIAL U20603021

BEGINNING WITH U20602580

NOTE
3.00"
NOTE
From centerline of adapter (3) to centerline of
Torque bolt to 30 lb-inches plate (5) lower screw should be 3 " as shown.

1. Tube Assembly 10. Pad 19. Bearing Assembly

2. Cover 11. Mike Switch 20. Cover Plate
3. Adapter 12. Plug 21. Collar
4. Rubber Cover 13. Insulator 22. Single Controls Cover Plate
5. Plate 14. Electric Trim Switch 23. Bearing Block
6. Map Light Rheostat 15. Plug 24. Firewall
7. Terminal Block 16. Bracket 25. Guard Assembly
8. Map Light Assembly 17 Cable 26. Quadrant
9. Control Wheel 18. Connector 27. Cover Strap

Figure 6-2. Control Column Installation (Sheet 2 of 2)

Change 3 6-5
 11
10
13

15
1

NO
8
24 Push-pull tube (9)is adjustable y
19 at the aileron end only. g

16
Prior to rigging the aileron sys-
tem, remove stop bolts (11) and
23 apply locking compound, LOCTITE
21 GRADE C OR EQUIVALENT, to
threads and reinstall in bellerank.
22

1. Hinge Support 10. Retainer 19. Bellerank

2. Aileron Assembly 11. Travel Stop Bolt 20. Cable Guard
3. Balance Weight 12. Pivot Bolt 21. Lower Aileron Bellerank Bracket
4. Upper Skin 13. Upper Wing Skin 22. Lower Wing Skin
5. Bolt 14. Upper Aileron Bellerank Bracket 23. Brass Washer
6. Leading Edge Skin 15. Bushing 24. Cable Lock
7. Plug Button 16. Bearing 25. Nutplate
8. Access Plate 17. Cable (Outboard Direct) 26. Bolt
9. Push-Pull Tube 18. Cable (Carry-Thru)

Figure 6-3. Aileron Installation

j. Remove safety wire, relieve interconnect cable dance with paragraphs 6-17 and 8-13 respectively.
tension at turnbuckle (37) and remove cables from Safety turnbuckles and all other items previously
quadrant (32). safetied. Tighten nut (34) securing control tube
k. Remove safety wire and remove roll pin (36) assembly (18) to firewall snugly, then loosen nut to
through quadrant (32) and control tube assembly (18). 0. 030" maximum clearance between nut and bearing
1. Remove pin, nut (34) and washer from control block, align cotter pin hole and install pin.
tube assembly (18) protruding through bearing block
(27) on forward side of firewall (33). 6-7. REPAIR. Worn, damaged or defective shafts,
m. Using care, pull control tube assembly (18) aft bearings, quadrants, cables or other components
and remove quadrant (32). should be replaced. Refer to Section 2 for lubrica-
n. Reverse the preceding steps for reinstallation. tion requirements.
Rig aileron and elevator control systems in accor-

6-6 Change 1
 0

AVAILABLE FROM CESSNA SERVICE PARTS CENTER (TOOL NO. SE 716)

Figure 6-4. Inclinometer for Measuring Control Surface Travel

6-8. BEARING ROLLER ADJUSTMENT. (BEGIN- b. Remove safety wire and relieve cable tension at
NING WITH AIRCRAFT SERIAL 20601701.) (Refer turnbuckles (index 9, figure 6-1).
to figure 6-2.) Each bearing assembly (index 19, c. Disconnect control cables from bellerank (19).
sheet 2) has an 0.062" eccentric adjustment when d. Disconnect push-pull tube (9) at bellerank (19).
installed, for aligning the control tube weld assembly e. Remove bolt securing bellerank to wing struc-
(index 7, sheet 1) and push-pull tube (index 19, sheet ture.
1) with the guide assembly (index 20, sheet 1). For f. Remove bellerank through access opening, using
alignment, proceed as follows: care that bushing (15) is not dropped from bellerank.
a. Remove control wheel assembly in accordance
with paragraph 6-6. NOTE
b. Install cover plate (index 20, sheet 2) backwards
(bearings on aft side) and leave loose with instrument Brass washers (23) may be used as shims
panel. between lower end of bellerank and lower
c. Align control wheel tube assembly (index 4, sheet bracket (21). Retain these shims. Tape
1) for free travel of push-pull tube (index 19, sheet 1) open ends of bellerank to prevent dust and
along full length of guide assembly (index 20, sheet dirt from entering bellerank needle bear-
1). ings (16).
d. Center cover plate (index 20, sheet 2) over tube
and bearing assembly and secure plate to instrument g. Reverse the preceding steps for reinstallation.
panel. Rig system in accordance with paragraph 6-17,
e. Adjust each bearing (index 19, sheet 2) to control safety turnbuckles and reinstall all items removed
wheel tube assembly and tighten bearings in place. for access.
f. Remove cover plate and reinstall with bearings
facing forward. 6-11. REPAIR. Repair of belleranks consists of
replacement of defective parts. If needle bearings
6-9. AILERON BELLCRANK. (Refer to figure 6-3.) are dirty or in need of lubrication, clean thoroughly
and lubricate as outlined in Section 2.
6-10. REMOVAL AND INSTALLATION.
a. Remove access plate inboard of each bellerank
(19) on underside of wing.

6-7
6-12. CABLES AND PULLEYS. (Refer to figure f. Check aileron travel and alignment, re-rig if
6-1.) necessary, in accordance with paragraph 6-17.

6-13. REMOVAL AND INSTALLATION. 6-16. REPAIR. Aileron repair may be accomplished
a. Remove access plates, wing root fairings and in accordance with instructions outlined in Section 18.
upholstery as required. Before installation, ensure balance weights and hinges
b. Remove safety wire and relieve cable tension at are securely attached.
turnbuckles (9 and 13).
c. Disconnect cables from aileron belleranks (index 6-17. RIGGING.
19, figure 6-3) and quadrants (index 32, figure 6-2). a. (Refer to figure 6-1.) Remove access plates
d. Remove cable guards and pulleys as necessary and upholstery as required.
to work cables free of aircraft. b. Remove safety wire and relieve cable tension
at turnbuckles (9 and 13).
NOTE c. (Refer to figure 6-3.) Disconnect push-pull
tubes (9) at ailerons (2).
To ease routing of cables, a length of wire d. (Refer to figure 6-2.) Adjust turnbuckle (37)
may be attached to end of cable before and adjustment nuts (35) on interconnect cable (38)
being withdrawn from aircraft. Leave to remove slack, acquire proper tension (30±10
wire in place, routed through structure; pounds) and position both control wheels level (syn-
then attach cable being installed and use chronized).
to pull cable into position. e. Tape a bar across both control wheels to hold
them in neutral position.
e. Reverse the preceding steps for reinstallation. f. (Refer to figure 6-1.) Adjust direct cable turn-
f. After cables are routed in position, install pul- buckles (9) and carry-thru cable turnbuckle (13) to
leys and cable guards. Ensure cables are positioned position belleranks (index 19, figure 6-3) approxi-
in pulley grooves before installing guards, mately in neutral while maintaining proper cable
g. Re-rig aileron system in accordance with para- tension.
graph 6-17, safety turnbuckles and install access g. Streamline ailerons with reference to flaps
plates, fairings and upholstery removed in step "a." (flaps full UP positions), then adjust push-pull
tubes (index 9, figure 6-3) to fit and install.
6-14. AILERONS. (Refer to figure 6-3.) h. With ailerons streamlined, mount an inclino-
meter on trailing edge of aileron and set pointer to
6-15. REMOVAL AND INSTALLATION. 0°.
a. Remove access plates (8) and plug buttons (7) i. Remove bar from control wheels and adjust
from underside of aileron. travel stops (index 11, figure 6-3) to obtain travel
b. Disconnect push-pull tube (9) at ailerons. specified in figure 1-1.
c. Remove bolts (5) attaching ailerons to hinge j. Ensure all turnbuckles are safetied, all cables
supports (1). and cable guards are properly installed, all jam nuts
d. Using care, pull ailerons out and down. are tight and replace all parts removed for access.
e. Reverse the preceding steps for reinstallation.

NOTE
Be sure ailerons move in correct direction
If rigging was correct and push pull tube when operated by the control wheels.
adjustment was not disturbed, it should
not be necessary to re-rig system.

SHOP NOTES:

6-8 Change 3
 SECTION 7

WING FLAP CONTROL SYSTEM

TABLE OF CONTENTS Page

WING FLAP CONTROL SYSTEM . . . . . .

7-1 Belleranks . . . . . . . . . . . . . .
7-5
Description . . . . . . . . . . . . . .
7-1 Removal and Installation . . . . . .
7-5 I
OperationalCheck ........... 7-1 Repair ..............
7-5
TroubleShooting . . . . . . . . . . . . 7-2 Flaps . . . . . . . . . . . . . . . . .
7-5
Flap Motor and Transmission Assembly . 7-3 Removal and Installation . . . . . .
7-5
Removal and Installation . . . . . - 7-3 Repair . . . . . . . . . . . . . .
7-5
Repair .............. 7-3 CablesandPulleys........... 7-5
Flap Control Lever . . . . . . . . . . . 7-3 Removal and Installation . . . . . .
7-5
Removal and Installation . . . . . .
7-3 Rigging Flaps
-

. . . . . . . . . . . .
7-5
Drive Pulleys . . . . . . . . . . . . .
7-5 Rigging Flap Control Lever
-
and
Removal and Installation . . . . . .
7-5 Follow-Up . . . . . . . . . . . . . .
7-13
Repair ..............
7-5

7-1. WING FLAP CONTROL SYSTEM. (Refer to motor should NOT continuously freewheel at travel
figure 7-1.) extremes.
c. BEGINNING WITH AIRCRAFT SERIAL U206-
7-2. DESCRIPTION. The wing flap control system 01674 AND ALL AIRCRAFT MODIFIED IN ACCOR-
consists of an electric motor and transmission assem- DANCE WITH FIGURE 7-2 SHEET 3. Check for
bly, drive pulleys, synchronizing push-pull tubes, positive shut-off of motor at the flap travel extremes,
belleranks, push-pull rods, cables, pulleys and a FLAP MOTOR MUST STOP OR DAMAGE WILL RE-
follow-up control. Power from the motor and trans- SULT.
mission assembly is transmitted to the flaps by a d. Check flaps for sluggishness in operation. In
system of drive pulleys, cables and synchronizing flight at 110 MPH (THRU AIRCRAFT SERIALS P206-
tubes. Electrical power to the motor is controlled by 00648 AND U20601700) and 120 MPH (BEGINNING
two microswitches mounted on a "floating" arm, a WITH AIRCRAFT SERIAL U20601701), indicated
control lever and a follow-up control. As the control airspeed, flaps should fully extend in approximately
lever is moved to the desired flap setting, a switch is 15. 5 seconds and retract in approximately 7. 5 sec-
tripped actuating the flap motor. As the flaps move, onds. On the ground, with engine running, the flaps
the floating arm is rotated by the follow-up control should extend in approximately 8 seconds and retract
[ until the active switch clears the control lever cam, in approximately 7. 5 seconds.
breaking the circuit. To reverse the direction of e. With flaps full UP, mount an inclinometer on one
flap travel, the control lever is moved in the opposite 0°.
flap and set to Lower flaps to full DOWN position
direction. When the control lever cam contacts the and check flap angle as specified in figure 1-1. Cheele
second switch the flap motor is energized in the op- approximate mid-range percentage setting against
posite direction. Likewise, the follow-up control degrees as indicated on inclinometer. Repeat the
moves the floating arm until the second switch is same procedure for the opposite flap.
clear of the control lever cam.
NOTE
7-3. OPERATIONAL CHECK.
a. Operate flaps through their full range of travel, An inclinometer for measuring control sur-
I observing for uneven or jumpy motion, binding and face travel is available from the Cessna
lost motion in the system. Ensure flaps are moving Service Parts Center. Refer to figure 6-4.
together through their full range of travel.
b. THRU AIRCRAFT SERIALS P20600648 AND f. Remove access plates and attempt to rock drive
U20601673 WHEN NOT MODIFIED IN ACCORDANCE pulleys and belleranks to check for bearing wear.
WITH FIGURE 7-2, SHEET 3. Check for positive g. Inspect flap rollers and tracks for evidence of
shut-off of motor at the flap travel extremes, the binding and defective parts.

Change 1 7-1
7-4. TROUBLE SHOOTING.

NOTE

Due to
remedy procedures in the following trouble shooting
chart it may be necessary to re-rig system, refer to para-
graphs 7-21 and 7-22.

TROUBLE PROBABLE CAUSE REMEDY

BOTH FLAPS FAIL TO MOVE. Popped circuit breaker. Reset and check continuity.
Replace breaker if defective.

Defective switch. Place jumper across switch.

Replace switch if defective.

Defective motor. Remove and bench test.

Replace motor if defective.

Broken or disconnected wires. Run continuity check of wiring.

Connect or repair wiring as
necessary.

Disconnected or defective Connect transmission. Remove,

transmission, bench test and replace transmis-
sion if defective.

Defective limit switch. Check continuity of switches.

Replace switches found defective.

Follow-up control dis- Secure control or replace

connected or slipping. if defective.

BINDING IN SYSTEM AS FLAPS Cables not riding on pulleys. Open access plates and observe
ARE RAISED AND LOWERED. pulleys. Route cables correctly
over pulleys.

Bind in drive pulleys. Check drive pulleys in motion.

Replace drive pulleys found
defective.

Broken or binding pulleys. Check pulleys for free rotation or

breaks. Replace defective pulleys.

Frayed cable. Check condition of cables. Replace

defective cables.

Flaps binding on tracks. Observe flap tracks and rollers.

Replace defective parts.

LEFT FLAP FAILS TO MOVE. Disconnected or broken cable. Check cable tension.
Connect or replace cable.

Disconnected push-pull rod. Attach push-pull rod.

FLAPS FAIL TO RETRACT. Disconnected or defective Check continuity of switch.

UP limit switch. Connect or replace switch.

7-2
7-4. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

FLAPS FAIL TO EXTEND. Disconnected or defective Check continuity of switch.

DOWN limit switch. Connect or replace switch.

INCORRECT FLAP TRAVEL. Incorrect rigging. Refer to paragraphs 7-21 and 7-22.

Defective limit switch. Check continuity of switches.

Replace switches found defective.

7-5. FLAP MOTOR AND TRANSMISSION ASSEM- 1. Complete steps 1, 3 and 4 of subparagraph
BLY. "a."
2. Run flap motor to place actuating tube (8) IN
7-6. REMOVAL AND INSTALLATION. to its shortest length.
a. THRU AIRCRAFT SERIALS P20600648 AND 3. Complete steps 2, 6, 7, 8, 9 and 10 of sub-
U20601673 WHEN NOT MODIFIED IN ACCORDANCE paragraph "a."
WITH SK150-37 AND WHEN NOT MODIFIED IN AC- c. BEGINNING WITH AIRCRAFT SERIAL U206-
CORDANCE WITH FIGURE 7-2, SHEET 3. (Refer 01674 AND ALL AIRCRAFT MODIFIED IN ACCOR-
to figure 7-2, sheet 1.) DANCE WITH FIGURE 7-2, SHEET 3. (Refer to
1. Run flaps to full DOWN position. figure 7-2, sheets 2 and 3.)
2. Disconnect battery cables at the battery and 1. Complete steps 1 thru 7 of subparagraph "a."
insulate cable terminals as a safety precaution. 2. Disconnect electrical wiring at limit switches
3. Remove access plates adjacent to drive pulley (31 and 34). Tag wires for reference on reinstalla-
and motor assembly on right wing. tion.
3. Complete steps 8, 9 and 10 of subparagraph
NOTE "a."

Remove motor (1), transmission (4), hinge 7-7. REPAIR. Repair consists of replacement of
assembly (2) and actuating tube (8) from the motor, transmission, coupling, actuating tube and
aircraft as a unit. associated hardware. Bearings in hinge assembly
may also be replaced. Lubricate as outlined in See-
4. Remove bolt (20) securing actuating tube (8) tion 2.
to drive pulley (16).
5. Screw actuating tube (8) IN toward transmis- 7-8. FLAP CONTROL LEVER.
sion (4) by hand to its shortest length.
6. Remove bolt (3) securing flap motor hinge as- 7-9. REMOVAL AND INSTALLATION.
sembly (2) to wing, or remove bolt (5) securing trans- a. THRU AIRCRAFT SERIALS P20600648 AND
mission (4) to hinge assembly (2). Retain brass U20601700. (Refer to figure 7-3, sheet 1.)
washer between lower end of hinge and wing structure. 1. Remove follow-up control (1) from switch
Remove hinge assembly (2) through access opening, mounting arm (14).
using care not to drop bushing from hinge. Tape open 2. Remove flap operating switches (11 and 13)
ends of hinge to protect bearings. from switch mounting arm (14). DO NOT disconnect
7. Disconnect motor electrical wiring (21) at electrical wiring at switches.
quick-disconnects. 3. Remove knob (9) from control lever (8).
8. Using care, work assembly from wing through 4.
Remove remaining items by removing bolt
access opening. (17). Use care not to drop parts into tunnel area.
9. Reverse the preceding steps for reinstallation. 5. Reverse the preceding steps for reinstallation.
If the hinge (2) was removed from the transmission for Do not overtighten bolt (17) causing lever (8) to bind.
any reason, ensure the short end of hinge is reinstall- Rig system in accordance with paragraphs 7-21 and
ed toward the top. 7-22.
10. Complete an operational check as outlined in b. BEGINNING WITH AIRCRAFT SERIAL U206-
paragraph 7-3 and re-rig flap system in accordance 01701. (Refer to figure 7-3, sheet 2 and 3.)
with paragraphs 7-21 and 7-22. 1. Disconnect follow-up control bellerank (24)
b. THRU AIRCRAFT SERIALS P20600648 AND from switch mounting arm (8).
U20601673 WHEN MODIFIED IN ACCORDANCE 2. Remove flap operating switches (15 and 16)
WITH SK150-37 AND WHEN NOT MODIFIED IN from switch mounting arm (8). DO NOT disconnect
ACCORDANCE WITH FIGURE 7-2, SHEET 3. electrical wiring at switches.
(Refer to figure 7-2, sheet 2.)

Change 3 7-3
 NOTE 1 4
2
2
RSh ded pul yGsare use2d for

Detail B
5

...
Detaii C

D
A 7 REFER TO
FIGURE 7 -4

11 3
1714 15
1 12

REFER TO FIGURE 7-3

20

1. Pulley Detail D ·
• 16
SCpaabceerGuard 18
3
4. Bushing 19 17
g
5. Bracket A
Detail A
6. Rear Carry-Thru Spar
7. Synchronizing Push-Pull Tube
8. Follow-Up Control
9. Rub Strip
10. Turnbuckle
11. Bolt
12. Bellcrank (CAUTION(
13. Bolt
14. Push-Pull Rod MAINTAIN PROPER CONTROL
15. Attach Bracket CABLE TENSION.
16. Bearing
17. Support
18. Bolt CABLE TENSION:
19. Washer 70 LBS ± 10 LBS (AT AVERAGE TEMPER-
20. Bushing ATURE FOR THE AREA)
REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 7-1. Wing Flap Control System

7-4 Change 1
 3.Remove knob (11) from control lever (12). 7-15. REPAIR. Repair is limited to replacement of
4.Remove remaining items by removing bolt bearings. Cracked, bent or excessively worn bell-
(18). Use care not to drop parts into tunnel area. cranks must be replaced. Lubricate bearings as
5. Reverse the preceding steps for reinstalla- outlined in Section 2.
tion. Do not overtighten bolt (18) causing lever (12)
to bind. Rig system in accordance with paragraphs 7-16. FLAPS. (Refer to figure 7-4.)
7-21 and 7-22.
7-17. REMOVAL AND INSTALLATION.
7-10. DRIVE PULLEYS. (Refer to figure 7-2.) a. Run flaps to full DOWN position.
b. Remove access plates (5) from top leading edge
7-11. REMOVAL AND INSTALLATION. of flap.
a. Remove access plates adjacent to drive pulley c. Disconnect push-pull rods at flap brackets (4).
(16) in right wing. d. Remove bolts (12) at each flap track, pull flap
b. Unzip or remove headliner as necessary for aft and remove remaining bolt. As flap is removed
access to turnbuckles (index 10, figure 7-1), remove from wing, all washers, rollers and bushings will
safety wire and loosen turnbuckles. fall free. Retain these for reinstallation.
c. Remove bolt (18) securing flap push-pull rod (14) e. Reverse the preceding steps for reinstallation.
to drive pulley (16). If push-pull rod adjustment is not disturbed, re-
d. Remove bolt (10) securing synchronizing push- rigging of system should not be necessary. Check
pull tube (9) to drive pulley (16) and lower RIGHT flap travel and rig in accordance with paragraphs 7-21
flap gently. and 7-22, if necessary.
e. Remove bolt (20) securing actuating tube (8) to
drive pulley (16) and lower LEFT flap gently. Retain 7-18. REPAIR. Flap repair may be accomplished
bushing. in accordance wtih instructions outlined in Section
f. Remove cable locks (13) securing control cables 18.
to drive pulley (16). Tag cables for reference on
reinstallation. 7-19. CABLES AND PULLEYS. (Refer to figure
g. THRU AIRCRAFT SERIALS P20600648 AND 7-1.)
U20601700. Remove bolt (11) attaching follow-up
control bellcrank (17) to drive pulley (16). 7-20. REMOVAL AND INSTALLATION.
h. Remove bolt (12) attaching drive pulley (16) to a. Remove access plates, fairings, headliner and
wing structure. upholstery as necessary for access.
i. Using care, remove drive pulley through access b. Remove safety wire, relieve cable tension, dis-
opening, being careful not to drop bushing. Retain connect turnbuckles (10) and carefully lower LEFT
brass washer between drive pulley and wing structure flap.
for use on reinstallation. Tape open ends of drive c. Disconnect cables at drive pulleys, remove ca-
pulley after removal to protect bearings. ble guards and pulleys as necessary to work cables
j. To remove left wing drive pulley, use this same free of aircraft.
procedure omitting steps "e" and "g."
k. Reverse the preceding steps for reinstallation. NOTE
Rig system in accordance with paragraphs 7-21 and
7-22, safety turnbuckles and reinstall all items re- To ease routing of cables, a length of wire
moved for access. may be attached to the end of cable being
withdrawn from the aircraft. Leave wire
7-12. REPAIR. Repair is limited to replacement of in place, routed through structure; then at-
bearings. Cracked, bent or excessively worn drive tach the cable being installed and use wire
pulleys must be replaced. Lubricate drive pulley to pull cable into position.
bearings as outlined in Section 2.
d. Reverse the preceding steps for reinstallation.
7-13. BELLCRANKS. (Refer to figure 7-1.) e. After cables are routed in position, install pul-
leys and cable guards. Ensure cables are positioned
7-14. REMOVAL AND INSTALLATION. in pulley grooves before installing guards.
a. Run flaps to full DOWN position. f. Re-rig flap system in accordance with paragraphs
b. Remove access plate adjacent to bellcrank (12). 7-21 and 7-22, safety turnbuckles and reinstall all
c. Remove bolt (18) securing outboard push-pull items removed in step "a."
rod (14) to bellerank (12).
d. Remove bolt (11) securing synchronizing push- 7-21. RIGGING-FLAPS. (Refer to figure 7-2.)
pull tube (7) to bellcrank (12). a. Unzip or remove headliner as necessary for ac-
e. Remove bolts (13) securing upper and lower cess to turnbuckles (index 10, figure 7-1).
Supports (17). b. Remove safety wire, relieve cable tension, dis-
f. Work bellcrank out through access opening. connect turnbuckles and carefully lower LEFT flap.
g. Reverse the preceding steps for reinstallation. c. Remove bolt (18) securing flap push-pull rod
Rig system in accordance with paragraphs 7-21 and (14) to drive pulleys (16) in both wings.
7-22.

Change 1 7-5
 THRU AIRCRAFT SERIALS
P20600648 AND U20601673

5 9 12
4 10 11

2
13 14
1

20
15

21 16
19

TOP VIEW

1. Motor Assembly REFER TO FIGURE

2. Hinge Assembly 7-3 FOR FOLLOW-
3. Pivot Bolt
UP SYSTEM
4. Transmission Assembly
5. Bolt
6. Nut and Ball Assembly 17
7. Setscrew
8. Actuating Tube
9. Synchronizing Push-Pull Tube
10. Bolt
11. Bolt
12. Pivot Bolt
13. Cable Lock
14. Push-Pull Rod
15. Attach Bracket a i
16. Drive Pulley
17. Bellcrank
16
18. Bolt
19. Spacer BOTTOM VIEW
20. Bolt
21. Electrical Wiring 23
22. Down-Limit Switch
23. Up-Limit Switch
24. Snubber Assembly
25. Bracket
26. Spacer '\
27. Shim
28. Screw NOTE
29. Setscrew Detail
30. Switch Adjusting Block
Use Loctite Sealant, Grade "C" on
31. Up-Limit Switch
32. Switch Actuating Collar
threads of setscrew (7) after final
ad3ustment.
33. Switch Support
34. Down-Limit Switch
35. Bushing Ensure shortest end of hinge (2) is at top.

Figure 7-2. Flap Motor and Transmission Assembly (Sheet 1 of 3)

7-6 Change 1
 24
1

26
4

THRU AIRCRAFT SERIALS P20600648 AND U20601673

WHEN MODIFIED IN ACCORDANCE WITH SK150-37

A
-
±
" with
29 30 .12 .05

31 32 flaps in the full

32 8 UP position.
33
30
29 34

33 31

VIEW -A
BEGINNING WITH AIRCRAFT
SERIAL U20601674

Figure 7-2. Flap Motor and Transmission Assembly (Sheet 2 of 3)

7-7
 29
30
31
8
33 34
29 30

8 32 "
.12 ± .05 with flaps
in the full UP position.

34 33 31

VIEW Å

THIS FLAP ACTUATOR INSTALLATION IS EFFECTIVE

THRU AIRCRAFT SER IALS P20600648 AND U20601673
WHEN USED AS A REPLACEMENT SPARE FOR SK150-
37 OR PRODUCTION FLAP ACTUATOR INSTALLATIONS
PRIOR TO U20601674

Figure 7-2. Flap Motor and Transmission Assembly (Sheet 3 of 3)

7-8
 d. Remove bolt (10) securing synchronizing push- align RIGHT drive pulley so that the centerline of bolt
pull tube (9) to drive pulley (16) in right wing and hole for inboard push-pull rod is 4.20 inches aft of
carefully lower RIGHT flap. fuel well bulkhead (refer to figure 7-5). Tighten set-
e. Remove bolt securing synchronizing push-pull screw (7) in accordance with procedures outlined in
tube to drive pulley in left wing. the following note and secure actuating tube to drive
f. Disconnect outboard flap push-pull rods from pulley with bolt (20).
belleranks in both wings.
g. Disconnect actuating tube (8) from drive pulley NOTE
(16).
Thru Aircraft Serial U20602223: Tighten
NOTE setscrew (7). Aircraft Serials U20602224
thru U20602376: Apply grade CV sealant
Ensure that the 3/32 inch retract cable is to setscrew (7) threads and torque to 45
connected to the forward side of the right lb-in. Beginning with Aircraft Serial
drive pulley and to the aft side of the left U20602377: Apply grade CV sealant to
drive pulley and that the 1/8 inch direct setscrew (7) threads and torque to 60 lb-in.
cable is connected to the aft side of the
1. Manually holding RIGHT flap full up, adjust
right drive pulley and to the forward side push-pull rods to align with drive pulley and bell-
of the left drive pulley. Ensure that the
right drive pulley rotates clockwise, when
crank attachment holes. Connect push-pull rods
viewed from below, as the flaps are ex_ and tighten locknuts.
tended. ( Refer to figure 7-5.)
NOTE
h. Adjust synchronizing push-pull tube (9) in RIGHT
The right flap and actuator MUST be correctly
wing to 48.69 inches between centers of rod end holes,
rigged before cables and left flap can be rig-
tighten jam nuts and connect to bellerank and drive
ged.
pulley.
i. THRU AIRCRAFT SERIALS P20600648 AND
trailing
.

m. Mount an inclinometer on edge of RIGHT

U20601673 WHEN NOT MODIFIED IN ACCORDANCE
flap.
WITH SK150-37 AND WHEN NOT MODIFIED IN
ACCORDANCE WITH FIGURE 7-2, SHEET 3. (Refer
NOTE
to figure 7-2, sheet 1.) Screw actuating tube (8) IN
toward transmission (4) by hand to its shortest length An inclinometer for measuring control surface
(flaps full up position). Loosen setscrew (7) securing
travel is available from the Cessna Service
actuating tube to nut and ball assembly (6), hold nut Parts Center. Refer to figure 6-4.
and ball assembly so that it will not move and adjust
actuating tube IN or OUT as necessary to position the n. THRU AIRCRAFT SERIALS P20600648 AND
RIGHT drive pulley so that the centerline of bolt hole
U20601673 AND ALL AIRCRAFT NOT MODIFIED
for the inboard push-pull rod attachment is 4.20
IN ACCORDANCE WITH FIGURE 7-2, SHEET 3.
inches aft of fuel well bulkhead (refer to figure 7-5).
1. With RIGHT flap in full UP position, adjust
Tighten setscrew (7) and secure actuating tube to UP-LIMIT switch (23) to operate and shut-off elec-
drive pulley with bolt (20).
trical power to motor at degree of travel specified
.

j. THRU AIRCRAFT SERIALS P20600648 AND

in figure 1-1.
U20601673 WHEN MODIFIED IN ACCORDANCE WITH
SK150-37 AND WHEN NOT MODIFIED 2. Run RIGHT flap to DOWN position and adjust
IN ACCOR- DOWN-LIMIT switch (22) to operate and shut-off
DANCE WITH FIGURE 7-2, SHEET 3. Operate flap
electrical power to motor at degree of travel speci-
motor until actuating tube (8) is IN to its shortest
length (flaps full up position). fied in figure 1-1.
Loosen setscrew (7)
securing actuating tube to nut and ball assembly o. BEGINNING WITH AIRCRAFT SERIAL U206-
(6) '
hold nut and ball assembly so that it will not move
01674 AND ALL AIRCRAFT MODIFIED IN ACCOR-
and adjust actuating tube IN or OUT as necessary to DANCE WITH FIGURE 7-2, SHEET 3.
position the RIGHT drive pulley so that the centerline 1. With RIGHT flap in full UP position, loosen
of bolt hole for the inboard push-pull rod attachment setscrew (29) and slide UP-LIMIT switch (31) adjust-
ment block (30) to operate switch and shut-off elec-
is 4. 20 inches aft of fuel well bulkhead (refer to figure
7-5). Tighten setscrew (7) and secure actuating tube
trical power to motor at degree of travel specified in
figure 1-1. Tighten setscrew (29).
to drive pulley with bolt (20).
2. Run RIGHT flap to DOWN position and adjust
k. BEGINNING WITH AIRCRAFT SERIAL U206- DOWN-LIMIT switch (34) adjustment block (30) to
01674 AND ALL AIRCRAFT MODIFIED IN ACCOR-
operate switch and shut-off electrical power to motor
DANCE WITH FIGURE 7-2, SHEET 3. Screw actu-
at degree of travel specified in figure 1-1. Tighten
ating tube (8) IN toward transmission (4) by hand to
setscrew (29).
12±.05 inches between switch actuating collar (32)
p. Run RIGHT flap to full UP position.
.

and transmission as illustrated in figure 7-2, VIEW push-pull

q. Complete step "h" for synchronizing
A-A. Loosen setscrew (7) securing actuating collar tube in LEFT wing.
(32). Hold actuating collar to maintain .12±.05" and r. Connect control cables at turnbuckles (index 10
adjust actuating tube (8) IN or OUT as necessary to figure 7-1). Adjust turnbuckles to position left drive
pulley so that the centerline of bolt hole for the in-

Change 2 7-9
 1. Follow-Up Control
2. Bracket
1
3. Clamp ., ••·..

4. Spacer ''••.., ••.

5 . Wa sher ••.
••..

6. Spring .. •••.
.....3••-

7. Cam . . ••...
...-·••

8. Control Lever '••.

9. Knob ••¿ ,,•..

10. Bracket . ./

11. Flaps DOWN Operating Switch •• --

12. Insulator ..••

,,--" 's-,
i..•• '
13. Flaps UP Operating Switch .
'•.

14. Switch Mounting Arm .• -.

15. Flap Position Indicator ••s

16. Buo thing ,,-- es

18. Stiffener

NOTE

Apply Grade "C" Loctite to threads

of control lever (8) upon installation
of knob (9).
16

15

14
13 11 1 5 * BEGINNING WITH AIRCRAFT SERIALS P206-0534
*10 AND U206-1237 THRU U20601590
**12
BEGINNING WITH AIRCRAFT SERIAL U20601633
**12 SERIALS P206-0557
** BEGINNING WITH AIRCRAFT
AND U206-1248
Detail A 9
8

Figure 7-3. Flap Control Lever Installation (Sheet 1 of 3)

7-10 Change 3
 1 --,.

' 29 Detail A e
THRU SERIAL
3
2A
...'
Detail
10
BEGINNING WITH SERIALS 9
B U20601924 & ON. 8
14
1. Control
Follow-Up 15
Control Adjustment
2. Nut
3. Control Bracket 16
4. Nylon Guide 17
5. Union Assembly 18
6. Retract Cable 20
7. Bushing gg 21 19
8. Arm Assembly
9. Flap Position Indicator
1 Bracket
26
'
12. Control Lever 25
11 Wasiher dit

15. Flaps UP Operating Switch

16. Flaps DOWN Operating Switch
17. Insulator 27
23 24
18. Bolt
19. Spacer
20. Bolt •|

21. Spring
22. Firewall Stiffener
23. Bracket 21
24. Bellcrank Assembly 25
25. Pin
26. Bracket NOTE
2
27. Pedestal Structure
28. Metal Washer Apply Grade "C" Loctite to threads 3
29. Nylon Washer of control lever (12) upon installa-
30. Support tion of knob (11). 7,
1

k THRU AIRCRAFT SERIALS P20600648 AND U20601912

O BEGINNING WITH AIRCRAFT SERIAL U20601913

( Refer to Cessna Service Letter SE 73-8 for add-
Detail 8
itional information )- SERIALS U20601701 THRU
U20603020

Figure 7-3. Flap Control Lever Installation (Sheet 2 of 3)

Change 3 7 -11
 1. Follow-Up Control
2. Control Adjustment Nut 18
3. Control Bracket
4. Nylon Guide
5. Union Assembly
6. Retract Cable
7. Bushing
8. Arm Assembly 20
9. Flap Position Indicator
10. Bracket
11. Knob
12. Control Lever
13. Washer ,

14. Cam
21 24
15. Flaps UP Operating Switch
16. Flaps DOWN Operating Switch
17. Insulator 2
18. Bolt 25
19. Spacer
20. Bolt . 1
21. Spring
22. Firewall Stiffener
23. Bracket
24. Bellerank Assembly
25. Pili
26. Bracket
Detail B
27. Pedestal Structure BEGINNING WITH SERIAL
28. Metal Washer U20603021
29. Nylon Washer
30. Support

Figure 7-3. Flap Control Lever Installation (Sheet 3 of 3)

7-12 Change 3
 1

10 /

Detail

BEGINNING WITH AIRCRAFT 9 13

SERIALS P206-0520 AND U206- 10
1235 THRU U20601568 8 13
10 11
1 12
12
BEGINNING WITH AIRCRAFT-
SERIAL U20601569 8
13
10
1. Wing Structure 13 Detail $
2. Flap Track 11
3. Wing Flap 12
4. Bracket n
5. Access Plate Detail D
6. Nylon Plug Button
7. Stiffener
8. Nut
9. Washer NOTE
10. Roller
11. Bushing Bushings (11), rollers (10) and spacers (13) are first
12. Bolt positioned through slots in flap tracks, then are se-
13. Spacer cured to the flap roller supports with attaching bolts,
washers and nuts. Nylon plug buttons (6) prevent flap
from chafing wing trailing edge.

Figure 7-4. Flap Installation

Change 3 7-12A/(7-12B blank)

 DRIVE PULLEY-- FWD FLAPMOTORAND
TRANSMISSION
S CHHRUOLL BFU KHWEEALDL
BE SET SCREW

FLAP MOTOR
INBOARD ACTUATING
PUSH-PULL TUBE
OUTBOARD
PUSH-PULL ROD TURNBUCKLES BELLCRANK
ROD

LEFT WING VIEWED FROM ABOVE RIGHT WING

Figure 7-5. Flap System Schematic

board push-pull rod attachment is 4. 20 inches aft of maintaining this position.

fuel well bulkhead, maintaining 70±10 pounds tension. 3. Mount an inclinometer on trailing edge of
Adjust retract one flap and set to
0°. Turn
cable first. master switch ON and
move control lever to the
10°
position. If flap travel
NOTE is more than 10°, adjust flaps DOWN operating switch
(11) away from cam (7) and recycle flaps. If flap
Ensure cables are positioned in pulley grooves travel is less than 10°, adjust flaps DOWN operating
and cable ends are positioned correctly at switch (11) closer to cam (7) and recycle flaps.
drive pulleys before tightening turnbuckles.
NOTE
s. Manually holding LEFT flap full UP, adjust
push-pull rods to align with drive pulley and bell- An inclinometer for measuring control sur-
crank attachment holes. Connect push-pull rods face travel is available from the Cessna
and tighten locknuts. Service Parts Center. Refer to figure 6-4.
t. After completion of steps "a" thru "s", operate
flaps and check for positive shut-off of flap motor 4. switch (13) in slot-
Adjust flaps UP operating
through several cycles. Check for specified flap ted holes
for inch clearance
.062 between switch rol-
travel with inclinometer mounted on each flap sep- ler and cam (7) when the flaps DOWN operating switch
has just opened in the
10° and 20° position.
arately.
NOTE NOTE

Since the flap rollers may not bottom in the Flap travel on UP cycle may deviate a maxi-
4°
flap tracks with flaps fully extended, some mum of from indicated position.
free play may be noticed in this position.
5. Turn master switch ON and run flaps through
7-22. RIGGING-FLAP CONTROL LEVER AND several cycles, stopping at various mid-range set-
FOLLOW-UP. tings and checking that cable tension is within limits.
a. THRU AIRCRAFT SERIALS P20600648 AND Retract cable tension may increase to 90 pounds when
U20601700. (Refer to figure 7-3, sheet 1.) flaps are fully retracted.
1. Disconnect follow-up control rod end (1) at 6. Check all rod ends and clevis ends for suffi-
switch mounting arm (14). cient thread engagement, all jam nuts are tight and
2. Move control lever (8) to full UP position, reinstall all items removed for access.
then without moving control lever, move switch 7. Flight test aircraft and check that follow-up
mounting arm (14) until cam (7) is centered between control does not cause automatic cycling of flaps. If
switches (11 and 13). Adjust follow-up control rod cycling occurs, readjust operating switches as neces-
end (1) to align with the attaching hole in the switch sary per steps 2, 3 and 4.
mounting arm and secure rod end to mounting arm
Change 2 7 -13
 b. BEGINNING WITH AIRCRAFT SERIAL U20601701. (16) closer to cam (14) and recycle flaps.
(Refer to figure 7-3, sheet 2 and 3.)
1. Run flaps to full UP position. NOTE
2. Remove upholstery and headliner as neces-
sary for access. An inclinometer for measuring control sur-
3. Pull all slack from follow-up control cable face travel is available from the Cessna
and with position indicator (9) in the full UP position, Service Parts Center. Refer to figure 6-4.
secure follow-up cable to retract cable (6) with union
assembly (5). Ensure union assembly is at end of 8. UP operating switch (15) in slot-
Adjust flaps
support (30). ted holes
for inch clearance
.062 between switch rol-
4. Connect spring (21) to bellerank (24). ler and cam (14) when the flaps DOWN operating
5. Make minor cable length adjustments at switch has just opened in the 10° and 20° position.
brackets (3) by adjusting nuts (2).
6. With control lever (12) in full UP position, NOTE
adjust switches (15 and 16) in slotted holes until cam
(14) is centered between switch rollers. Be sure Flap travel on UP cycle may deviate a maxi-
control lever (12) is in full UP position during this mum of 4° from indicated position.
adjustment.
7. Mount an inclinometer on trailing edge of one 9. Turn master switch ON and run flaps through
flap and set to 0°. Turn master switch ON and move several cycles, stopping at various mid-range set-
control lever to 10° position. If flap travel is more tings and checking that cable tension is within limits.
than 10°, adjust flaps DOWN operating switch (16) Retract cable tension may increase to 90 pounds when
away from cam (14) and recycle flaps. If flap travel flaps are fully retracted.
is less than 10°, adjust flaps DOWN operating switch

SHOP NOTES:

7-14 Change 3
 SECTION 8

ELEVATOR CONTROL SYSTEM

TABLEOFCONTENTS Page

ELEVATOR CONTROL SYSTEM . . . . . . .

8-1 Bellerank . . . . . . . . . . . . . . . g_q
Description (Thru U20602579) . . . . . .
8-1 Removal and Installation • • - · · · 8-7
Description (Beginning with U20602580)· · 8-1 Arm Assembly · - • • · · • • - - · · - 8-7
Trouble Shooting . . . . . . . . . . . .
8-1 Removal and Installation - - - - . . 8-7
Control Column • • • • • - . . . . . .
8-2 Cables and Pulleys - · · · · · · - . . . 8-7
Elevators • - · · · · · · · · · · . . .
8-2 Removal and Installation . . . . . . 8-7
Removal and Installation . . . . . .
8-2 Rigging (Thru U20602579). - · · - · · · 8-8
Repair- · · · · · - · · · · · · · · 8-7 Rigging (Beginning with U206025801 . . . 8-9

8-1. ELEVATOR CONTROL SYSTEM. (THRU 8-2A. ELEVATOR CONTROL SYSTEM BEGINNING
U20602579) (Refer to figure 8-1.) WITH AIRCRAFT SERIAL U2062580. (Refer to
figure 8-1A.)
8-2. DESCRIPTION. The elevators are operated by
power transmitted through fore-and-aft movement of 8-2B. DESCRIPTION. Beginning with aircraft serial
the pilot or copilot control wheels. The system is U20602580 and on, the single large elevator down
comprised of control columns, an elevator torque spring is replaced by two smaller springs which
tube, cables and pulleys. The elevator control cables, attach to each side of the elevator bellerank and an-
at their aft ends, are attached to a bellcrank mounted chor to the lower forward face of the tailcone bulk-
on a bulkhead in the tailcone. A push-pull tube con- head. The elevator up and down cables are re-routed
nects this bellerank to the elevator arm assembly, in- from the elevator control arm assembly through the
stalled between the elevators. An elevator trim tab fuselage to the elevator bellcrank in the tailcone. The
is installed in the trailing edge of the right elevator elevator up cable is routed to the top turnbuckle con-
and is described in Section 9. nected to the elevator bellcrank.

8-3. TROUBLE SHOOTING.

NOTE

Due to remedy procedures in the following trouble shooting

chart it may be necessary to re-rig system, refer to para-
graph 8-14.

TROUBLE PROBABLE CAUSE REMEDY

NO RESPONSE TO CONTROL Forward or aft end of push-pull Check visually. Attach push-pull
WHEEL FORE-AND-AFT tube disconnected. tube correctly.
MOVEMENT.

Cables disconnected. Check visually. Attach cables and

rig system in accordance with
paragraph 8-14.

Change 3 8-1
8-3. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

BINDING OR JUMPY MOTION Defective bellerank or arm Move bellerank or arm to check for
FELT IN MOVEMENT OF ELE- assembly pivot bearings or play or binding. Disconnect push-
VATOR SYSTEM. push-pull tube attach bearings. pull tube and check that bearings
rotate freely. Replace defective
parts.

Cables slack. Check and adjust to tension specified

in figure 8-1.

Cables not riding correctly on Check visually. Route cables cor-

pulleys. rectly over pulleys.

Nylon grommet on instrument Replace grommet.

panel binding.

Defective control column Check visually. Replace defective

bearing rollers. rollers.

Defective control column Disconnect necessary items and

torque tube bearings. check that bearings rotate freely.
Replace defective bearings.

Control guide on aft end of Loosen screw and tapered plug

control square tube adjusted in end of control tube enough to
too tightly. eliminate binding.

Defective elevator hinges. Disconnect push-pull tube and

move elevators by hand. Replace
defective hinges.

Defective pulleys or cable Check visually. Replace defective

guards. parts and install guards properly.

ELEVATORS FAIL TO ATTAIN Stops incorrectly set. Rig in accordance with para-
PRESCRIBED TRAVEL. graph 8-14.

Cables tightened unevenly. Rig in accordance with para-

graph 8-14.

Interference at instrument Rig in accordance with para-

panel. graph 8-14.

8-4. CONTROL COLUMN. (Refer to figure 6-2.) NOTE

Section 6 outlines removal, installation and repair of
control column. If trim system is not moved and actuator screw
is not turned, re-rigging of trim system should
8-5. ELEVATORS. (Refer to figure 8-2.) not be necessary after reinstallation of elevator.

8-6. REMOVAL AND INSTALLATION. c. Remove bolts (13) securingelevator torque tubes
a. Remove stinger. (7) to arm assembly (8).
b. Disconnect trim tab push-pull tube at tab actu- d. Remove bolts (6) from elevator hinges (5).
ator. (Refer to Section 9.) e. Using care, remove elevator.

8-2 Change 2
 2 1 2 1
REFER TO FIGURE 8-2
2

R EGF 80
E 3
5
11
Detail
Detail A Detail

3
EE R A
Detail D

'
E LE VA TOR UP :
H
6 G
1

1 8 1
2 Detail H

Detail E NOTE

Shaded pulleys are used

EDLEVNATOR v' for this system.
2

ELEVATOR UP
1. Pulley
Detail 2. Cable Guard
Detail F 3.
4.
Arm Assembly
Elevator Torque Tube
a ' 5. Downspring
1 6. Spacer
THRU AIRCRAFT SERIAL 7. Clip
P20600648 AND U20601700 8. Fairlead
9. Elevator Up Cable
10. Turnbuckle
6
2 BEGINNING WITH AIRCRAFT 11. Elevator Down Cable
g
SERIAL U20601701
Detail ,ELEVATOR UP
ELEVATOR1 MAINTAIN PROPER CONTROL
DOWN CABLE TENSION.

CABLE TENSION:
30 LBS ± 10 LBS (AT THE AVERAGE
THRU AIRCRAFT TEMPERATURE FOR THE AREA.)
SERIAL U20602579 REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 8-1. Elevator Control System

Change 2 8-3
 11

Detai8

19 0

1 8
3 1 15
13

5 10 Detail F
4 REFER TO
FIGURE 8-3A)
REFER TO
FIGURE 8-2

86

E
Detail
8 D a

1. Arm Assembly 4
2. Elevator Torque Tube
3. Elevator Up Cable F
4. Elevator Down Cable
5. Pulley
C le Guard

9. Cotter Pin 17
10. Turnbuckle
11. Elevator Down Spring 16
12. Elevator Bellerank
13. Elevator Cable Link
Detail
14. Bearing 19
15. Push-Pull Tube
16. Fairlead
8 ELEVATOR
ELEVATOR UP 5 DOWN
17. Clip
18. Washer 1
2 19
19. Spacer 5

ELEVATOR 1 8 g
UP

/'6
J 19
3

E4LEVA
Detail OR Detail E
DOWN
BEGINNING WITH AIRCRAFT
Detail C
SERIAL U20602580

Figure 8-1A. Elevator Control System

8 -4
Change 2
 1

Detail A

7 13

THRU AIRCRAFT SERIALS BEGINNING WITH AIR-

P20600648 AND U20601874 CRAFT SERIAL U20601875

Detail B "
.18

1. Trim Tab
2. Right Elevator
i 3.00 "
3. Left Elevator THIS VIEW APPLIES TO THE RIGHT HAND ELEVATOR
4. Balance Weight
WHEN THE LEFT HAND ELEVATOR IS STREAMLINED
5. Hinge Assembly
6. Bolt
7. Torque Tube
8. Arm Assembly NOTE
9. Needle Bearing
10. Bolt
Do not attempt to align the elevator trailing edges
11. Push-Pull Tube 0°
as there is a 54' twist designed into the con-
12. Pivot Bolt
necting torque tube. This twist causes the right
13. Bolt elevator to be higher than the left.

Figure 8-2. Elevator Installation

Change 2 8-5
 1
With elevators in the full down position, adjust "
turnbuckle (4) and downspring (3) for an over- 6
"
all length of downspring to be 7.80 inches "
(71±3 lbs); safety wire turnbuckle.

cnek-reS

. o pr i ng 8
4. Turnbuckle 1
5. Pulley
6. Cable Guard
7. Down-Spring Cable 16
8. Stop Block
9. Bracket 11 11
10. Pivot Bolt
11. Push-Pull Tube 19
12
12. Bolt
13. Bearing
14. Bellcrank Assembly
15. Link Assembly 16 12 15 14
13 2 12
16. Link
17
17. Turnbuckle THRU AIRCRAFT
18. Elevator DOWN Cable 18 W SERIAL U20602579
19. Elevator UP Cable

BEGINNING WITH
With elevators in the full down position, adjust AIRCRAFT SERIAL
turnbuckle (4) and downspring (3) to a length of U20602580
10.45 inches at 36±1 lbs spring tension(measured 2
from centerline of turnbuckle fork to outside of
spring loop); safety wir ur

19 13
1
16

9
Detail Â
18

Figure 8-3. Elevator Bellcrank Installation

8-6 Change 2
 TO BELLCRANK
ELEVATOR e
UP CABLE

NOTE

Holes are drilled off center in bellerank BELLCRANK

stops to provide elevator travel adjust- STOPS
ments.
90° rotation of bellerank stop
1°
provides approximately of elevator
travel.

:·- "
ELEVATOR
PUSH-PULL
TO TUBE
ELEVATOR O
DOWN CABLE

Figure 8-4. Elevator Bellerank Travel Stop Adjustment

f. To remove left elevator use same procedure, 8-10. ARM ASSEMBLY. (Refer to figure 8-2.)
omitting step "b. "
g. Reverse the preceding steps for reinstallation. 8-11. REMOVAL Al INSTALLATION.
a. Remove stinger.
8-7. REPAIR. Repair may be accomplished as out- b. Remove bolt (10) securing push-pull tube (11) to
lined in Section 18. Hinge bearings may be replaced arm assembly (8).
as necessary. If repair has affected static balance, c. Remove bolts (13) attaching elevator torque tubes
check and rebalance as required. (7) to arm assembly (8).
d. Remove pivot bolt (12) securing arm assembly
8-8. BELLCRANK. (Refer to figure 8-3.) (8) and slide assembly from between elevator torque
tubes.
8-9. REMOVAL AND INSTALLATION. e. Reverse the preceding steps for reinstallation
a. Remove access plate below bellerank on tailcone. and reinstall all items removed for access.

112. CABLES AND PULLEYS. (Refer to figure

Position a support stand under tail tie-down

ring to prevent the tailcone from dropping 8-13. REMOVAL AND INSTALLATION.
while working inside.

b. Remove safety wire, relieve cable tension at

turnbuckles (17) and disconnect turnbuckle eyes at Position a support stand under tail tie-down
bellerank links (16). ring to prevent the tailcone from dropping
c. Remove safety wire, relieve cable tension at while working inside.
turnbuckle (4) and disconnect cable (7) at link assem-
bly (15). a. Remove seats, upholstery and access plates as
d. Remove bolt (12) securing push-pull tube (11) to necessary.
bellerank (14). b. Remove safety wire and relieve cable tension at
e. Remove pivot bolt (10) attaching bellerank (14) turnbuckles (10).
to brackets (9) and remove bellcrank. c. Disconnect cables at control column arm assem-
f. Reverse the preceding steps for reinstallation. blies (3).
Rig system in accordance wtih paragraph 8-14, d. Disconnect cables at bellcrank links (index 16,
safety turnbuckles and reinstall all items removed figure 8-3).
for access.

Change 2 8-7
 BEGINNING WITH AIR-
C T SERIAL U20601701
1

Neutral Position Dimension A = 1. 30 Inches

1. Instrument Panel
2. Contr'ol Lock Collar
3. Control Lock Holes
THRU AIRCRAFT SERIALS
4. Control Wheel
P20600648 AND U20601700

Figure 8-5. Control Column Neutral Rigging Position.

e. Remove fairleads, cable guards and pulleys as NOTE

necessary to work cables free of aircraft.
Disregard counterweight areas of elevators
NOTE when streamlining. These areas are con-
toured to be streamlined at cruising speed
(elevators approximately 3° down).
To ease routing of cables, a length of wire
may be attached to the end of cable being
withdrawn from aircraft. Leave wire in c. With elevators in the full down position, adjust
place, routed through structure; then at- turnbuckle (4) and downspring (3) for an overall
tach the cable being installed and pull cable length of downsgring to be 7. 80 inches (71±3 lbs);
into position. safety wire turnbuckle (4).
d. Install bellcrank assembly, connect downspring
f.Reverse the preceding steps for reinstallation. and cable assembly.
g. After cables are routed in position, install pul- e. With LEFT elevator streamlined, mount an in-
leys and cable guards, Ensure cables are positioned clinometer on elevator and set to 0°.
in pulley grooves before installing guards.
h. Re-rig system in accordance with paragraph NOTE
8-14, safety turnbuckles and reinstall all items re-
moved in step "a. " An inclinometer for measuring control sur-
face travel is available from the Cessna
8-14. RIGGING. (Thru U20602579) (Refer to figure Service Parts Center (refer to figure 6-4.)
8-3.)
f. Adjust bellcrank travel stop blocks (8) to obtain
degree of elevator travel as specified in figure 1-1.
Position a support stand under tail tie-down
ring to prevent tailcone from dropping while NOTE
working inside.
Bellcrank stop blocks (8) are four-sided
a. Lock control column in neutral position . (Refer bushings, drilled off-center so they may
to figure 8-5) be rotated to any one of four positions to
b. Adjust turnbuckles (17) equally to streamline attain correct elevator travel. Each 90-
LEFT elevator with horizontal stabilizer and to degree rotation of the stop changes the
obtain 30±10 lbs cable tension. (RIGHT elevator will elevator travel approximately one degree.
be higher than the left elevator) as illustrated in
figure 8.) Safety turnbuckles. g. Move control wheel through full range of travel
and check cable tension in various positions. Ten-
sion should not be less than 20 pounds or more than
40 pounds in any position.

8 -8
Change 3
 h. Check to see that all turnbuckles are safetied elevator bellcrank and elevator control cables.
and a11 parts are secured, then reinstall all parts d. With left elevator in streamlined position,
removed for access. mount an inclinometer on elevator and set to 0°.

NOTE

Be sure elevators move in the correct direc- An inclinometer for measuring control sur-
tion when operated by the control wheels. face travel is available from the Cessna
Service Parts Centers Refer to figure 6-4.
8-14A. RIGGING. (Beginning with U20602580).

e. Adjust bellcrank travel stop blocks (16) to obtain

of elevator travel as specified in figure 1-1.)
Position a support stand under tail tie-down f. Move control wheel through full range of travel
ring to prevent the tailcone from dropping and check cable tension in various positions. Tension
while working inside. should not be less than 20 pounds or more than 40
pounds in any position.
a. Place contour block on left hand elevator and g. Ensure that all turnbuckles are safetied and all
lock control column in neutral position. (Refer to fig- parts secured, then re-install all parts removed for
ure 8-5.) access.
b. With elevators in the full down position, adjust
turnbuckles (4) and downspring (3) to a length of WA RN I NG
10.45 inches at 36±1 lbs spring tension (measured
from centerline of turnbuckle fork to outside of Be sure elevators move in the correct di-
spring loop; safety wire turnbuckles (4). rection when operated by the control wheels.
c. Install turnbuckles (4) and downsprings (3) to

SHOP NOTES:

Change 3 8-9/(8-10 blank)

 SECTION 9

ELEVATOR TRIM TAB CONTROL SYSTEM

TABLE OF CONTENTS Page

ELEVATOR TRIM TAB CONTROL SYSTEM . .

9-1 Cables and Pulleys . . . . . . . . . . .
9-4
Description . . . . . . . . . . . . . .
9-1 Removal and Installation . . . . . .
9-4
Trouble Shooting . . . . . . . . . . . .
9-1 Pedestal Cover . . . . . . . . . . . .
9-7
Trim Tab . . . . . . . . . . . . . . .
9-2 Removal and Installation . . . . . .
9-7
Removal and Installation . . . . . .
9-2 Rigging . . . . . . . . . . . . . . . .
9-7
Trim Tab Actuator . . . . . . . . . . .
9-2 Electric Trim Assist Installation . . . .
9-8
Removal and Installation . . . . . .
9-2 Description . . . . . . . . . . . .
9-8
Disassembly . . . . . . . . . . .
9-2A Trouble Shooting . . . . . . . . . .
9-8
Cleaning, Inspection and Repair . . .
9-2A Removal and Installation . . . . . .
9-8
Reassembly . . . . . . . . . . . .
9-2A Clutch Adjustment . . . . . . . . .
9-13
Trim Tab Free-Play Inspection . . . . .
9-2A Dual Voltage Regulator Adjustment . .
9-14
Trim Tab Control Wheel . . . . . . . .
9-4 Rigging . . . . . . . . . . . . . .
9-15
Removal and Installation . . . . . .
9-4

9-1. ELEVATOR TRIM TAB CONTROL SYSTEM. jacent to the trim wheel indicates nose attitude of the
(Refer to figure 9-1.) aircraft. Forward rotation of the wheel trims the
nose down and aft rotation of the wheel trims the nose
9-2. DESCRIPTION. The elevator trim tab, located up. An electric trim assist may be installed and is
on the trailing edge of the right elevator, is control- described in paragraph 9-16. When de-energized
led by a trim wheel mounted in the pedestal. Power the electric trim assist has no effect on manual oper-
to operate the tab is transmitted from the trim con- ation.
trol wheel by means of roller chains, cables, an actu-
ator and a push-pull tube. A mechanical pointer, ad-

9-3. TROUBLE SHOOTING.

NOTE

Due to remedy procedures in the following trouble shooting

chart it may be necessary to re-rig system, refer to para-
graph 9-14.

TROUBLE PROBABLE CAUSE REMEDY

TRIM CONTROL WHEEL MOVES Cable tension too high. Check cable tension and adjust.
WITH EXCESSIVE RESISTANCE.
Pulleys binding or rubbing. Check pulleys visually. Repair
or replace as necessary.

Cables not in place on pulleys. Check visually. Install cables

correctly.

Trim tab hinge binding. Disconnect actuator and move tab

up and down to check hinge resis-
tance. Lubricate or replace hinge
as necessary.

Defective trim tab actuator. Remove chain from actuator

sprocket and operate actuator
manually. Replace defective
actuator.

Rusty chain. Check visually. Replace

rusty chain.

Change 1 9-1
 9-3. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

TRIM CONTROL WHEEL MOVES Damaged sprocket. Check visually. Replace damaged
WITH EXCESSIVE RESISTANCE sprockets.
(CONT).
Bent sprocket shaft. Observe motion of sprockets.
Replace defective shafts.

LOST MOTION BETWEEN Cable tension too low. Check cable tension and adjust.
CONTROL WHEEL AND
TRIM TAB. Broken pulley. Check visually. Replace defective
pulley.

Cables not in place on puHeys. Check visually. Install cables

correctly.

Worn trim tab actuator. Disconnect trim tab and check

for play in actuator. Replace
defective actuator.

Actuator attachment loose. Check actuator for security and

tighten.

TRIM INDICATION INCORRECT. Indicator incorrectly engaged Check visually. Reset indicator.
on wheel track.

INCORRECT TRIM TAB Stop blocks loose or incorrectly Adjust stop blocks on cables.
TRAVEL. adjusted. Refer to figure 9-4.

Incorrect rigging. Refer to paragraph 9-14.

9-4. TRIM TAB. (Refer to figure 9-2.) 9-6. TRIM TAB ACTUATOR. (Refer to figure 9-1.)
9-5. REMOVAL AND INSTALLATION. 9-7. REMOVAL AND INSTALLATION.
a. Disconnect push-pull tube (9) from horn assem- a. Relieve cable tension at turnbuckle (11).
bly (6).

NOTE
Position a support stand under tail tie-down
If trim system is not moved and actuator ring to prevent tailcone from dropping while
screw is not turned, re-rigging of system working inside.
should not be necessary after reinstallation
of tab. b. Disconnect push-pull tube (15) at actuator (19).
c. Remove access plate beneath actuator.
b. Remove screw (11) securing hinge pin (10), pull d. Remove chain guard (21) and disengage roller
pin until free of tab and remove tab. chain (23) from actuator sprocket (20).
e. Remove screws attaching clamps (22) to bracket
NOTE (18) and remove actuator (19) through access opening.
f. Reverse the preceding steps for reinstallation.
It is not necessary to completely remove Rig system in accordance with paragraph 9-14, safety
hinge pin. turnbuckle and reinstall all items removed for access.

c. Reverse the preceding steps for reinstallation.

I Rig system,if necessary,in accordance with paragraph
9-14.

9 -2

Change 1
9-7A. DISASSEMBLY. (Refer to figure 9-2A.) h. DO NOT attempt to repair damaged or worn
a. Remove actuator in accordance with paragraph parts of the actuator assembly. Discard all defec-
9-7. tive items and install new parts during reassembly.
b. Disassemble actuator assembly (1) as illustrated
in Detail A as follows: 9-7C. REASSEMBLY. (Refer to figure 9-2A.)
1. Remove chain guard (3) if not previously re- a. Always discard the following items and install
moved in step "e" of paragraph 9-7. new parts during reassembly.
2. Using suitable punch and hammer, remove 1. Bearings (6 and 14)
roll pins (8) securing sprocket (5) to screw (9) and 2. Roll pins (8 and 10)
remove sprocket from screw. 3. O-Ring (13)
3. Unscrew threaded rod end (15) and remove 4. Nuts (2).
rod end from actuator. b. During reassembly, lubricate collars (7), screw
4. Remove roll pins (10) securing bearings (9) and threaded rod end (15) in accordance with
(6 and 14) at the housing ends. Section 2.
5. Lightly tap screw (9) toward the sprocket end c. Press sprocket (5) into the end of screw (9),
of housing, remove bearing (6) and collar (7). align roll pin holes and install new roll pins (8).
6. Lightly tap screw (9) in the opposite direc- d. Slip bearing (6) and collar (7) on screw (9) and
tion from sprocket end, remove bearing (14), O-ring slide them down against sprocket (5).
(13) and collar (7). e. Insert screw (9), with assembled parts, into
7. It is not necessary to remove retaining housing (12) until bearing (6) is flush with the end of
rings (11). housing.
9-7B. CLEANING, INSPECTION AND REPAIR. NOTE
(Refer to figure 9-2A.)
a. DO NOT remove bearing (16) from threaded rod When inserting screw (9) into housing (12),
end (15) unless replacement of bearing is necessary. locate the sprocket (5) at the end of housing
b. Clean all component parts, except bearing (16), which is farther away from the groove for
by washing Stoddard solvent or equivalent. Do not retaining ring (11).
clean sealed bearing (16).
c. Inspect all component parts for obvious indica- @ The bearings (6 and 14) are not pre-drilled
tions of damage such as stripped threads, cracks, and must be drilled on assembly. The roll
deep nicks and dents. pins (10) are 1/16 inch in diameter, there-
d. Check bearings (6 and 14), screw (9) and thread- fore, requiring a 1/16 (0.0625) inch drill.
ed rod end (15) for excessive wear and scoring.
Dimensions of the parts are as follows: f. With bearing (6) flush with end of housing (12),
BEARING (6) carefully drill bearing so the drill will emerge from
INSIDE DIAMETER 0. 370" MIN. the hole on the opposite side of housing (12). DO
INSIDE DIAMETER 0. 373" MAX. NOT ENLARGE HOLES IN HOUSING.
BEARING (14) g. Press new roll pins (10) into pin holes.
INSIDE DIAMETER h. Insert collar (7), new O-ring (13) and bearing
SMALL HOLE 0.248" MIN. (14) into opposite end of housing (12).
SMALL HOLE 0.253" MAX. i. Complete steps "f" and "g" for bearing (14).
LARGE HOLE 0. 373" MIN. j. If a new bearing (16) is required, a new bearing
LARGE HOLE 0. 380" MAX. may be pressed into the boss. Be sure force bears
against the outer race of bearing.
THREADED ROD END (15) k. Screw the threaded rod end (15) into screw (9).
OUTSIDE DIAMETER 1. Install retaining rings (11), if they were re-
(SHANK) 0. 242" MIN. moved.
O. 246" MAX. m. Test actuator assembly by rotating sprocket (5)
with fingers while holding threaded rod end (15).
SCREW (9) The threaded rod end should travel in and out smooth-
OUTSIDE DIAMETER 0.367" MIN. ly, with no indication of binding.
0. 370" MAX. n. Reinstall actuator assembly in accordance with
paragraph 9-7.
NOTE
9-7D. TRIM TAB FREE-PLAY INSPECTION.
Relative linear between internal
movement a. Place elevators and trim tab in the neutral posi-
threaded screw (9) and bearing (14) should tion.
be 0.004 to 0.010 inch at room temperature. b. Using moderate pressure, move the trim tab
trailing edge up and down by hand to check free-play.
e. Examine threaded rod end (15) and screw (9) c. A maximum of 166", (total motion up and down)
.

for damaged threads or dirt particles that may measured at the trim tab trailing edge is permissible
impair smooth operation. d. If the trim tab free-play is less than 166", the
.

f. Check sprocket (5) for broken, chipped and/or system is within prescribed limits.
worn teeth. e. If the trim tab free-play is more than .166",

g. Check bearing (16) for smoothness of operation. check the following items for looseness while moving
the trim tab up and down.
Change 1 9-2A
 1.Check push-pull tube to trim tab horn assem- f. If looseness is apparent while checking steps
bly attachment for looseness. e-1 and e-2, repair by installing new parts.
2. Check push-pull tube to actuator assembly g. If looseness is apparent while checking step e-3,
threaded rod end attachment for looseness. refer to paragraphs 9-6 through 9-7C. Recheck trim
3. Check actuator assembly threaded rod end tab free-play.
for looseness in the actuator assembly with push-pull
tube disconnected.

SHOP NOTES:

9-2B Change 1
 REFER TO FIGURE 9-3 .

REFER TO 11 10
FIGURE 9-2 H
REFER TO FIGURE 9-4 .
8
12 e

G e
Detail E

6
A 6

5 THRU AIRCRAFT SERIALS

Detail P20600648 AND U20601700
1
2
3 4 Detail D
Detail Detail 6
1. Sprocket
24 2. Bearing
13
4
3. Bushing
10 4. Cable Guard 5
5. Spacer
Detail G
6. Pulley
9 -

7. Left Forward Cable

8. Cable Ends
Detail F
6
' e Î 9.
10.
Left Aft Cable
Right Aft Cable
11. Turnbuckle
Cable , 4
15 12. Right Forward
13. Travel Stop Block
"
14. Horn Assembly (
17 15. Push-Pull Tube
1G ,

16. Brace BEGINNING WITH AIR-

Rear Spar CRAFT SERIAL U20601701
17. Stabilizer
18. Support Bracket
19. Actuator
Detail D
20. Sprocket
21. Chain Guard
18 <' 22. Clamp
Detail H 23. Chain
24. Bushing
19
'
20 MAINTAIN PROPER CONTROL
CABLE TENSION.

' CABLE TENSION:

21 14 10 TO 15 LBS (AT AVERAGE TEMPER-
22 l-' \ ATURE FOR THE AREA.)
237 15 REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 9-1. Elevator Trim Tab Control System

Change 1 9-3
 3 -

4
1
2

" 6
10
11

1. Right Elevator
Detail Â
2. Trim Tab
3. Hinge Half 12
4. Spacer
5.
6.
Foam Filler
Horn Assembly
Detail $
7. Bushing 13
8. Bolt
9. Push-Pull Tube
10. Hinge Pin
11. Screw
12. Nutplate
13. Left Elevator

Figure 9-2. Elevator Trim Tab Installation

9-8. TRIM TAB CONTROL WHEEL. (Refer 1;ofig- 2. Remove safety wire, relieve cable tension
ure 9-3.) and disconnect turnbuckle (11).
3. Disconnect cable ends (8).
9-9. REMOVAL AND INSTALLATION. 4. (Refer to figure 9-3.) Remove pedestal cov-
a. Remove pedestal cover as outlined in paragraph er as outlined in paragraph 9-13.
9-13. 5. Remove lower pedestal panel (19) and disen-
b. Remove screws (8) and nuts (6) securing chain gage roller chain (15) from drive sprocket assembly
guard (7) to pedestal structure (9). (16).
c. Remove nut (4) securing indicator (2) to pivot 6. Remove cable guards and pulleys as neces-
stud (1). Retain washers (3) for reinstallation. sary to work cable free of aircraft.
d. Loosen bolts (12) securing idler sprockets (11)
to pedestal structure (9), slide idler sprockets in NOTE
slotted holes and disengage chain (13) from sprockets.
e. Remove bolts (12) and remove chain guard (7) To ease routing of cable, a length of wire may
using care not to bend indicator (2) or drop parts into be attached to the end of cable before being
tunnel area. withdrawn from aircraft. Leave wire in place,
f. Remove roller chain (13) from trim wheel sprock- routed through structure; then attach the cable
et and carefully slide wheel (5) from pivot stud (20). being installed and pull cable into position.
g. Reverse the preceding steps for reinstallation.
Remove roller chain (13) slack by adjusting idler 7. Reverse the preceding steps for reinstallation.
sprockets (11) in slotted holes and reinstall all items 8. After cable is routed in position, install pul-
removed for access. leys and cable guards. Ensure cable is positioned in
pulley grooves before installing guards. Ensure roll-
9-10. CABLES AND PULLEYS. er chain (15) is positioned correctly over drive
sprocket (16).
9-11. REMOVAL AND INSTALLATION. 9. Re-rig system in accordance with paragraph
a. FORWARD CABLE. (WITHOUT ELECTRIC 9-14, safety turnbuckle (index 11, figure 9-1) and re-
TRIM.) (Refer to figure 9-1.) install all items removed for access.
1. Peel back carpeting as necessary to expose b. FORWARD CABLE. (WITH ELECTRIC TRIM.)
access plates in cabin and baggage areas and remove (THRU AIRCRAFT SERIALS P20600648 AND U206-
plates. 01700.) (Refer to figure 9-5.)

9-4 Change 1
 16

15
14
13 12
1 ANetuator Assembly

3. Chain Guard 10 10
prr
ket -

6. Bearing
7. Collar . 4
8. Pin
9. Screw
10. Pin Detail 8
11. Retaining Ring
THRU SERIAL U20602199 7
12. Housing
6
13. O-Ring
14. Bearing 5
15. Threaded Rod End
2
16. Bearing
16 3
17. Screw Assembly
18. Grease Zerk 17

12

NOTE

Disassembly, cleaning , inspection and

repair of tab actuator illustrated in Det-
ail B is limited to replacement of guard 4
(3), sprocket (5), screw assembly (17), o I

zerk (18) and bearing (16). Other items

found defective will require actuator 18
assembly replacement as aunit. Lubr-
te actuator in accordance with Section

3
5
NOTE

Used with electric

I trim installation
Detail 6
BEGINNING WITH SERIAL U20602200

Figure 9-2A. Elevator Trim Tab Actuator Assembly

Change 3 9-4A/(9-4B blank)

 18

17 m

6 « Use as required to
hold indicator pivot
end away from trim
wheel (5).
A
10
11
7
1. Pivot Stud
2. Position Indicator
3. Washer
4. Nut
10 $ 5. Trim Wheel
16
12 C ain Guard
10 8. Screw
9. Pedestal Structure
14 10. Bushing
11. Idler Sprocket
12. Bolt
6 Detail A g
13. Roller Chain
15 Bolt
\ 14.
\ 15. Roller Chain
16. Drive Sprocket
17. Lower Pedestal Panel
18. Pivot Stud

Figure 9-3. Elevator Trim Wheel Installation

Change 1 9-5
 1 3

(FWD

1. With elevators in neutral, set trim tab to neutral (streamlined).

2. Position stop block (1) against clevis on cable B and secure to cable B.

3. Place inclinometer on trim tab and lower tab to degree specified in figure 1-1.

4. Position stop block (2) against stop block (1) and secure to cable A.

5. Raise trim tab to specified degree, place stop block (3) against stop block (2)
and secure to cable B.

Figure 9-4. Elevator Trim Tab Travel Stop Adjustment

1. Peel back carpeting as necessary to expose 6. Disengage roller chain (23) from actuator
access plates in cabin and baggage areas and remove sprocket (20).
plates. 7. Remove cable guards and pulleys as neces-
2. Remove safety wire, relieve cable tension sary to work cable free of aircraft.
and disconnect turnbuckle (6).
3. Disconnect cable ends (9) shown in Detail B NOTE
forward of the electric trim installation.
4. Complete steps 4 thru 9 of subparagraph "a." To ease routing of cable, a length of wire
c. FORWARD CABLE. (WITH ELECTRIC TRIM.) may be attached to the end of cable before
(BEGINNING WITH AIRCRAFT SERIAL U20601701.) being withdrawn from aircraft. Leave
(Refer to figure 9-6.) wire in place, routed through structure;
1. Peel back carpeting as necessary to expose then attach the cable being installed and
access plates in cabin and baggage areas and remove pull cable into position.
plates.
2. Remove safety wire, relieve cable tension 8. Reverse the preceding steps for reinstalla-
and disconnect turnbuckle (28). tion.
3. Disconnect clamps and keepers (36) from left 9. After cable is routed in position, install pul-
forward cable (30). leys and cable guards. Ensure cable is positioned
4. Disconnect cables (29 and 30) at cable ends. in pulley grooves before installing guards. Ensure
5. Complete steps 4 thru 9 of subparagraph "a." roller chain (23) is positioned correctly over actua-
d. AFT CABLE. (WITHOUT ELECTRIC TRIM.) tor sprocket (20). Ensure bushing (24) is positioned
(Refer to figure 9-1.) in stop blocks (13).
1. Remove rear baggage compartment wall. 10. Re-rig system in accordance with paragraph
2. Remove safety wire, relieve cable tension 9-14, safety turnbuckle (11) and reinstall all items
and disconnect turnbuckle (11). removed for access.
e. AFT CABLE (WITH ELECTRIC TRIM.) (THRU
AIRCRAFT SERIALS P20600648 AND U20601700.)
(Refer to figure 9-5.)
Position a support stand under tail tie-down 1. Complete step 1 of subparagraph "d."
ring to prevent tailcone from dropping while 2. Remove safety wire, relieve cable tension
working inside. and disconnect turnbuckle (6).

Disconnect
3. cable ends (8). CAUTION)
4.Remove travel stop blocks (13).
5. Remove access plate beneath trim tab actu- Position a support stand under tail tie-down
ator (19) and remove chain guard (21). ring to prevent tailcone from dropping while
working inside.

9-6 Change 3
 3. Disconnect cable ends (9) shown in Detail B e. (Refer to figure 9-3.) Rotate trim control wheel
aft of the electric trim installation. (5) full forward (nose down). Ensure pointer (2) does
4. Remove travel stop blocks (3). not restrict wheel movement. If necessary to repo-
5. (Refer to figure 9-1.) Complete steps 6 thru sition pointer, proceed as follows:
11 of subparagraph "d." 1. Remove pedestal cover as outlined in para-
f. AFT CABLE. (WITH ELECTRIC TRIM.) graph 9-13.
(BEGINNING WITH AIRCRAFT SERIAL U20601701.) 2. Loosen trim wheel pivot stud (20).
nut (6) at
(Refer to figure 9-6.) 3. Loosen screws
(8) securing chain guard (7)
1. Complete steps 1 and 2 of subparagraph "d. " far enough that trim wheel (5) can be moved approxi-
2. Remove safety wire, relieve cable tension mately 1/8 inch, then reposition pointer (2) using a
and disconnect turnbuckle (28). thin screwdriver to pry trailing leg of pointer out of
groove in trim wheel. Reposition pointer as required.
4. Tighten nut (6) and screws (8), but do not re-
install pedestal cover until rigging is complete.
Position a support stand under tail tie-down
ring to prevent tailcone from dropping while NOTE
working inside.
Full forward (nose down) position of trim
3. Disconnect cables (29 and 30) at cable ends. wheel is where further movement is pre-
4. Remove travel stop blocks (2). vented by the roller chain or cable ends
5. (Refer to figure 9-1.) Complete steps 6 thru contacting sprockets or pulleys.
11 of subparagraph "d."
f. With elevator and trim tab both in neutral
9-12. PEDESTAL COVER• (streamlined), mount an inclinometer on trim tab
9-13. and set to 0°. Disregard counterweight areas of
REMOVAL AND INSTALLATION• elevators when streamlining. These areas are con-
a. Turn fuel selector valve to OFF position and toured so they will be approximately 3° down at
drain fuel from strainer and lines.
cruising speed.
b. Remove knurled nut from engine primer if in-
stalled and pull plunger from primer body. Protect NOTE
primer from dirt.
c. Remove fuel selector handle and placard. sur-
d. Remove cowl flap handle knob. An inclinometer for measuring control
travel from the Cessna
. .

face is available
e. Remove electric trim circuit breaker nut and Service Parts Center. Refer to figure 6-4.
microphone mounting bracket, if installed.
f. Fold carpet back as necessary and remove
screws securing g. Rotate actuator screw in or out as required to
cover to floor and pedestal·
place trim tab up with a maximum of 2° overtravel
g. Disconnect electrical wiring to pedestal lights• with actuator screw connected to push-pull tube (in
h. Carefully work cover from pedestal to prevent dex 15, figure 9-1).
damage.
h. Rotate trim wheel to position trim tab up and
i. Reverse the preceding steps for reinstallation· down, readjusting actuator screw as required to
9-14. RIGGING -
STANDARD TRIM SYSTEM. obtain overtravel in both directions.
(Refer to figure 9-1.) i. Position stop blocks and adjust as illustrated in
figure 9-4 to degree of trim tab travel specified in
figure 1-1.
j. Install pedestal cover and adjust trim tab pointer
Position a support stand under tail tie-down (2) as follows:
ring to prevent tailcone from dropping while 1. Rotate trim control wheel (5) to place tab at
10°
working inside. up position.
2. (2) at the "TAKE-OFF"
Locate the pointer
a. Remove rear baggage compartment wall and triangle as viewed from the pilot seat. (Refer to
access plates as necessary. step "e, " and reposition pointer if necessary.)
b. Loosen travel stop blocks (13) on trim tab 3. Bend pointer (2) as required to clear pedes-
cables (9 and 10). tal cover. (Pointer must NOT rub against pedestal
c. Disconnect push-pull tube (15) from actuator cover or clear cover more than 125 inch maximum.) .

(19). k. Safety Turnbuckle and reinstall all items

d. Check cable tension for 10-15 pounds and re- removed ín step "a'.'
adjust turnbuckle (11), if necessary.

NOTE
Be sure trim tab moves in correct direction
If roller chains and/or cables are being in- when operated by trim control wheel. Nose
stalled, permit actuator screw to rotate down trim corresponds to tab up position.
freely as roller chains and cables are con-
nected. Adjust cable tension and safety
turnbuckle (11).

Change 1 9-7
 9-15. ELECTRIC TRIM ASSIST INSTALLATION. disengage switch, the other switch operating electric
(Refer tofigure 9-5, 9-6 and 9-7.) trim assist. The electric trim circuit breaker is
mounted on pedestal cover, the electrical wiring is
9-16. DESCRIPTION. AIRCRAFT SERIALS P206- routed thru cabin and fuselage to Sta. 209.00 then
00648 THRU U20602199. The electric trim assist routed UP thru elevator to voltage regulator and
is operated by a control wheel-mounted switch. The drive assembly. The drive assembly includes a gear
servo unit includes a motor and a chain driven, motor and two sprockets that operates a chain driven,
solenoid-operated, adjustable clutch. The trim tab solenoid-operated, adjustable clutch. The actuator
UP cable enters the servo housing and double wraps assembly has dual sprockets. The manual trim tab
around a drive drum. When the clutch is not ener- UP cable connects to the actuator around the AFT
gized, the drive drum "free wheels" and has no sprocket. The drive assembly connects to the actu-
effect on manual operation. AIRCRAFT BEGINNING ator by a chain around the FWD sprocket. When the
WITH SERIAL U20602200 (Refer to figure 9-7.) The clutch is not energized, the drive drum "free wheels"
electric trim assist is operated by two switches and has no effect on manual operation.
mounted on control wheel one switch operating the
9-17. TROUBLE SHOOTING

TROUBLE PROBABLE CAUSE REMEDY

SYSTEM INOPERATIVE. Circuit breaker out. Check visually. Reset breaker.

Defective circuit breaker. Check continuity. Replace defective

breaker.

Defective wiring. Check continuity. Repair wiring.

Defective trim switch. Check continuity. Replace defective

switch.

Defective trim motor. Remove and bench test. Replace

defective motor.

TRIM MOTOR OPERATING -

Defective clutch solenoid. Check continuity. Replace

TRIM TAB FAILS TO MOVE. solenoid.

Improperly adjusted clutch Check and adjust spanner nuts

tension. for proper tension.
Disconnected or broken Operate manual trim wheel.
cable. Connect or replace cable.

Defective actuator. Check actuator operation.

Replace actuator.

9-18. REMOVAL AND INSTALLATION. 6. Reverse the preceding steps for reinstalla-
a. THRU AIRCRAFT SERIALS P20600648 AND tion. Rig system in accordance with paragraph 9-21,
U20601700. (Refer to figure 9-5.) safety turnbuckle (6) and reinstall all items removed
1. Remove aft baggage compartment wall. for access.
2. Remove safety wire and relieve cable tension b. BEGINNING WITH AIRCRAFT SERIAL U20601701
at turnbuckle (6). THRU U20602199 (Refer to figure 9-6.)
1. Remove aft baggage compartment wall.
NOTE
2. Disconnect electric trim assist cable (35) at
both ends by removing clamps and keepers (36).
Position a support stand under tail tie-down
3. Remove cable guard (25) from bracket (26).
ring to prevent the tailcone from dropping 4. Disconnect electrical wiring to servo unit.
while working inside.
5. Remove mounting bolts (22) and remove unit
3.Disconnect left center cable (12) at both cable from aircraft.
ends (9). 6. Reverse the preceding steps for reinstalla-
4. Disconnect electrical wiring to servo unit. tion. Check system rigging in accordance with para-
5. Remove mounting bolts (10) and remove unit graph 9-21 and re-rig, if necessary.
from aircraft.

9-8 Change 1
 REFER TO FIGURE 9-4 .. :: .. REFER TO FIGURE 9-2 I

D D tail

1. Circuit Breaker 11
2. Trim Switch
25he c2 Oh setting is 10
3 vel Sabop Block
-

5. Cable (Right Forward) "

6. Turnbuckle * E a2 e
7. Cable (Right Aft)
8. Cable (Left Aft) 23 12
9. Cable Ends 1624 13
10. Mounting Bolt 25
11. Pulley 26 31 \
12. Cable (Left Center) 2
26
Cablr euard 30

CC

rr 1

14

25. Spanner Nut 18

26. Washer
27. Friction Washer 22
28. Drive Drum 15
29. Shaft Assembly 21
30. Solenoid Clutch 16
31. Support Structure 15
\ 13
32. Stiffener 17
Detail
33. Spacer
34. Voltage Regulator 18
35. Connector 19
20
36. Spring Scale
THRU AIRCRAFT SERIALS
P20600648 AND U20601700
MAINTAIN PROPER CONTROL
CABLE TENSION.
A these
.

Safety wire items.

Remainder of the elevator trim sys- CABLE TENSION:

tem is illustrated in figure 9-1. 20 LBS + 5 0 LBS (AT AVERAGE TEMPER-
-

ATURE FOR THE AREA.)

Refer to Section 2 for lubrication requirements. REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 9-5. Electric Elevator Trim System thru P20600648 & U20601700 (Sheet 1 of 2)

Change 1 9-9
 33

VOLTAGE
REGULATOR
#31 ADJUSTMENTS

Detail D

0 Spacer (33) replaces the pulley

normally installed in the stan- 0 0 Detail E
dard system when the electric
trim system is installed in the
aircraft. k Support (31) is rotated 90° to
expose voltage regulator (34).

NOTE

Beginning with aircraft serial

U20601588 a 24 volt electrical 36
system may be installed.

NOTE

#With an external power source supplying

27. 5 volts to the aircraft, adjust the
voltage regulator (34) to 10 volts output
in both directions.

NOTE

ee Detail E applies onito aircraft

serials U20601588 thru U20601700
when equipped with a 24 volt elec-
trical system and an electric trim
system. Detail E does not apply to
12 volt systems equippefith
electric trim.

Figure 9-5. Electric Elevator Trim System thru P20600648 & U20601700 (Sheet 2 of 2)
9-10 Change 1
 1
1. Trim Tab REFER TO FIGURE 9-2
2. Travel Stop Block '
3. Trim Switch REFER TO FIGURE 9-4
4. Circuit Breaker
5. Clutch Cover
6. Bearing
7. Bushing
8. Spanner Nut
9. Washer 4
10. Friction Washer
11. Drive Drum A
12. Shaft Assembly
13. Solenoid Clutch
14. Sprocket
15. Roller Chain
16. Grommet
17. Motor Cover
18. Motor 5
19. Motor Support 16 17
20. Cover
18
21. Housing
22. Mounting Bolt 10 19
20
23. Support Assembly 9
24. Pulley
11
25. Cable Guard
26. Bracket 12
Cable (Right 13
27. Aft)
28. Turnbuckle 14 15
29. Cable (Left Aft)
30. Cable (Left Forward)
31. Cable (Right Forward) Thru aircraft serial U206-
32. Spacer 01748, the clutch setting 14
33. VoltageRegulator is 20 ± 1 lb in. 7
34. Swaged Ball 15
35. Assist Cable Beginning with aircraft
36. Clamp and Keeper serial U20601749, the 21
37. Connector clutch setting is 30 + 0 6
38. Spring Scale -
2 lb in. 20

these 16
* Safety wire items.
Detail
Remainder of elevator trim sys-
Sectrated2 in figubrreic9atlion
D
ee t requirements.

*28 26
24

31
30
Detaii A U20601701 U20602199
BEGINNING WITH AIRCRAFT SERIAL THRU

Figure 9-6. Electric Elevator Trim System Beginning U20601701 Thru U20602199 (Sheet 1 of 2 )
Change 1 9-11
 A Support (23) is rotated 90° to
expose voltage regulator (33).
32
24 #33 .

25

Detail O

34
11 21 *23
Detail
35

30

38
24
26 VIEW

AIRCRAFT C/L 11

33 21

NOTES

Assist cable (35) must be wrapped around

drive drum (11) so that the threaded end = . rrn
of the assist cable exits the housing on the
¯¯ --¯
same side where the motor end is visable. 24

A With an external power source supplying

13, 75 volts to the aircraft. (when equipped
with 12 volt electrial system ) or 27. 5
volt when (aircraft equipped with 24 volt )
system ) adjust the voltage regulator (33) 25 26
to 10 volts output in both directions.
VIEW $$

Figure 9-6. Electric Elevator Trim System Beginning U20601701 (Sheet 2 of 2)

9-12 Change 1
 8

10

11

38
c
Detail

1. Trim Tab
2. Voltage Regulator
3. Trim Switch
4. Disengage Switch
5. Circuit Breaker
6. Push-Pull Tube
7. Brace
8. Mounting Bracket Assembly
9. Actuator Assembly
10. Mounting Plate FWD.
D
-

11. Sprocket Guard

39
12. Washer
13. Shaft Detail
14. Sprocket
15. Chain Assembly
16. Washer Assembly
17. Spring Washer
18. Washer ! ;
19. Nut Refer To Figure 9-2
20. Shaft Assembly 34
21. Clutch
22. Cover Assembly
23. Rub Strip
24. Sprocket
25. Bushing
26. Chain
27. Gear Motor
28. Mounting Plate
29. Sprocket
30. Pin
31. Housing Assembly 4
32. Cover
33. Mounting Plate Assembly
34. Drive Assembly ..I
35. CTR1 Adjustment
36. CTR2 Adjustment
5
37. Connector
38. Cover -

39. Cover
* SAFETY WIRE THESE ITEMS

BEGINNING WITH AIRCRAFT SERIAL U20602200

Figure 9-7. Electric Elevator Trim System Beginning U20602200 (Sheet 1 of 2)

Change 1 9-12A
 17 16 15
18
23 22 19
20

2
31

26

2
28 29 30

Detail

37

CONNECTOR

NOTE
Used only on aircraft equipped with
24 volt electrical system.

36

Detail D

Figure 9-7. Electric Elevator Trim System Beginning U20602200 (Sheet 2 of 2)

9-12B Change 3
 c. AIRCRAFT WITH OPTIONAL ELECTRIC NOTE
TRIM ASSIST INSTALLATION BEGINNING WITH
SERIAL U20602200 (Refer to figure 9-7.) Sþanner nuts (25) may be loosened or tightened
1. Remove access plate below actuator and with a suitable hammer and punch.
envers (38) & (39).
2. Disconnect electric trim assist cable (37) and 12. Repeat steps 10 and 11 until tension is in
three Mate-N-Lok connectors on drive assembly. accordance with step 10, then tighten outside spanner
Remove bolt and nut from ground wire thru rib. nut against inside nut.
3. Remove sprocket guard (11) from actuator 13. Connect electrical wiring to motor assembly
body. which was removed in step 4, re-rig trim system in
4. Remove mounting bolts from voltage reulator accordance with paragraphs 9-14 and 9-21 and rein-
(2) and drive assembly (34) actuator (9) and remove stall all items removed for access.
units from aircraft. b. BEGINNING WITH AIRCRAFT SERIAL U20601701.
5. Reverse the preceding steps for reinstalla- THRU U20602199 ( Refer to figure 9-6
tion. Check system rigging in accordance with para- 1. Remove aft baggage compartment wall.
graph 9-21 and safety wire turnbuckle if re-rigging 2. Disconnect assist cable (35) at both ends by
is necessary. removing clamps and keepers (36).
3. Disconnect electrical power to the motor
assembly (18) by unplugging the connector installed
9-19. CLUTCH ADJUSTMENT. in the RED wire leading to the motor assembly.
a. THRU AIRCRAFT SERIALS P20600648 AND
U20601700. (Refer to figure 9-5.) NOTE
1. Remove aft baggage compartment wall.
2. Remove safety wire and relieve cable tension Step 3 isolates the motor assembly from the
at turnbuckle (6). remainder of the electric trim system so it
3. Disconnect left center cable (12) at both cannot be engaged during clutch adjustment.
cable ends (9).
4. Disconnect electrical power to the motor 4. Remove screws securing cover (20) to hous-
assembly (21) by unplugging the connector installed ing (21) and slide the cover down over electrical wir-
in the RED wire leading to the motor assembly. ing far enough to expose the clutch assembly.
5. Ensure the electric trim circuit breaker on
NOTE the pedestal cover is pushed IN and place master
switch in the ON position.
the motor assembly from
,

Step 4 isolates 6. Operate control wheel-mounted switch UP or

the remainder of the electric trim system DOWN to energize the solenoid clutch (13).
so it cannot be engaged during clutch ad- 7. Attach the spring scale (38) to the assist
3ustment· cable (35) and pull scale slowly until slippage is
noticed.
5. Remove screws securing cover (15) to housing Slippage should occur between 33.86 to 37.25 lbs on
(17) and slide the cover down over electrical wiring 12 and 24 volt aircraft systems.
far enough to expose the clutch assembly. 8. Repeat steps 6 and 7 several times to break
6. Ensure the electric trim circuit breaker on the initial friction of the clutch, making sure that
the pedestal cover is pushed IN and place master cable (35) is re-wound on drive drum (11) after each
switch in the ON position. slippage test
7. Operate control wheel-mounted switch UP or
Repeat steps 7 and 8 very slowly, carefully
9.
DOWN to energize the solenoid clutch (30). the indicator on the spring scale (38).
watching
8. Attach the spring scale (38) to the left center 10. If tension is not within tolerance, loosen
cable (12) and pull scale slowly until slippage is OUTSIDE spanner nut (8) which acts as a lock.
noticed· Tighten INSIDE spanner nut to increase clutch ten-
9. Repeat steps 7 and 8 several times to break sion and loosen nut to decrease clutch tension.
the initial friction of the clutch, making sure that
cable (12) is re-wound on drive drum (28) after each
slippage test. NOTE
10. Repeat steps 7 and 8 very slowly, carefully Spanner nuts (8) may be loosened or tightened
watching the indicator on the spring scale (38). with a suitable hammer and punch.
Slippage should occur between 28. 22 to 30. 47 lbs on
12 volt aircraft systems and between 21.44 to 23.70 11. Repeat steps 9 and 10 until tension is in
lbs on 24 volt aircraft systems• accordance with step 9, then tighten outside spanner
11. If tension is not within tolerance, loosen nut against inside nut.
OUTSIDE spanner nut (25) which acts as a lock. 12. Connect electrical wiring to motor assembly
Tighten INSIDE spanner nut to increase clutch ten- which was removed in step 3, re-rig trim system in
sion and loosen nut to decrease clutch tension. accordance with paragraphs 9-14 and 9-21 and rein-
stall all items removed for access.

Change 1 9-13
BEGINNING WITH AIRCRAFT SERIAL U20602200 c. Disconnect the electrical power leads to the
(Refer to figure 9-7.) motor by unplugging the connectors installed in the
1. Remove access plate below actuator and RED and BLACK wires leading to the motor assem-
covers (38) & (39). bly.
2. Remove safety wire and relieve cable tension d. Connect one lead of a de voltmeter capable of
and chain tension at turnbuckles- measuring the aircraft voltage to either the RED or
3. Disconnect electric motor by unplugging the BLACK wire leading to the motor and the other volt-
three Mate-N-Lok connectors leading to the motor meter lead to a good aircraft ground.
assembly. e. Operate the electric trim switch to the NOSE UP
4. Remove mounting bolts from drive assembly- and NOSE DOWN positions and check voltage present
It is necessary to remove from elevator to make the at the RED and BLACK wires.
necessary adjustments to clutch. f. Adjust CTR 1 and CTR 2 adjustment screws on
the voltage regulator counterclockwise (CCW), then
NOTE slowly turn adjustment screws clockwise (CW) until
a 10 volt output is obtained for both (RED and BLACK)
Step 3 isolates the motor assembly from the leads.
remainder of the electric trim system so it g. Remove voltmeter and reconnect the motor as-
cannot be engaged during clutch adjustment- sembly power leads. Be sure to connect RED to RED
and BLACK to BLACK when reconnecting leads.
5. Remove screws securing covers (23) and (22) h. Check trim system for proper operation and re-
to housing (31) and slide the cover down over electri- install all items removed for access.
cal wiring far enough to expose the clutch assembly.
6. Ensure the electric trim circuit breaker on 9-20A. DUAL VOLTAGE REGULATOR ADJUST-
the pedestal cover is pushed in and place master MENT. (24 VOLT SYSTEM ONLY BEGINNING WITH
switch in the ON position• U20602200)
7. Operate wheel-mounted
control switch UP or (Refer to figure 9-7.)
DOWN to energize the solenoid
clutch (21).
Remove access cover (39).
8. Attach the spring scale (Index (38) in Figure power source of 13.75 volts
9-6 to chain and pull scale slowly until slippage is b. Connect an external
(aircraft equipped with 12 volt electrical systems) or
noticed.
27. 5 volts (aircraft equipped with 24 volt electrical
9. Repeat Steps 7 & 8 several times to break
systems) de continuous to the aircraft electrical sys-
the initial friction of the clutch.
10. Repeat Steps 8 and 9 very slowly, carefully
tem, or if an external power supply is not available,
run the aircraft engine at approximately 1000 RPM to
watching the mdicator on the spring scale. Slippage
should occur between 29, 1 to 32. 9 lbs. on 12 and 24
maintain the normal operating aircraft voltage.
volt aircraft systems. c. Disconnect the electrical power leads to the
11. IF tension is not within tolerance, loosen motor by unplugging the connectors installed in the
OUTSIDE spanner nut (19) which acts as a lock. RED and BLACK wire leading to the motor assembly.
Tighten INSIDE spanner nut to increase clutch ten- d. Connect one lead of a de voltmeter capable of
sion and loosen nut to decrease clutch tension. measuring the aircraft voltage to either the RED or
BLACK wire leading to the motor and the other volt-
NOTE meter lead to a good aircraft ground.
e. Operate the electric trim switch to the Nose UP
Spanner nut (19) may be loosened or tightened and Nose DOWN positions and check voltage present
with a suitable hammer and punch. at the RED and BLACK wires.
f. Adjust CTR 1 and CTR 2 adjustment screws on
12. Repeat Steps 10 and 11 until tension is in the voltage regulator counterclockwise (CCW), then
accordance with 10. then tighten outside spanner nut slowly turn adjustment screws clockwise (CW) until
against inside nut. a 13. 5 volt output is obtained for both (RED and
13. Connect electrical wiring to motor assembly BLACK ) leads.
which was removed in Step 3, re-rig trim system in g. Remove voltmeter and reconnect the motor as-
accordance with paragraphs 9-14 and 9-21 and re- sembly power leads. Be sure to connect RED to RED
install all items removed for access. and BLACK to BLACK when reconnecting leads.
h. Check to see if full "NOSE UP" to full "NOSE
9-20. DUAL VOLTAGE REGULATOR ADJUSTMENT· DOWN" and full "NOSE DOWN" to full "NOSE UP"
(Beginning with aircraft serials U20601588 (24 volt cycle time is 32±3 seconds.
systems only) and U20601701 (12 volt and 24 volt sys¯ i. Readjust voltage regulator as required to obtain
tems.) 32±3 seconds cylce time.
a. Remove the aft baggage compartment wall· j. Check trim system for proper operation and re-
b. Connect an external power source of 13.75 volts install all items removed for access.
(aircraft equipped with 12 volt electrical systems)
or 27. 5 volts (aircraft equipped with 24 volt electri-
cal systems) dc continuous to the aircraft electrical The trim motor should be allowed to cool
system, or if an external power supply is not avail- between voltage regulator adjustments for
able, run the aircraft engine at approximately 1000 approximately 5 minutes if several actua-
the normal operating aircraft volt- tions of the motor becomes necessary dur-
rpm to maintain
age. ing adjustment.

9-14 Change 3
9-21. RIGGING ELECTRIC TRIM ASSIST.
- drum (11).
a. THRU AIRCRAFT SERIALS P20600648 AND 6. Connect assist cable (35) to left forward
U20601700. (Refer to figure 9-5.) cable (30) and adjust the assist cable to 25+5-0
1. The standard manual elevator trim control pounds tension.
system MUST be rigged in accordance with para- 7. Recheck trim tab travel with an inclinometer
graph 9-14 prior to rigging the electric trim assist. for degree of travel specified in figure 1-1, safety
2. Remove rear compartment baggage wall. turnbuckle (28) and reinstall all items removed for
3. Remove safety wire and adjust turnbuckle access.
(6) to increase trim system cable tension from 10 c. AIRCRAFT SERIAL U20601749 THRU U20602199
to 15 lbs to 20+5-0 lbs. (Refer to figure 9-6.)
4. Recheck trim tab travel with an inclinometer 1. Complete steps 1 thru 5 of subparagraph "b. "
for degree of travel specified in figure 1-1, safety 2. Connect assist cable (35) to left forward
turnbuckle (6) and reinstall all items removed for cable (30) and adjust the assist cable to 10+5-0
access. pounds tension.
b. AIRCRAFT SERIALS U20601701 THRU U206_ d. BEGINNING WITH AIRCRAFT SERIAL U206-
01748. (Refer to figure 9-6.) 02200 (Refer to figure 9-7.)
1. Complete steps 1 and 2 of subparagraph "a." 1. Complete steps 1 and 2 of subparagraph "a".
2. Disconnect assist cable (35) at both ends by 2. Rig electric trim drive chain as follows:
removing clamps and keepers (36). a. Move elevator trim tab to full "NOSE UP"
3. Remove safety wire and adjust turnbuckle position.
(28) to increase trim system cable tension from 10 b. Locate NAS288 terminal on upper side of
to to 20+5-0 lbs.
15 lbs chain at a point 0.75 inches from drive
Rotate trim control wheel to place trim tab
4. assembly housing.
mid-travel (10° up).
in the approximate position c. Adjust AN155 barrel until chain deflection
5. Index the swaged ball (34) to the top of drive between sprockets is approximatley 0. 25 inch.
d. Resafety turnbuckle and reinstall all items
removed for access.

SHOP NOTES:

Change 3 9-15/(9-16 blank)

 SECTION 10

RUDDER CONTROL SYSTEM

TABLEOFCONTENTS Page

RUDDER CONTROL SYSTEM . . . . . . . .

10-1 Removal and Installation . . . . . .
10-9
Description ..............10-1
Repair ..............10-9

Trouble Shooting . . . . . . . . . . . .
10-1 Cables and Pulleys . . . . . . . . . . .
10-9
Rudder Pedal Assembly . . . . . . . . .
10-9 Removal and Installation . . . . . .
10-9
Removal and Installation . . . . . .
10-9 Rigging . . . . . . . . . . . . . . . .
10-9
Rudder ................10-9

10-1. RUDDER CONTROL SYSTEM. (Refer to fig- prised of the rudder pedals installation, cables and
ure 10-1.) pulleys, all of which link the pedals to the rudder
and nose wheel steering. When dual controls are
10-2. DESCRIPTION. Rudder control is maintained installed, stowable rudder pedals are provided at
through use of conventional rudder pedals which also the copilot's position.
control nose wheel steering. The system is com-

10-3. TROUBLE SHOOTING.

NOTE

Due to remedy procedures in the following trouble shooting

chart it may be necessary to re-rig system, refer to para-
graph 10-11.

TROUBLE PROBABLE CAUSE REMEDY

RUDDER DOES NOT RESPOND Broken or disconnected cables. Open access plates and check
TO PEDAL MOVEMENT. Visually. Connect or replace
cables.

Change 1 10-1
10-3. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

BINDING OR JUMPY MOVE- Cables too tight. Refer to figure 10-1 for cable
MENT OF RUDDER PEDALS. tension. Rig system in accor-
dance with paragraph 10-11.

Cables not riding properly on Open access plates and check

pulleys. Visually. Route cables cor-
rectly over pulleys.

Binding, broken or defective Open access plates and check

pulleys or cable guards. visually. Replace defective
pulleys and install guards
properly.

Pedal bars need lubrication. Refer to Section 2.

Defective rudder bar bearings. If lubrication fails to eliminate

binding. Replace bearing blocks.

Defective rudder hinge bushings. Check visually. Replace defective

bushings.

Clevis bolts too tight. Check and readjust bolts to

eliminate binding.

Steering rods improperly Rig system in accordance with

adjusted. paragraph 10-11.

LOST MOTION BETWEEN Insufficient cable tension. Refer to figure 10-1 for cable
RUDDER PEDALS AND tension. Rig system in accor-
RUDDER. dance with paragraph 10-11.

INCORRECT RUDDER TRAVEL. Incorrect rigging. Rig in accordance with paragraph

10-11.

STOWABLE PEDALS DO Broken or defective control. Disengage control and check

NOT DISENGAGE. manually. Replace control.

STOWABLE PEDALS DO Defective cover, catch or Check visually. Replace defective

NOT STOW. latch pin. parts.

STOWABLE PEDALS DO Binding control. Check control operation. Repair

NOT RE-ENGAGE. or replace control.

Misaligned or bent mechanism. Check visually. Repair or replace

defective parts.

10-2
 10-4
A e REFER TO FIGURE

REFER TO FIGURE 10-2 THRU AIRCRAFT §

SERIAL U20601905
B

'
D H
Detaii A

Detail
EF
REFER TO
SECTION 11
FOR RUDDER 5 1
' 6
TRIM CONTROL a

SYSTEM

,r Detail Î
10 BEGINNING WITH AIR-
CRAFT SERIAL U20601906
DetailLO

NOTE

Shaded pulleys are used

for this system only.

8
THRU AIRCRAFT SERIALS Detail
P20600648 AND U20601700
11 MAINTAIN PROPER CONTROL
CABLE TENSION.
11
11 CABLE TENSION:
30 LBS ± 10 LBS (AT AVERAGE TEMPER-
ATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.

1. Bellcrank Assembly 8. Cable Guard

2. Travel Stop Bolt 9. Right Rudder Bar
3. Cable (Left Rear) 10. Left Rudder Bar
4. Cable (Right Rear) 11. Spacer
BEGINNING WITH AIR -

5. Cable (Right Forward) 12. Clip

CRAFT SERIAL U20601701 6. Cable (Left Forward) 13. Fairlead
7. Pulley 14. Turnbuckle

Figure 10-1. Rudder Control System (Sheet 1 of 2)

Change 1 10-3
 11
12

13
11
8 7 Detail r

Detail E

*14
Detail H

DetailG

k Safety wire these items.

Figure 10-1. Rudder Control System (Sheet 2 of 2)

10-4
 NOTE

Brake links (5), belleranks (22), brake torque

tubes(19) and attaching parts for the RIGHT-
HAND rudder pedals are replaced with hubs (8)
when dual controls are NOT installed. '; '

CLEARANCE
'
HOLE AFT A

6
Detail A

"
B
13
10

23 14
18
1715

18

19
Detail
CLEARANCE
STOWABLE RUDDER HOLE FORWARD
PEDAL INSTALLATION

NOTE

At least one washer (23) must be

installed at the locations shown.
19
21
22
1. Anti-Rattle Spring 12. Right Rudder Cable Arm
2. Pedal 13. Left Rudder Cable Arm
3. Shaft 14. Aft Rudder Bar
4. Spacer 15. Nosewheel Steering Arm
5. Brake Link 16. Rudder Trim Bungee Arm
6. Cable (Left Forward) 17. Forward Rudder Bar 4
7. Cable (Right Forward) 18. Master Cylinder
8. Single Controls Hub 19. Brake Torque Tube
9. Pin (Stowable Pedals Only) 20. Bracket Detail
10. Stowable Pedals Controls 21. Bearing
11. Bearing Block 22. Bellerank
23. Special Washer

Figure 10-2. Rudder Pedals Installation

Change 3 10-5
 LEFT HAND THREADS

RIGHT HAND THREADS

3 4 5 6
8

16 12
11
4

WHIFFLETREE A
(USED TO "CIDSE"
RUDDER SYSTEM)

1. Steering Arm
2. Bolt
3. Steering Bungee
4. Clamp
5. Boot
6. Retainer
7. Cable Guard
8. Left Rudder Bar A Beginning with aircraft serials
9. Right Rudder Bar P206-0532 and U206-1237
10. Bungee Attachment Arm (Install with legs around guard
11. Sprocket ends.)
12. Rod End
13. Chain
14. Link Rod Assembly
15. Aircraft Structure
16. Whiffletree
17. Stop

Figure 10-3. Nosewheel Steering Linkage

10-6
 1

Detail O /

Detail (
BEGINNING WITH AIR-
CRAFT SERIAL U20601906

Detail Û 6
1. Rudder Assembly
THRU AIRCRAFT 2. Hinge Bolt
SERIAL U20601905 3. Bellerank
4. Right Aft Cable
5. Stop Bolt
6. Left Aft Cable

Figure 10-4. Rudder Installation

Change 1 10-7
 (2 x 4) VERTICAL FIN

RUDDER

BLOCK- //

BLOCK RUDDER
HALF THE WIRE POINTER
DISTANCE BETWEEN
STRAIGHTEDGES

ESTABLISHING NEUTRAL MEASURING

POSITION OF RUDDER RUDDER
TRAVEL

1. Establish neutral position of rudder by clamping straightedge (such as wooden 2 x 4) on each side of
fin and rudder and blocking trailing edge of rudder half the distance between straightedges as shown.

2. Tape a length of soft wire to the stinger in such a manner that it can be bent to index at the lower
corner of the rudder trailing edge.

3. Using soft lead pencil, mark rudder at point corresponding to soft wire indexing point (neutral).

4. Remove straightedges and blocks.

5. Hold rudder against right, then left, rudder stop. Measure distance from pointer to pencil mark
on rudder in each direction of travel. Distance should be between 8.12" and 8.72".

Figure 10-5. Checking Rudder Travel

10-8
10-4. RUDDER PEDAL ASSEMBLY. b. Remove safety wire, relieve cable tension and
disconnect cables at turnbuckles (14).
10-5. REMOVAL AND INSTALLATION. (Refer to c. Disconnect cables (5 and 6) at rudder bars
figure 10-2.) (9 and 10).
a. Remove carpeting, shields and soundproofing d. Remove cable guards, pulleys and fairleads as
from the rudder pedal and tunnel areas as necessary necessary to work cables free of aircraft.
for access.
b. Disconnect brake master cylinders (18) and NOTE
parking brake cables at pilot's rudder pedals.
c. Remove rudder pedals (2) and brake links (5)- To ease routing of cables, a length of wire
d. Disconnect stowable rudder pedal controls (10). may be attached to end of the cable before
e. Remove fairing from either side of vertical fin, being withdrawn from aircraft. Leave wire
remove safety wire and relieve cable tension by loos- in place, routed through structure; then
ening turnbuckles (index 14, figure 10-1). attach cable being installed and pull the
f. Disconnect cables (6 and 7) from rudder bar cable into position.
arms (12 and 13).
g. (Refer to figure 10-3.) Disconnect steering e. Reverse the preceding steps for reinstallation.
bungee (3) from rudder bar arm (10). This is a f. After cable is routed in position, install pulleys,
dual-purpose bungee, serving as both rudder trim fairleads and cable guards. Ensure cable is posi-
and nose gear steering. tioned in pulley grooves before installing guards.
h. Disconnect whiffletree push-pull rods (14) at g. Re-rig system in accordance with paragraph 10-
rudder bar arms. 11, safety turnbuckles and reinstall all items re-
i. (Refer to figure 10-2.) Remove bolts securing moved in step "a."
bearing blocks (11) and carefully work rudder bars
out of tunnel area. 10-11. RIGGING.
a. Remove fairing from either side of vertical fin,
NOTE remove safety wire and relieve cable tension at turn-
buckles (index 14, figure 10-1).
The two inboard bearing blocks contain clear- b. Tie down or weight tail to raise nosewheel free
ance holes for the rudder bars at one end and of ground.
a bearing hole at the other. Tag these bear- c. Extend strut and ensure nose gear is centered
ing blocks for reference on reinstallation. against the external centering stop.
d. (Refer to figure 10-3.) Disconnect steering
j. Reverse the preceding steps for reinstallation. bungee adjustable rod end (12) from rudder bar
Lubricate rudder bar assemblies as outlined in Sec- arm (10).
tion 2. Rig system in accordance with paragraph e. Clamp rudder pedals in neutral position.
10-11, safety turnbuckles and reinstall all items re- f. Adjust turnbuckles (index 14, figure 10-1) to
moved for access. streamline rudder with 30±10 lbs tension on cables.
g. Remove clamps from rudder pedals.
10-6. RUDDER. (Refer to figure 10-4.) h. Adjust travel stop bolts (index 2, figure 10-1) to
obtain degree of travel specified in figure 1-1.
10-7. REMOVAL AND INSTALLATION. Figure 10-5 illustrates correct travel and one method
a. Remove stinger. of checking.
b. Disconnect tail navigation light wire. i. Connect steering bungee and rig trim system as
c. Remove fairing from either side of vertical fin, outlined in Section 11.
remove safety wire and relieve cable tension by loos- j. Operate rudder system, checking for ease of
ening turnbuckles (index 14, figure 10-1.) movement and full travel. Check cable tension with
d. Disconnect cables (4 and 6) from rudder bell- rudder in various positions. Cable tension should
crank (3). not be less than 20 pounds or more than 40 pounds in
e. With rudder supported, remove all hinge bolts any position.
(2) and using care, lift rudder free of vertical fin. k. Check that all turnbuckles are safetied and re-
f. Reverse the preceding steps for reinstallation. install all items removed for access.
Rig system in accordance with paragraph 10-11, 1. Lower nosewheel to ground.
safety turnbuckles and reinstall all items removed
for access.

10-8. REPAIR. Repair may be accomplished as Be sure rudder moves in the correct direc-
outlined in Section 18. tionwhen operated by the rudder pedals.

10-9. CABLES AND PULLEYS. (Refer to figure

10-1.)

10-10. REMOVAL AND INSTALLATION.

a. Remove seats, upholstery and access plates as
necessary.

Change 1 10-9/(10-10 blank)

 SECTION 11

RUDDER TRIM CONTROL SYSTEM

TABLE OF CONTENTS Page

RUDDER TRIM CONTROL SYSTEM . . . . .

11-1 Removal and Installation . . . . . .
11-4
Description ............11-1 TrimWheel..............11-4
Trouble Shooting . . . . . . . . . .
11-1 Removal and Installation . . . . . .
11-4
SteeringBungee ............11-4 Rigging................11-4

11-1. RUDDER TRIM CONTROL SYSTEM. which attaches to the aft rudder bar. The nose gear
steering, rudder control system and rudder trim con-
11-2. DESCRIPTION. The rudder trim system is trol system are interconnected, therefore, adjust-
operated by a trim control wheel, mounted in the ments to one system will affect the others. For
pedestal. A sprocket-operated screw mechanism is maintenance to nose gear steering, other than rigging,
incorporated at the aft end of the steering bungee refer to Section 5.

11-3. TROUBLE SHOOTING.

NOTE

This trouble shooting chart should be used in conjunction with

the trouble shooting chart in paragraph 10-3.

NOTE

Due to remedy procedures in the following trouble shooting

chart it may be necessary to re-rig system, refer to para-
graph 11-8.

TROUBLE PROBABLE CAUSE REMEDY

FALSE READING ON TRIM Improper rigging. Refer to paragraph 11-8.

POSITION INDICATOR.

Worn, bent or disconnected Check visually. Repair or

linkage. replace parts as necessary.

HARD OR SLUGGISH OPERA- Worn, bent or binding linkage. Check visually. Repair or
TION OF TRIM WHEEL. replace parts as necessary.

Incorrect rudder cable tension. Check and adjust rudder cable

tension.

FULL TRIM TRAVEL Rudder trim system improperly Refer to paragraph 11-8.
NOT OBTAINED. rigged.

Change 2 11-1
 $Use washers as required
to eliminate end play.

* Stake both ends prior to

P20600619 and U20601444. 8
Safety wire P20600619 and
U20601444 and on.
7

10

14 1. Bolt
LEFT HAND THREADS 16 2. Washer
3. Bushing
RIGHT HAND THREADS 15 4. Idler Sprocket
5. Sprocket
17 6. Shaft
18 7. Bushing
8. Indicator
19 9. Trim Wheel
20 10. Sprocket
11. Spacer
21 12. Grommet
13. Washer
14. Bolt
15. Cotter Pin
16. Bushing
17. Chain
18. Rod End
22 19. Sprocket
23 20. Rudder Bar Arm
25 24
18
26 21. Rudder Bar
19 22. Chain Guard
25 23. Retainer
24. Boot
26 25. Clamp
26. Bungee
*Beginning with aircraft serials 27. Stop
P206-0532 and U206-1237 28. Guard
27* (Install with legs around guard 29. Bolt
ends.) 30. Chain Guard
31. Chain Guard
22 32. Bushing
33. Idler Sprocket
34. Guard
Detail THRU AIRCRAFT SERIAL U20602579

Figure 11-1. Rudder Trim Control System (Sheet 1 of 2)

11-2 Change 2
 9
Use washers as required
to eliminate end play.

Safety wire

10
7

6
4 5
5

28

14
29
34

32
LEFT HAND THREADS
30
RIGHT HAND R DS
31

22

21

BEGINNING WITH AIRCRAFT SERIAL U20602580

Figure 11-1. Rudder Trim Control System (Sheet 2 of 2)

Change 2 11-3
11-4. STEERING BUNGEE. (Refer to figure 11-1.) d. Reverse the preceding steps for reinstallation.

11-5. REMOVAL AND INSTALLATION. (Refer to 11-8. RIGGING.

figure 11-1). a. Remove pedestal cover in accordance with Sec-
a. Thru Aircraft Serial U20602579. tion 9.
1. Remove pedestal cover in accordance with b. Remove pilot's rudder bar shield.
Section 9. c. Disconnect steering bungee rod end (18) at rud-
2. Remove pilot's rudder bar shield. der bar arm (20).
3. Loosen bolt (1) securing idler sprocket (4), d. Tie down or weight tail to raise nosewheel free
slide idler sprocket in the adjustment slot to release of ground.
tension on chain (17). e. Extend strut and ensure nose gear is centered
4. Disconnect steering bungee adjustable rod end against the external centering stop.
(18) from rudder bar arm (20). f. Loosen bolt (1) securing idler sprocket (4), slide
5. Remove chain guard (22) and disengage chain idler sprocket in the adjustment slot and disengage
(17) from sprocket (19). chain (17) from sprocket (19).
6. Remove clamp (25) at bungee (26). g. Clamp rudder pedals in neutral position.

NOTE NOTE

The nose gear must be removed to allow access Rudder control system MUST be correctly
to steering bungee. Refer to Section 5 for nose rigged prior to rigging trimsystem.
gear removal.
h. Screw bungee sprocket (19) in against bungee
7.
Reverse the preceding steps for reinstalla- shaft, thenscrew rod end (18) in against sprocket
tion. Rig nosewheel steering and rudder trim system (19) to obtain bungee shortest length.
in accordance with paragraph 10-11 and 11-8 respec- i. Holding rod end (18) to prevent turning, rotate
tively. sprocket (19) until hole in rod end aligns exactly
b. Beginning with Aircraft Serial U20602580. with attaching hole on rudder bar arm (20) and con-
1. Remove pedestal cover in accordance with nect.
Section 9. j. Engage chain (17) on sprockets and tighten idler
~2.
Remove chain guard (31). sprocket (4) so chain is taut but not tight.
3. Complete steps 3 thru 7 under subparagraph a. k. Remove clamps and run trim wheel (9) through
its full range of travel, observing full indicator (8)
11-6. TRIM WHEEL. (Refer to figure 11-1.) travel is reached before full bungee extension or con-
traction.
11-7. REMOVAL AND INSTALLATION. 1. Lower nose gear to ground and install all parts
a. Remove pedestal cover in accordance with Sec- removed for access.
tion 9.
b. Remove cotter pin (15) and washers· WA RNING
c. Lift trim wheel (9) up and out using care not to
drop washers or bend indicator (8). Be sure rudder moves in the correct direction
when operating trim wheel.
NOTE

Removal of sprocket (10) from trim wheel

shaft is not recommended except for re-
placement of parts.

11-4 Change 2
 SECTION 12

ENGINE

(NORMALLY ASPIRATED)
REFER TO SECTION 12A FOR TURBOCHARGED ENGINE

TABLE OF CONTENTS Page Description . . . . . . . - - 12-23

Removal ·········· 12-23
ENGINE COWLING . . . . . . . . . . . . .
12-2 Cleaning and Inspection . - · · 12-23
Description . . . . . . . . . . . . . .
12-2 Installation . . . . . . - · · 12-23
Removal and Installation . . . . . . . .
12-2 Fuel Injection Pump . . . . . . .
12-23
Cleaning and Inspection . . . . . . . .
12-2 Description . . . . . . . . .
12-23
Repair . . . . . . . . . . . . . . . .
12-2 Removal. . . . . . . . . . .
12-24
CowlFlaps ..............12-2
Installation .........
12-24
Description . . . . . . . . . . . .
12-2 Adjustment . . . . . . . . .
12-24
Removal and Installation . . . . . .
12-2 Auxilairy Electric Fuel Pump Flow
Rigging . . . . . . . . . . . . . .
12-2 Rate Adjustment . . . . . . . .
12-25
ENGINE..................12-2 INDUCTIONAIRSYSTEM....... 12-25
Description ..............12-2
Description ...........
12-25
EngineData..............12-3 Airbox .............
12-25
Trouble Shooting . . . . . . . . . . . .
12-6 Removal and Installation . . .
12-25
Removal . . . . . . . . . . . . . . .
12-8 Cleaning and Inspection . . . .
12-25
Static Run-Up Procedures 12-9 12-25
. . . . . . . .
Induction Air Filter . . . . . . .

Cleaning ...............12-10
Description .........
12-25
Accessories Removal . . . . . . . . .
.12-10
Removal and Installation . . .
12-25
Inspection . . . . . . . . . . . . . .
.12-10

Cleaning and Inspection . . . .

12-25
Build-Up................12-10 IGNITIONSYSTEM .........
12-25
Installation . . . . . . . . . . . . . .
12-10 Description . . . . . . . . . . .
12-25
Flexible Fluid Hoses . . . . . . . . . .
12-11 Trouble Shooting . . . . . . . . .
12-26
PressureTest...........12-11 Magnetos ............
12-28
Replacement . . . . . . . . . . .
12-11 Description . . . . . . . . .
12-28
EngineBaffles.............12-12 Removal ..........
12-28
Description . . . . . . . . . . .
.12-12
Internal Timing . . . . . . .
12-28
Cleaning and Inspection . . . . . . .
12-12 Installation and Timing-to-
Removal and Installation . . . . . .
12-12 Engine . . . . . . . . . .
12-28
Repair ..............12-12
Maintenance......... 12-29
ENGINE OIL SYSTEM . . . . . . . . .
12-12 Magneto Check . . . . . . . .
- 12-30
Description ............12-12
SparkPlugs........... 12-31
Trouble Shooting . . . . . . . . . .
12-14 ENGINE CONTROLS . . . . . . . . .
12-31
Full-Flow Oil Filter . . . . . . .
.12-16
Description . . . . . . . . . . .
12-31
Description ..........12-16
Rigging............. 12-31
Removal and Installation . . .
.12-16
Throttle Control . . . . . . .
12-31
Filter Adaptor . . . . . . . . . .
.12-18
Mixture Control . . . . . . .
12-31
Removal . . . . . . . . . .
.12-18
Throttle Operated Microswitch 12-32
Disassembly, Inspection and Propeller Control . . . . . .
12-32
Reassembly . . . . . . . .
.12-18
STARTING SYSTEM . . . . . . . . .
12-32
Installation . . . . . . . . . .
12-20 Description . . . . . . . . . . .
12-32
Oil Cooler . . . . . . . . . . .
.12-20
Trouble Shooting . . . . . . . . .
12-33
Description . . . . . . . . . .
12-20 Primary Maintenance . . . . . . .
12-33
ENGINE FUEL SYSTEM . . . . . . . .
12-20 Starter Motor . . . . . . . . . .
12-35
Description . . . . . . . . . . .
.12-20
Removal and Installation . . .
12-35
Fuel-Air Contro1Unit. . . . . . .
.12-21
EXHAUST SYSTEM . . . . . . . . . .
12-35
Description ..........12-21

Description ...........
12-35
Removal and Installation . . .
.12-22
Removal and Installation . . . . .
12-35
Cleaning and Inspection . . . .
.12-22
Inspection . . . . . . . . . . . .
12-35
Adjustments . . . . . . . . .
.12-22
EXTREME WEATHER MAINTENANCE .
12-35
Fuel Manifold Valve . . . . . . .
.12-22

Cold Weather . . . . . . . . . .
12-35
Description . . . . . . . . .
.12-22
HotWeather. . . . . . . . . . .
12-36
Removal . . . . . . . . . .
.12-22
SeacoastandHumidAreas . . . .
12-36
Cleaning ...........12-22
DustyAreas........... 12-36
Installation . . . . . . . . .
.12-23
Ground Service Receptacle . . . . . .
12-36
Fuel Discharge Nozzles . . . . . .
.12-23
Hand-Cranking . . . . . . . . . . . .
12-36

Change 3 12-1
 12-1. ENGINE COWLING. d. Reverse the preceding steps for reinstallation.

12-2. DESCRIPTION. NOTE

The engine cowling is divided
into four major removable segments. The left upper AIRCRAFT SERIALS THRU U20601775. When
cowling segment has two access doors, one at the up- cowl flap lever assembly is replaced, the new
per front provides access to the oil filler neck and part will be in a straight condition. It is nec-
one at the left aft side provides access to the oil dip- essary to bend cowl flap lever (2) assembly to
stick. The right and left nose caps are fastened to position knob i2.00" inboard of the knob po-
the lower engine nacelle and to each other with sition when lever assembly projects straight aft.
screws. The right and left upper cowl segments are
secured with quick-release fasteners and either seg- Rig cowl flaps, if necessary, in accordance with
ment may be removed individually. The lower en- paragraph 12-9.
gine nacelle is an extension of the fuselage.
12-9. RIGGING. (Refer to figure 12-1.)
12-3. REMOVAL AND INSTALLATION. a. Disconnect control clevises (13) from shock-
a. Release the quick-release fasteners attaching mounts (14).
the cowling to the fuselage and at the parting surfaces b. Check to make sure that the flexible controls
of the left and right segments. reach their internal stops in each direction. Mark
b. Remove screws securing the left and right nose controls so that full travel can be readily checked
cap together and to the lower engine nacelle- and maintained during the remaining rigging pro-
c. Disconnect air ducts from nose caps and remove cedures.
caps. c. Place control lever (2) in the CLOSED position.
d. Reverse the preceding steps for reinstallation• If the control lever cannot be placed in the closed
Ensure the baffle seals are turned in the correct position, loosen clamp (5) at upper end of controls
direction to confine and direct air flow around the and slip housings in clamp or adjust controls at
engine. The vertically installed seals must fold upper clevis (4) to position control lever in bottom
forward and the side seals must fold upwards• hole of position bracket (3).
12-4. CLEANING AND INSPECTION. Wipe the in- d. With the control lever in CLOSED position, hold
ner surfaces of the cowling segments with a clean one cowl flap closed (against the rubber bumpers on
cloth saturated with cleaning solvent (Stoddard or the fuselage), loosen jam nut and adjust clevis (13) on
equivalent). If the inside surface of the cowling is the control to hold cowl flap in this position and in-
coated heavily with oil or dirt, allow solvent to soak stall bolt.
until foreign material can be removed. Wash painted
surfaces of the cowling with a solution of mild soap NOTE
and water and rinse thoroughly. After washing, a
coat of wax may be applied to the painted surfaces to If the lower control clevis (13) cannot be ad-
prolong paint life. After cleaning, inspect cowling justed far enough to streamline flap and still
for dents, cracks, loose rivets and spot welds. Re- maintain sufficient thread engagement, loosen
pair all defects to prevent spread of damage. the lower control housing clamp (8) and slide
housing in clamp as necessary. Be sure
12-5. REPAIR. If cowling skins are extensively threads are visible in clevis inspection holes.
damaged, new complete sections of the cowling
should be installed. Standard insert-type patches e. Repeat the preceding step for the opposite cowl
may be used for repair if repair parts are formed flap. Cowl flaps should open approximately 5.00
to fit contour of cowling. Small cracks may be stop- inches when measured in a straight line from the aft
drilled and small dents straightened if they are re- edge of cowl flap, just outboard of cutout to lower edge
inforced on the inner surface with a doubler of the of firewall.
same material as the cowling skin. Damaged rein- g. Check that all clamps and jam nuts are tight.
forcement angles should be replaced with new parts.
angles 12-10. ENGINE.
Due to their small size, new reinforcement
are easier to install than to repair the damaged part.
12-6. COWL FLAPS. 12-11. DESCRIPTION. An air cooled, wet-sump,
six-cylinder, horizontally-opposed, direct-drive,
12-7. DESCRIPTION. Cowl flaps are provided to fuel injected, Continental 10-520 series engine
aid in controlling engine temperature. Two cowl driving a constant-speed propeller is used to power
flaps, operated by a single control in the cabin, are the aircraft. The cylinders, numbered from rear to
located at the lower aft end of the engine nacelle. front are staggered to permit a separate throw on
The engine exhaust tailpipes extend through cutouts the crankshaft for each connecting rod. The right
in the aft portion of each cowl flap. rear cylinder is number 1 and cylinders on the right
12-8. REMOVAL AND INSTALLATION. (Refer to side are identified by odd numbers 1, 3 and 5. The
figure 12-1.) left rear cylinder is number 2 and the cylinders on
a. Place control lever (2) in the OPEN position. the left side are identified as numbers 2, 4 and 6.
Refer to paragraph 12-12 for engine data. For re-
b. Disconnect control clevises (13) from shock_
mounts (14).
pair and overhaul of the engine, accessories and pro-
peller, refer to the appropriate publications issued
c. Remove safety wire securing hinge pins (9) to by their manufacturer's. These publications are
cowl flaps, pull pins from hinges and remove flaps- available from the Cessna Service Parts Center.

12-2 Change 3
12-12. ENGINE DATA.
Aircraft Series P206 U206

Model (Continental) IO-520-A IO-520-F

BHP at RPM 285 at 2700

BHP Maximum for Take-Off 300

(5 Minutes) at RPM 2850
BHP Maximum Except Take-Off 285
RPM (Max. Continuous) 2700

Number of Cylinders 6-Horizontally Opposed Same

Displacement 520 Cubic Inches Same

Bore 5.25 Inches Same
Stroke 4.00 Inches Same

Compression Ratio 8. 5:1 Same

Magnetos Slick Model No. 662 Same

22° Same
Right Magneto Fires BTC Upper Right
and Lower Left
22°
Left Magneto Fires BTC Upper Left Same
and Lower Right

Firing Order 1-6-3-2-5-4 Same

Spark Plugs 18 MM (Refer to current Conti- Same

nental active factory approved
spark plug chart.)
Torque 330 ±30 LB-IN. Same

Fuel Metering System Continental Fuel Injection Same

Unmetered Fuel Pressure 9.0 to 11.0 PSI at 600 RPM Same
29.0 to 32.0 PSI at 2700 RPM 31.0 to 33.0 PSI at 2850 RPM

Oil Sump Capacity 12 U. S. Quarts Same

With External Filter 13 U. S. Quarts Same

Tachometer Mechanical Drive Same

Oil Pressure (PSI)

Minimum Idling 10 Same
Normal 30 to 60 Same
Maximum (Cold Oil Starting) 100 Same
Connection Location Between No. 2 and No. 4 Cylinders Same

Oil Temperature
Normal Operating Within Green Arc Same
Maximum Permissible Red Line (240°F) Same
Probe Location Below Oil Cooler Same

Cylinder Head Temperature

Normal OPerating Within Green Arc Within Green Arc
(460° (460°
Maximum Red Line F. ) Red Line F. )
Probe Location Lower side of Number 1 Cylinder Lower Side of Number 1 Cylinder
thru 1973, Number 2 Cylinder on
1974, and Number 3 Cylinder on
1975 Models. On U20602581 thru
02588, 02590 thru 02693, 02695
thru 02728, 02730 thru 02752,
02754, 02755, 02757 thru 02759,
02763 thru 02766, 02768, 02769,
02774, 02777, 02778, 02781,
02782, 02786, 02790, 02792,

Change 3 12-3
 02796, Refer to Cessna Single-
Engine Service Letter SE75-12
Dated June 27, 1975.

Approximate Dry Weight 471 LB. (Weight is approximate Same

and will vary with optional
accessories installed.)

O
O
RIGGING o
POSITION Detail
\ o
O
BEGINNING WITH SERIAL
U20601776

CLOSED Detail
POSITION
AIRCRAFT SERIAIS THRU
U20601775

4
5
6
812

13

11
10

0 14
0
0
1. Knob 8. Clamp
2. Control Lever 9. Hinge Pin
3. Position Bracket 10. Cowl Flap
Detail
4. Clevis 11. Hinge Half
5. Clamp 12. Right Cowl Flap Control
6. Left Cowl Flap Control 13. Clevis
7. Clamp (Left Side Only) 14. Shock-Mount

Figure 12-1. Cowl Flaps Installation

12-4 Change 3
 9
NOTES
REINFORCED MOUNTS CON-
TAIN MOULDED-IN WASHER
ON ALL MODELS·
AT THIS LOCATION /
g It is important that the correct engine mounts
be installed in the correct positions. Install
/ upper mounts with beveled edge at the top, ex-
cept as noted below for turbocharged engines.
Install lower mounts with beveled edge at the
front, except as noted below for turbocharged
' engines. In addition, be sure that the two re-
inforced mounts are used at the upper, for-
5 ward positions.

To determine which two of the eight mounts

are the reinforced ones, use fingernail to feel
whether moulded-in washer is present.
4
Torque bolts (1) to 300 +50 -00 lb-in,

ON TURBOCHARGED ENGINES:
1
TO/
SUMP Barrel nuts (9) are replaced with turbine sup-
BOLT port shafts at the right mounts of turbocharged
engines.

Heat shields (10) replace heat deflectors (4) on

turbocharged engines.
LEFT REAR ONLY
Install left, forward, lower mount with beveled
Detail A edges at the front and at the top on turbocharged
engines.

If shock-mounts will be re-used, mark each

NOTE
one so it will be reinstalled in exactly the
same position. If new shock-mounts will be
BEGINNING WITH AIRCRAFT SERIAL * installed, position them as noted above.
P20600604 & U20601445 ON NON-
TURBOCHARGED ENGINES.

,
o.
1. Bolt
2. Ground Strap
3. Tab Lockwasher O
4. Heat Deflector
5. Lower Mount O O
6. Engine Mount Support 10 e
7. Spacer
8. Upper Mount
9. Barrel Nut
10. Heat Shield

Figure 12-2. Engine Mount Installation

Change 1 12-5
12-13. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

ENGINE FAILS TO START. Improper use of starting Review starting procedure.

procedure. Refer to Owner's Manual.

Defective aircraft fuel system. Refer to Section 13.

Spark plugs fouled. Remove and clean. Check gaps and

insulators. Use new gaskets. Check
cables to persistently fouled plugs.

Defective magneto switch or Check continuity, repair or replace

grounded magneto leads. switch or leads.

Defective ignition system. Refer to paragraph 12-79.

Excessive induction air leaks. Check visually. Correct cause of

airleaks.

Dirty screen in fuel control unit Check screen visually. Check fuel
or defective fuel control unit. flow through control unit. Replace
defective fuel control unit.

Defective electric fuel pump. Refer to Section 13.

Defective fuel manifold valve Check fuel flow through valve.

or dirty screen. Remove and clean. Replace if
defective.

Clogged fuel injection lines or Check fuel through lines and nozzles.
discharge nozzles. Clean lines and nozzles. Replace if
defective.

Fuel pump not permitting fuel Check fuel flow through engine-driven
from auxiliary pump to bypass. fuel pump. Replace engine-driven
pump.

Vaporized fuel in system. Refer to paragraph 12-100.

Fuel tanks empty. Visually inspect tanks. Fill with

proper grade and quantity of gaso-
line.

Fuel contamination or water in Open fuel strainer drain and check

fuel system. for water. Drain all fuel and flush
out fuel system. Clean all screens,
fuel lines, strainer, etc.

Mixture control in the IDLE Move control to the full RICH

CUT-OFF position. position.

Engine flooded. Refer to paragraph 12-100.

Fuel selector valve in OFF Place selector valve in the ON

position. position to a cell known to con-
tain gasoline.

12-6
12-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ENGINE STARTS BUT Idle stop screw or idle mixture Refer to paragraph 12-46.
DIES, OR WILL NOT incorrectly adjusted.
IDLE.
Spark plugs fouled or improperly Remove, clean and regap plugs.
gapped. Replace if defective.

Water in fuel system. Open fuel strainer drain and check

for water. If water is present,
drain fuel tank sumps, lines and
strainer .

Defective ignition system. Refer to paragraph 12-79.

Vaporized fuel. (Most likely to Refer to paragraph 12-100.

occur in hot weather with a hot
engine.)

Induction air leaks. Check visually. Correct the

cause of leaks.

Manual primer leaking. Disconnect primer outlet line.

If fuel leaks through primer,
repair or replace primer.

Dirty screen in fuel control unit Check screen visually. Check

or defective fuel control unit. fuel flow through control unit.
Clean screen. Replace fuel con-
trol unit if defective.

Defective manifold valve or Check fuel flow through valve.

clogged screen. Replace if defective. Clean screen.

Defective engine-driven fuel If engine continues to run with

pump. electric pump turned on, but stops
when it is turned off, the engine-
driven pump is defective. Replace
pump.

Defective engine. Check compression. Listen for

unusual engine noises. Engine
repair is required.

Propeller control set in high Use low pitch (high rpm) position
pitch position (low rpm). for all ground operation.

Defective aircraft fuel system. Refer to Section 13.

Restricted fuel injection lines Check fuel flow through lines and
or discharge nozzles. nozzles. Clean lines and nozzles.
Replace if defective.

ENGINE RUNS ROUGHLY, Propeller control in high pitch Use low pitch (high rpm) for
WILL NOT ACCELERATE (low rpm) position. all ground operations.
PROPERLY, OR LACKS
POWER. Restriction in aircraft fuel Refer to Section 13.
system.

Restriction in fuel injection Clean system. Replace any

system. defective units.

Change 1 12 -7
12-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

Engine-driven fuel pump pres- Refer to paragraph 12-61.

ENGINE RUNS ROUGHLY ' sure adjusted.
improperly
WILL NOT ACCELERATE
PROPERLY, OR LACKS
(Cont.) Worn or improperly rigged Check visually. Rig properly.
POWER.
throttle or mixture control. Replace worn linkage.

Spark plugs fouled or improperly Clean and regap. Replace if

gapped. defective.

Defective ignition system. Refer to paragraph 12-79.

Defective engine. Check compression. Listen for

unusual engine noises. Engine
repair is required.

POOR IDLE CUT-OFF. Worn or improperly rigged Rig properly. Replace worn
mixture control. linkage.

Defective or dirty manifold valve. Operate electric fuel pump and

check that no fuel flows through
manifold valve with mixture con-
trol in IDLE CUT-OFF. Remove
and clean. Replace if defective.

Fuel leakage through primer. Repair or replace primer.

Auxiliary fuel pump ON. Turn to OFF position.

Defective fuel control unit. If none of the preceding causes

corrects the problem, the control
unit is probably at fault. Replace
control unit.

12-14. REMOVAL. If an engine is to be placed in d. Disconnect battery cables and insulate terminals
storage or returned to the manufacturer for over- as a safety precaution.
haul, proper preparatory steps should be taken for e. Drain fuel strainer and lines with strainer drain
corrosion prevention prior to beginning the removal control.
procedure. Refer to Section 2 for storage prepara-
tion. The following engine removal procedure is
based upon the engine being removed from the air- NOTE
craft with the lines and hoses being disconnected at
the firewall. During the following procedures, remove
any clamps or lacings which secure con-
NOTE trols, wires, hoses or lines to the engine,
engine nacelle or attached brackets, so
Tag each item when disconnected to aid in they will not interfere with engine removal.
identifying wires, hoses, lines and control Some of the items listed can be disconnected
linkages when engine is reinstalled. Like- at more than one place. It may be desirable
wise, shop notes made during removal will to disconnect some of these items at other
often clarify reinstallation. Protect open- than the places indicated. The reason for
ings, exposed as a result of removing or engine removal should be the governing fac-
disconnecting units, against entry of tor in deciding at which point to disconnect
foreign material by installing covers or them. Omit any of the items which are not
sealing with tape. present on a particular engine installation.

a. Place all cabin switches in the OFF position. f. Drain the engine oil sump and oil cooler.
b. Place fuel selector valve in the OFF position. g. Disconnect magneto primary lead wires at
c. Remove engine cowling in accordance with para- magnetos.
graph 12-3.

12 -8
Change 2
 4. Disconnect primer line at firewall fitting.
5. Disconnect fuel-flow gage hose at firewall.
6. Disconnect oil pressure line at firewall
The magnetos are in a SWITCH ON condition fitting.
when the switch wires are disconnected. 7. Disconnect manifold pressure hose at fire-
Ground the magneto points or remove the wall.
high tension wires from the magnetos or 8. Disconnect manifold and balance tube drain
spark plugs to prevent accidental firing. lines.
n. Carefully check the engine again to ensure ALL
h. Remove the spinner and propeller in accordance hoses, lines, wires, cables, clamps and lacings are
with Section 14. Cover exposed end of crankshaft disconnected or removed which would interfere with
flange and propeller flange to prevent entry of foreign the engine removal. Ensure all wires, cables and
material. engine controls have been pulled aft to clear the en-
i. Disconnect throttle, mixture and propeller con- gine.
trols from their respective units. Remove clamps
attaching controls to engine and pull controls aft
clear of engine. Use care to avoid bending controls
too sharply. Note EXACT position, size and number Place a suitable stand under tail tie-down
of attaching washers and spacers for reference on ring before removing engine. The loss of
reinstallation. engine weight will cause the aircraft to be
j. Disconnect all hot and cold air flexible ducts tail heavy.
and remove.
k. Remove exhaust system in accordance with para- o. Attach a hoist to the lifting lug at the top center
graph 12-96. of the engine crankcase. Lift engine just enough to
1. Disconnect wires and cables as follows: relieve the weight from the engine mounts.
1. Disconnect tachometer drive shaft at adapter. p. Remove bolts, ground strap and heat deflectors.
q. Slowly hoist engine out of nacelle and clear of
aircraft checking for any items which would inter-
fere with the engine removal. Balance the engine
When disconnecting starter cable do not by hand and carefully guide the disconnected parts
permit starter terminal bolt to rotate. out as the engine is removed.
Rotation of the bolt could break the con- r. Remove engine shock-mounts.
ductor between bolt and field coils caus-
ing the starter to be inoperative. NOTE

2, Disconnect starter electrical cable at starter. If shock-mounts will be re-used, mark each
3. Disconnect cylinder head temperature wire at one so it will be reinstalled in exactly the
probe, same position. If new shock-mounts will
4. Disconnect oil temperature wire at probe be installed, position them as illustrated
below oil cooler. in figure 12-2.
5. Disconnect electrical wires and wire shield-
ing ground at alternator· 12-14A. STATIC RUN-UP PROCEDURES. In a case
6. Disconnect exhaust gas temperature wires at of suspected low engine power, a static RPM run-up
quick-disconnects. should be conducted as follows:
7. Disconnect electrical wires at throttle micro- a. Run-up engine, using take-off power and mix-
90°
switch. ture settings, with the aircraft facing right and
8. Disconnect fuel strainer drain control from then left to the wind direction.
strainer. b. Record the RPM obtained in each run-up posi-
9. Remove all clamps and lacings attaching tion.
wires or cables to engine and pull wires and cables
aft to clear engine. NOTE
m. Disconnect lines and hoses as follows:
1. Disconnect vacuum hose at firewall. Daily changes in atmospheric pressure,
2. Disconnect oil breather and vacuum system temperature and humidity will have a
oil separator vent lines where secured to the engine. slight effect on static run-up.

c. Average the results of the RPM obtained. It

should be within 50 RPM of 2775 RPM.
Residual fuel and oil draining from discon- d. If the average results of the RPM obtained are
nected lines and hoses constitutes a fire lower than stated above, the following recommended
hazard. Use caution to prevent accumula- checks may be performed to determine a possible
tion of such fuel and oil when lines or hoses deficiency.
are disconnected. 1. Check governor control for proper rigging.
It shouldbe determined that the governor control
3. Disconnect fuel supply and vapor return hoses arm travels to the high RPM stop on the governor
at fuel pump.

Change 2 12 -9
 and that the high RPM stop screw is adjusted prop- 12-17. INSPECTION. For specific items to be in-
erly. (Refer to Section 14 for procedures). spected, refer to the engine manufacturer's manual.
a. Visually inspect the engine for loose nuts, bolts,
NOTE cracks and fin damage,
b. Inspect baffles, baffle seals and brackets for
If verification of governor operation is cracks, deterioration and breakage.
necessary the governor may be removed c. Inspect all hoses for internal swelling, chafing
from the engine and a flat plate installed through protective plys, cuts, breaks, stiffness,
over the engine pad. Run-up engine to damaged threads and loose connections. Excessive
determine that governor was adjusted heat on hoses will cause them to become brittle and
properly. easily broken. Hoses and lines are most likely to
crack or break near the end fittings and support
2. Check carburetor heat control (carburetor points.
equipped engines) for proper rigging. If partially d. Inspect for color bleaching of the end fittings or
open it would cause a slight power loss. On fuel in- severe discoloration of the hoses.
jected engines check operation or alternate air door
spring or magnetic lock to make sure door will re- NOTE
main closed in normal operation.
3. Check magneto timing, spark plugs and igni- Avoid excessive flexing and sharp bends
tion harness for settings and conditions. when examining hoses for stiffness.
4. On fuel injection engines, check fuel injec-
tion nozzles for restriction and check for correct e. All flexible fluid carrying hoses in the engine
unmetered fuel flow. compartment should be replaced at engine overhaul
5. Check condition of induction air filter. Clean or every five years, whichever occurs first.
if required. f. For major engine repairs, refer to the manu-
6. Perform an engine compression check (Refer facturer's overhaul and repair manual.
to engine Manufacturer's Manual).
12-18. BUILD-UP. Engine build-up consists of in-
12-15. CLEANING. The engine may be cleaned with stallation of parts, accessories and components to
Stoddard solvent or equivalent, then dried thoroughly. the basic engine to build up an engine unit ready for
installation on the aircraft. All safety wire, lock-
washers, nuts, gaskets and rubber connections
should be new parts.
Particular care should be given to electrical
equipment before cleaning. Cleaning fluids 12-19. INSTALLATION. Before installing the en-
should not be allowed to enter magnetos, gine on the aircraft, install any items which were
starter, alternator, etc. Protect these com- removed from the engine or aircraft after the engine
ponents before saturating the engine with sol- was removed.
vent. All other openings should also be cov-
ered before cleaning the engine assembly. NOTE
Caustic cleaning solutions should be used
cautiously and should always be properly Remove all protective covers, plugs, caps
neutralized after their use. and identification tags as each item is con-
nected or installed. Omit any items not
present on a particular engine installation.
12-16. ACCESSORIES REMOVAL. Removal of en-
gine accessories for overhaul or for engine replace- a. Hoist the engine to a point just above the nacelle.
ment involves stripping the engine of parts, acces- b. Install engine shock-mounts and ground strap as
sories and components to reduce it to the bare en- illustrated in figure 12-2.
gine. During the removal process, removed items c. Carefully lower engine slowly into place on the
should be examined carefully and defective parts engine mounts. Route controls, lines, hoses and
should be tagged for repair or replacement with new wires in place as the engine is positioned on the en-
components. gine mounts.

NOTE NOTE

Items easily confused with similar items Be sure engine shock-mounts, spacers and
should be tagged to provide a means of washers are in place as the engine is
identification when being installed on a lowered into position.
new engine. All openings exposed by the
removal of an item should be closed by d. Install engine-to-mount bolts, then remove the
installing a suitable cover or cap over hoist and support stand placed under tail tie-down
the opening. This will prevent entry fitting. Torque bolts to 300+50-00 lb-in.
foreign material. If suitable covers are e. Route throttle, mixture and propeller controls
not available, tape may be used to cover to their respective units and connect. Secure con-
the openings, trols in position with clamps.
12-10 Change 2
 NOTE k. Complete a magneto switch ground-out and con-
tinuity check, then connect primary lead wires to the
Throughout the aircraft fuel system,from magnetos. Remove the temporary ground or connect
the fuel cells to the engine-driven pump, spark plug leads, whichever procedure was used dur-
use NS-40 (RA S-4) (Snap-On-Tools Corp. , ing removal.
Kenosha, Wisconsin), MIL-T-5544 (Thread
Compound Antiseize, Graphite Petrolatum),
USP Petrolatum or engine oil as a thread
lubricator or to seal a leaking connection. Be sure magneto switch is in OFF position
Apply sparingly to male threads only, omit- when connecting switch wires to magnetos.
ting the first two threads, exercising ex-
treme caution to avoid "stringing" sealer 1. Clean and install induction air filter in accor-
across the end of the fitting. Always en- dance with Section 2.
sure that a compound, the residue from a m. Service engine with proper grade and quantity of
previously used compound, or any other engine oil. Refer to Section 2 if engine is new, newly
foreign material cannot enter the system. overhauled or has been in storage.
n. Check all switches are in the OFF position and
f. Connect lines and hoses as follows: connect battery cables.
1. Connect manifold and balance tube drain o. Rig engine controls in accordance with para-
lines. graphs 12-85, 12-86 and 12-87.
2. Connect manifold pressure hose at firewall. p. Inspect engine installation for security, correct
3. Connect oil pressure line at firewall fitting. routing of controls, lines, hoses and electrical wir-
4. Connect fuel-flow gage hose at firewall. ing, proper safetying and tightness of all components.
5. Connect primer line at firewall fitting. q. Install engine cowling in accordance with para-
6. Connect fuel supply and vapor return hose at graph 12-3.
firewall. r. Perform an engine run-up and make final adjust-
7. Connect oil breather and vacuum system oil ments on the engine controls,
separator vent lines where secured to the engine.
8. Connect vacuum hose at firewall. 12-20. FLEXIBLE FLUID HOSES.
9. Install clamps and lacings securing hoses and
lines to the
engine to prevent chafing. 12-21. PRESSURE TEST.
g. Connect wires and cables as follows: a. After each 50 hours of engine operation, all flex-
1. Connect electrical wires and wire shielding ible fluid hoses in the engine compartment should be
ground at alternator, pressure tested as follows:
2. Connect cylinder head temperature wire at 1. Place mixture control in the idle cut-off posi-
probe, tion.
n.Operate the auxiliary fuel pump in the high
posit
When connecting starter cable, do not permit 3. Examine the exterior of hoses for evidence
starter terminal bolt to rotate. Rotation of of leakage or wetness,
the bolt could break the conductor between 4. Hoses found leaking should be replaced.
bolt and field coils causing the starter to be 5. After pressure testing fuel hoses, allow suf-
inoperative- ficient time for excess fuel to drain overboard from
the engine manifold before attempting an engine start.
3.Connect starter electrical cable at starter" 6. Refer to paragraph 12-17 for detailed inspec-
4.Connect tachometer drive shaft at adapter. tion procedures for flexible hoses.
Be sure drive cable engages drive in adapter. Torque
housing attach nut to 100-lb-in· 12-22. REPLACEMENT.
5. Connect exhaust gas temperature wires at a. Hoses should not be twisted on installation.
quick-disconnects.
Pressure applied to a twisted hose may cause failure
6. Connect electrical wires at throttle micro- or loosening of the nut.
switch· b. Provide as large a bend radius as possible.
7. Connect oil temperature wire to probe below c. Hoses should have a minimum of one-half inch
oil cooler· clearance from other lines, ducts, hoses or sur-
drain control to stramer.
.

Connect fuel strainer

8. rounding objects or be butterfly clamped to them.
9. Install clamps and lacings securing wires and d. Rubber hoses will take a permanent set during
cables to engine, engine mount and brackets. extended use in service. a hose with
Straightening
h. Install exhaust system in accordance with para-
a bend having a permanent set will result in hose
graph 12-96°
cracking. Care should be taken during removal so
Connect all hot and cold air flexible ducts.
.

i. that hose is not bent excessively, and during rein-

j. Install propeller and spinner in accordance with
stallation to assure hose is returned to its original
instructions outlined in Section 14.
position.
e. Refer to AC 43. 13, Chapter 10, for additional
installation procedures for flexible fluid hose assem-
blies.

Change 3 12 -11
12-23. ENGINE BAFFLES. are routed through some baffles. Make sure that
these parts are reinstalled correctly after installa-
12-24. DESCRIPTION. The sheet metal baffles in- tion of baffles.
stalled on the engine direct the flow of air around the
cylinders and other engine components to provide 12-27. REPAIR. Repair of an individual segment of
optimum cooling. These baffles incorporate rubber- engine baffle is generally impractical, since, due to
asbestos composition seals at points of contact with the small size and formed shape of the part, replace-
the engine cowling and other engine components to ment is usually more economical. However, small
help confine and direct the airflow to the desired area. cracks may be stop-drilled and a reinforcing doubler
It is very important to engine cooling that the baffles installed. Other repairs may be made as long as
and seals are in good condition and installed correctly. strength and cooling requirements are met. Replace
The vertical seals must fold forward and the side sealing strips if they do not seal properly.
seals must fold upwards. Removal and installation of
the various baffle segments is possible with the cowl- 12-28. ENGINE OIL SYSTEM. (Refer to figure
ing removed. Be sure that any new baffles seal pro- 12-3.)
perly.
12-29. DESCRIPTION. A wet-sump, pressure-
12-25. CLEANING AND INSPECTION. The engine lubricating oil system is employed in the engine.
baffles should be cleaned with a suitable solvent to Oil under pressure from the oil pump is fed through
remove oil and dirt. drilled crankcase passages which supply oil to the
crankshaft main bearings and camshaft bearings.
Connecting rod bearings are pressure-lubricated
NOTE through internal passages in the crankshaft. Valve
mechanisms are lubricated through the hollow push-
The rubber-asbestos seals are oil and grease rods, which are supplied with oil from the crankcase
resistant but should not be soaked in solvent oil passages. The propeller is supplied oil, boosted
for long periods. by the governor through the forward end of the crank-
shaft. Oil is returned by gravity to the engine oil
Inspect baffles for cracks in the metal and for loose sump. Cylinder walls and piston pins are spray-
and/or torn seals. Repair or replace any defective lubricated by oil escaping from connecting rod bear-
parts. ings. The engine is equipped with an oil cooler and
a thermostat valve to regulate engine oil temperature.
12-26. REMOVAL AND INSTALLATION. Removal A pressure relief valve is installed to maintain pro-
and installation of the various baffle segments is per oil pressure at higher engine speeds. Removable
possible with the cowling removed. Be sure that any oil filter screens are provided within the oil system.
replaced baffles and seals are installed correetly and An external, replaceable element oil filter is avail-
that they seal to direct the airflow in the correct di- able as optional equipment. The engine may also be
rection. Various lines, hoses, wires and controls equipped with a non-congealing oil cooler.

SHOP NOTES:

12-12 Change 1
 THERMOSTAT THERMOSTAT PLUG THERMOSTAT
OPEN CLOSED OPEN

STANDARD STANDARD NON-CONGEALING

OIL COOLER OIL COOLER OIL COOLER

TO
PROPELLER PROPELLER
CONTROL
THERMOSTAT
PLUG
CLOSED
"s NON-CONGEALING
OIL COOLER
PROPELLER
GOVERNOR OIL
TEMPERATURE
GAGE

OIL Om
FILLER mo
CAP

OIL
PRESSURE
GAGE

OIL DIPSTICK
SUMP DRAIN PLUG
OIL PRESSURE
FUEL LINE FROM RELIEF VALVE
OPTIONAL OIL -.--

DILUTION SYSTEM OIL PUMP

BYPASS
ENGINE VALVE
OIL FILTER
ENGINE OIL
PUMP BYPASS
FILTER
SCREEN VALVE

CODE: FILTER
OUTLET
PRESSURE OIL VALVE

OPTIONAL -

SUMP OIL, RETURN EXTERNAL

OIL AND SUCTION FILTER
OIL

Figure 12-3. Oil System Schematic

Change 1 12-13
12-30. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

NO OIL PRESSURE. No oil in sump. Check with dipstick. Fill sump

with proper grade and quantity
of oil. Refer to Section 2.

Oil pressure line broken, Inspect pressure lines. Replace

disconnected or pinched, or connect lines as required.

Oil pump defective. Remove and inspect. Examine

engine. Metal particles from
damaged pump may have entered
engine oil passages.

Defective oil pressure gage. Check with a known good gage.

If second reading is normal,
replace gage.

Oil congealed in gage line. Disconnect line at engine and gage;

flush with kerosene. Pre-fill with
kerosene and install.

Relief valve defective. Remove and check for dirty or de-

fective parts. Clean and install;
replace valve if defective.

LOW OIL PRESSURE. Low oil supply. Check with dipstick. Fill sump
with proper grade and quantity
of oil. Refer to Section 2.

Low viscosity oil. Drain sump and refill with proper

grade and quantity of oil.

Oil pressure relief valve spring Remove and inspect spring.

weak or broken. Replace weak or broken spring.

Defective oil pump. Check oil temperature and oil

level. If temperature is higher
than normal and oil level is
correct, internal failure is evi-
dent. Remove and inspect.
Examine engine. Metal particles
from damaged pump may have
entered oil passages.

Secondary result of high oil Observe oil temperature gage for

temperature. high indication. Determine and
correct reason for high oil tem-
perature.

Dirty oil screens. Remove and clean oil screens.

12-14
12-30. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

HIGH OIL PRESSURE. High viscosity oil. Drain sump and refill with proper
grade and quantity of oil.

Relief valve defective. Remove and check for dirty or de-

fective parts. Clean and install;
replace valve if defective.

Defective oil pressure gage. Check with a known good gage. If

second reading is normal, replace
gage.

LOW OIL TEMPERATURE. Defective oil temperature gage Check with a known good gage. If
or temperature bulb. second reading is normal, replace
gage. If reading is similar, the
temperature bulb is defective.

Oil cooler thermostatic Remove valve and check for proper

bypass valve defective operation. Replace valve if defec-
or stuck. tive.

HIGH OIL TEMPERATURE. Oil cooler air passages clogged. Inspect cooler core. Clean air
passages.

Oil cooler oil passages clogged. Attempt to drain cooler. Inspect

for sediment. Remove cooler and
flush thoroughly.

Thermostatic bypass valve Feel front of cooler core with hand.

damaged or held open by If core is cold, oil is bypassing
solid matter. cooler. Remove and clean valve
and seat. If still inoperative, re-
place.

Low oil supply. Check with dipstick. Fill sump

with proper grade and quantity
of oil. Refer to Section 2.

Oil viscosity too high. Drain sump and refill with proper
grade and quantity of oil.

Prolonged high speed operation Hold ground running above 1500

on the ground. rpm to a minimum.

Defective oil temperature gage. Check with a known good gage.

If second reading is normal.
Replace gage.

Defective oil temperature bulb. Check for correct oil pressure, oil
level and cylinder head tempera-
ture. If they are correct, check
oil temperature gage for being de-
fective; if similar reading is ob-
served, bulb is defective. Re-
place bulb.

12-15
12-30. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

HIGH OIL TEMPERATURE Secondary effect of low oil Observe oil pressure gage for
(Cont.) pressure. low indication. Determine and
correct reason for low oil pres-
sure.

Oil congealed in cooler. This condition can occur only in

extremely cold temperatures.
If congealing is suspected, use
an external heater or a heated
hangar to warm the congealed oil.

OIL LEAK AT FRONT OF Damaged crankshaft seal. Replace.

ENGINE.

OIL LEAK AT PUSH ROD Damaged push rod housing oil seal. Replace.
HOUSING.

12-31. FULL-FLOW OIL FILTER. chips or particles from bearings. In new

or newly overhauled engines, some small
12-32. DESCRIPTION. An external oil filter may particles or metallic shavings might be
be installed on the engine. The filter and filter adap- found, these are generally of no conse-
ter replace the regular engine oil pressure screen. quence and should not be confused with
The filter adapter incorporates a bypass valve which particles produced by impacting, abrasion
will open allowing pressure oil from the oil pump to or pressure. Evidence of internal damage
flow to the engine oil passages if the filter element found in the oil filter element justifies
should become clogged. further examination to determine the cause.

12-33. REMOVAL AND INSTALLATION. (Refer to f. Wash lid (7), hollow stud (1) and filter can (4)
figure 12-4.) in solvent and dry with compressed air.

NOTE NOTES

Filter element replacement kits are avail- When installing a new filter element (5), it
able from the Cessna Service Parts Center. is important that all gaskets are clean, lu-
bricated and positioned properly, and that
a. Remove engine cowling in accordance with para- the correct amount of torque is applied to
graph 12-3. the hollow stud (1). If the stud is under-
b. Remove both safety wires from filter can and torqued, oil leakage will occur. If the stud
unscrew hollow stud (1) to detach filter assembly is over-torqued, the filter can might possi-
from adapter (12) as a unit. Remove filter assembly bly be deformed, again causing oil leakage.
from aircraft and discard gasket (10). Oil will drain
from filter as assembly is removed from adapter. OLubricate all rubber grommets in the new
c. Press downward on hollow stud (1) to remove filter element, lid gaskets and metal gas-
from filter element (5) and can (4). Discard metal ket with clean engine oil or general purpose
gasket (2) on stud (1). grease before installation. Dry gaskets
d. Lift lid (7) off filter can (4) and discard lower may cause false torque readings, again
gasket (6). resulting in oil leakage.
e. Pull filter element (5) out of filter can (4).
O Before assembly, place a straightedge across
NOTE bottom of filter can. Check for distortion or
out-of-flat condition greater than 0.010 inch.
Before discarding removed filter element (5), Install a new filter can if either of these con-
remove the outer perforated paper cover; ditions exist.
using a sharp knife, cut through the folds of
the filter element at both ends. Then, care- O After installing a new gasket on lid, turn lid
fully unfold the pleated element and examine over. If gaskets falls, try a different gasket
the material trapped in the element for evi- and repeat test. If this gasket falls off, in-
dence of internal engine damage, such as stall a new lid.

12 -16

Change 2
 NOTE
15
Do NOT subsitute automotive gaskets for any
14 13 gaskets used in this assembly. Use only
approved gaskets listed in the Parts Catalogs.

10

NUT DELETED ON CURRENT g

INSTALLATIONS (DISCARD AT
NEXT FILTER ELEMENT
CHANGE)

1. Hollow Stud
2. Metal Gasket
3. Safety Wire Tab 5
4. Can
5. Filter Element
6. Lower Gasket
. LN
8 t 4
9. Thread Insert I
10. Upper Gasket
11. Plug
12. Adapter
3
13. Bypass Valve
14. Nut (Adapter)
15. O-Ring
2
-

Figure 12-4. Full-Flow Oil Filter

Change 2 12-17
 NOTE
ALL DIMENSIONS ARE INCHES.
24
1/2
1/2
(TYP)

3/4
1-11/16 R

/16
11/16
1-7 32 1/4

1-5/32 R
1-7/8 R (TYP)
NOTE
NOTE
MAT:4130 (Rc. 35-38) · 2.135 i TOOL NUMBER SE709 IS AVAILABLE
FROM THE CESSNA PARTS CENTER.

Figure 12-5. Oil Filter Adapter Wrench Fabrication

g. Inspect the adapter gasket seat for gouges, deep 12-34. FILTER ADAPTER.
scratches, wrench marks and mutilation. If any of
these conditions are found, install a new adapter. 12-35. REMOVAL. (Refer to figure 12-4.)
h. Place a new filter element (5) in can (4) and in- a. Remove filter assembly in accordance with para-
sert the hollow stud (1) with a new metal gasket (2) graph 12-33.
in place, through the filter can and element.
i. Position a new gasket (6) inside flange of lid (7) NOTE
and place lid in position on filter can.
j. With new gasket (10) on face of lid, install filter A special wrench adapter for adapter nut (15)
can assembly on adapter (12). While holding filter (Part No. SE-709) is available from the Cessna
can to prevent turning, tighten hollow stud (1) and Service Parts Center, or one may be fabricated
torque to 20-25 lb-ft (240-300 lb-in), using a torque as shown in figure 12-5. Remove any engine
wrench, accessory that interferes with removal of the
k. Install all parts removed for access and service adapter.
the engine with the proper grade and quantity of en-
gine oil. One additional quart of oil is required each b. Note angular position of adapter (12), then re -

time the filter element is changed. move safety wire and loosen adapter nut (15).
1. Start engine and check for proper oil pressure. c. Unscrew adapter and remove from engine. Dis-
Check for oil leakage after warming up the engine. card adapter O-ring (16).
m. Again check for oil leakage after engine has been
run at high power setting (preferably a flight around 12-36. DISASSEMBLY, INSPECTION AND REASSEM-
the field). BLY. Figure 12-4 shows the relative position of the
n. Check to make sure filter can has not been mak- internal parts of the filter adapter and may be used
ing contact with any adjacent parts due to engine as a guide during installation of parts. The bypass
torque. valve is to be installed as a complete unit, with the
o. While engine is still warm, recheck torque on valve being staked three places. The heli-coil type
hollow stud (1) then safety stud to lower tab (3) on fil- insert (9) in the adapter may be replaced, although
ter can and safety adapter (12) to upper tab on filter special tools are required. Follow instructions of
can. the tool manufacturer for their use. Inspect threads

12 -18
Change 1
 VAPOR EJECTOR
TO TANK
FUEL INLET INTAKE AIR
FROMTANK PART
THROTONLE

..••,
RELIEF
VAPOR SEPARATOR VALVE

TO MANIFOLD
VALVE

PUMP ADJUSTABLE ORIFICE

CHECK VALVE

VENT
FUEL INLET

TO FUEL FLOW GAGE

i
CALIBRATED Ä , SHIELD
ORIFICE

SCREEN

MANIFOLD VALVE -, 7

AIR INLET

INJECTION
MIXTURE
OUTLET

Detail
LEGEND:
RELIEF
VALVE PRESSURE

METERED FUEL

EEEPUMP PRESSURE

- INLET PRESSURE

RETURN FUEL

Figure 12-6. Fuel Injection Schematic

12 -19
 IDLE SPEED ADJUSTMENT

o O O - -

IDLE MIXTURE ADJUSTMENT

Figure 12-7. Idle Speed and Idle Mixture Adjustment

on adapter and in engine for damage. Clean adapter mounted on the right forward side of the engine crank-
in solvent and dry with compressed air. Ascertain case directly in front of number five cylinder and has
that all passages in the adapter are open and free of no external oil lines. Ram air passes through the oil
foreign material. Also, check that bypass valve is cooler and is discharged into the engine compartment.
seated properly. Oil circulating through the engine is allowed to circu-
late continuously through warm-up passages to pre-
12-37. INSTALLATION. vent the oil from congealing when operating in low
a. Assemble adapter nut (15) and new O-ring (16) temperatures. On the standard and non-congealing
on adapter (12) in sequence illustrated in figure 12-4. oil coolers, as the oil increases to a certain tempera-
b. Lubricate O-ring on adapter with clean engine ture, the thermostat valve closes, causing the oil to
oil. Tighten adapter nut until O-ring is centered in be routed to all of the cooler passages for cooling.
its groove on the adapter. Oil returning to the engine from the cooler is routed
c. Apply anti-seize compound sparingly to the adap- through the internally drilled oil passages.
ter threads, then simultaneously screw adapter and
adapter nut into engine until O-ring seats against en- 12-40. ENGINE FUEL SYSTEM. (Refer to figure
gine boss without turning adapter nut (15). Rotate 12-6.)
adapter to approximate angular position noted during
removal. Do not tighten adapter nut at this time. 12-41. DESCRIPTION. The fuel injection system
d. Temporarily install filter assembly on adapter, is a low pressure system of injecting fuel into the
and position so adequate clearance with adjacent parts intake valve port of each cylinder. It is a multi-
is attained. Maintaining this position of the adapter, nozzle, continuous-flow type which controls fuel flow
tighten adapter nut to 50-60 lb-ft (600-720 lb-in.) and to match engine airflow. Any change in throttle posi-
safety. Use a torque wrench, extension and adapter tion, engine speed, or a combination of both, causes
as necessary when tightening adapter nut. changes in fuel flow in the correct relation to engine
e. Using new gaskets, install filter assembly as airflow. A manual mixture control and a fuel flow
outlined in paragraph 12-33. Be sure to service the indicator are provided for leaning at any combination
engine oil system. of altitude and power setting. The fuel flow indicator
is calibrated in gallons per hour and indicates approxi-
12-38. OIL COOLER, mately the gallons of fuel consumed per hour. The
continuous-flow system uses a typical rotary vane fuel
12-39. DESCRIPTION. A non-congealing oil cooler pump. There are no running parts in this system ex-
may be installed on the aircraft. The cooler is cept for the engine-driven fuel pump.

12 -20
 FUEL METERING ENGINE DRIVEN
UNIT FUEL PUMP
EXISTING FUEL PUMP
OUTLET HOSE

NIPPLES

TEE PRESSURE
TEST HOSE INDICATOR

NIPPLE

TEST HOSE
NIPPLE

NOTE

WHEN ADJUSTING UNMETERED FUEL PRESSURE, TEST EQUIPMENT MAY

BE "TEED" INTO THE ENGINE-DRIVEN FUEL PUMP OUTLET HOSE AT THE
FUEL PUMP OR AT THE FUEL METERING UNIT.

Figure 12-8. Fuel Injection Pump Adjustment Test Harness

NOTE 12-42. FUEL-AIR CONTROL UNIT.

Throughout the aircraft fuel system, from 12-43. DESCRIPTION. This unit occupies the posi-
the fuel cells to the engine-driven pump, tion ordinarily used for a carburetor, at the intake
use NS-40 (RA S-4) (Snap-On-Tools Corp. , manifold inlet. The function of this unit is to control
Kenosha, Wisconsin), MIL-T-5544 (Thread engine air intake and to set the metered fuel pressure
Compound Antiseize, Graphite Petrolatum), for proper fuel-air ratio. There are three control
USP Petrolatum or engine oil as a thread elements in this unit, one for air and two for fuel.
lubricator or to seal a leaking connection. One of the fuel control elements is for fuel mixture
Apply sparingly to male threads only, omit- and the other is for fuel metering. Fuel enters the
ting the first two threads, exercising ex- control unit through a strainer and passes to the
treme caution to avoid "stringing" sealer metering valve. The position of the metering valve
across the end of the fitting. Always en- controls this fuel passed to the manifold valve and
sure that a compound, the residue from a nozzles. A linkage connecting the metering valve to
previously used compound, or any other the air throttle proportions airflow to fuel flow.
foreign material cannot enter the system. The position of the mixture valve determines the
amount of fuel returned to the fuel pump. The fuel
control portion of the fuel-air control unit is en-
closed in a shroud and is blast-air cooled to help
prevent vapor lock.

Change 3 12-21
 12-44. REMOVAL AND INSTALLATION. b. Advance throttle to increase engine speed to
a. Place all cockpit switches and fuel shut-off valve 1000 rpm.
in the OFF position. c. Pull mixture control knob slowly and steadily
b. Remove cowling in accordance with paragraph toward the idle cut-off position, observing tacho-
12-3. meter, then return control full IN (RICH) position
c. Remove induction airbox in accordance with before engine stops.
paragraph 12-65. d. Adjust mixture adjusting nut to obtain a slight
d. Disconnect engine controls at throttle and mix- and momentary gain of 25 rpm maximum at 1000 rpm
ture control arms. engine speed as mixture control is moved from full
IN (RICH) toward idle cut-off position. Return con-
NOTE trol to full IN (RICH) to prevent engine stoppage.
e. If mixture is set too LEAN, engine speed will
Cap all disconnected hoses, lines and fittings. drop immediately, thus requiring a richer mixture.
Tighten adjusting nut (clockwise) for a richer mixture.
e. The three fuel lines which attach to the fuel con- f. If mixture is set too RICH, engine speed will in-
trol unit are routed inside flexible tubing to help cool crease above 25 rpm, thus requiring a leaner mix-
the fuel. Loosen tubing clamps at the control unit ture. Back off adjusting nut (counterclockwise) for
and slide tubing back to gain access to the fuel line a leaner mixture.
fittings.
f. Disconnect fuel lines at control unit. NOTE
g. Loosen hose clamps which secure the control
unit to the right and left intake manifolds. After each adjustment to the idle mixture,
h. Remove control unit, run engine up to approximately 2000 rpm
i. Cover the open ends of the intake manifold piping to clear engine of excess fuel to obtain a
to prevent entry of foreign matter. correct idle speed.
j. Reverse the preceding steps for reinstallation.
Use new gaskets when installing control unit. Rig 12-47. FUEL MANIFOLD VALVE (FUEL DISTRIB-
throttle and mixture controls in accordance with para- UTOR).
graphs 12-85 and 12-86 respectively. Rig throttle-
operated microswitch in accordance with Section 13. 12-48. DESCRIPTION. Metered fuel flows to the
fuel manifold valve, which provides a central point
12-45. CLEANING AND INSPECTION. for distributing fuel to the individual cylinders. An
a. Check control connections, levers and linkage for internal diaphragm, operated by fuel pressure,
security, safetying and for lost motion due to wear. raises or lowers a plunger to open and close the in-
b. Remove the fuel screen assembly and clean in dividual cylinder supply ports simultaneously. A
solvent (Stoddard or equivalent). Reinstall and safety. needle valve in the plunger ensures that the plunger
c. Check the air control body for cracks and con- fully opens the outlet ports before fuel flow starts
trol unit for overall condition. and closes the ports simultaneously for positive
engine shut-down. A fine -mesh
screen is includ-
12-46. ADJUSTMENTS. (Refer to figure 12-7.) The ed in the fuel manifold valve.
idle speed adjustment is a conventional spring-loaded
screw located in the air throttle lever. The idle NOTE
mixture adjustment is the locknut at the metering
Valve end of the linkage. Tightening the nut to shor- The fuel manifold valves are supplied in two
ten the linkage provides a richer mixture. A leaner flow ranges. When replacing a valve assem-
mixture is obtained by backing off the nut to lengthen bly, be sure the replacement valve has the
the linkage. Idle speed and mixture adjustment same suffix letter as the one stamped on the
should be accomplished after the engine has been cover of the valve removed.
warmed up. Since idle rpm may be affected by idle
mixture adjustment, it may be necessary to readjust 12-49. REMOVAL.
idle rpm after setting the idle mixture correctly.
a. Set the throttle stop screw to obtain 600 ± 25 NOTE
rpm, with throttle control pulled full out against idle
stop. Cap all disconnected lines, hoses and fittings.

NOTE a. Disconnect all fuel and fuel injection lines at

the fuel manifold.
Engine idle speed may vary among different b. Remove bolts which secure fuel manifold and
engines. An engine should idle smoothly, remove manifold.
without excessive vibration and the idle speed
should be high enough to maintain idling oil 12-50. CLEANING.
pressure and to preclude any possibility of a. Remove manifold valve from engine in accor-
engine stoppage in flight when the throttle is dance with paragraph 12-49 and remove safety wire
closed. from cover attaching screws.

12-22 Change 1
 b. Hold the top cover down against internal spring cated in the cylinder heads. The outlet of each noz-
until all four cover attaching screws have been re- zle is directed into the intake port of each cylinder.
moved, then gently lift off the cover. Use care not The nozzle body contains a drilled central passage
to damage the spring-loaded diaphragm below cover, with a counterbore at each end. The lower end is
c. Remove the upper spring and lift the diaphragm used as a chamber for fuel-air mixture before the
assembly straight up. spray leaves the nozzle. The upper bore contains an
orifice for calibrating the nozzles. Near the top,
NOTE radial holes connect the upper counterbore with the
outside of the nozzle body for air admission. These
If the valve attached to the diaphragm is radial holes enter the counterbore above the orifice
stuck in the bore of the body, grasp the and draw outside air through a cylindrical screen
center nut, rotate and lift at the same fitted over the nozzle body. This screen prevents
time to work gently out of the body. dirt and foreign material from entering the nozzle.
A press-fit shield is mounted on the nozzle body and
extends over the greater part of the filter screen,
leaving a small opening at the bottom of the shield.
Do not attempt to remove needle or spring This provides an air bleed into the nozzle which aids
from inside plunger valve. Removal of in vaporizing the fuel by breaking the high vacuum in
these items will disturb the calibration of the intake manifold at idle rpm and keeps the fuel
the valve. lines filled. The nozzles are calibrated in several
ranges. All nozzles furnished for one engine are the
d. Using clean gasoline, flush out the chamber be- same range and are identified by a number and a
low the screen. suffix letter stamped on the flat portion of the nozzle
e. Flush above the screen and inside the center body. When replacing a fuel discharge nozzle be
bore making sure that outlet passages are open. Use sure it is of the same calibrated range as the rest of
only a gentle stream of compressed air to remove the nozzles in the engine. When a complete set of
dust and dirt and to dry. nozzles is being installed, the number must be the
same as the one removed, but the suffix letters may
be different, as long as they are the same for all
nozzles being installed on a particular engine.
The filter screen is a tight fit in the body and
may be damaged if removal is attempted. It 12-54. REMOVAL.
should be removed only if a new screen is to
be installed. NOTE

f. Clean diaphragm, valve and top cover in the Plug or cap all disconnected lines and fittings.
same manner. Be sure the vent hole in the top cover
is open and clean. a. Disconnect the fuel injection lines at the fuel dis-
g. Carefully replace diaphragm and valve. Check charge nozzles. Remove nozzles with a 1/2 inch deep
that valve works freely in body bore. well socket wrench.
h. Position diaphragm so that horizontal hole in
plunger valve is 90 degrees from the fuel inlet port 12-55. CLEANING AND INSPECTION. To clean
in the valve body. nozzles, immerse in clean solvent and use compress-
i. Place upper spring in position on diaphragm. ed air to dry them. When cleaning, direct air through
j. Place cover in position so that vent hole in the nozzle in the direction opposite of normal fuel flow.
cover is 90 degrees from inlet port in valve body. Do not remove the nozzle shield or distort it in any
Install cover attaching screws and tighten to 20±1 way. Do not use a wire or other metal object to clean
lb-in. Install safety wire on cover screws. the orifice or metering jet. After cleaning, check the
k. Install fuel manifold valve assembly on engine shield height from the hex portion of the nozzle. The
in accordance with paragraph 12-51 and reconnect bottom of the shield should be approximately 1/16
all lines and hoses to valve. inch above the hex portion of the nozzle.
1. Inspect installation and install cowling.
12-56. INSTALLATION.
12-51. INSTALLATION. a. Install nozzles in the cylinders and tighten to a
a. Secure the fuel manifold to the crankcase with torque value of 60 to 80 lb-in.
the two crankcase bolts. b. Connect the fuel lines at discharge nozzles.
b. Connect the fuel lines and the six fuel injection c. Check installation for crimped lines, loose fit-
lines. Inspect completed installationand install tings, etc.
cowling.
12-57. FUEL INJECTION PUMP.
12-52. FUEL DISCHARGE NOZZLES.
12-58. DESCRIPTION. The fuel pump is a positive-
12-53. DESCRIPTION. From the fuel manifold displacement, rotating vane type, connected to the
valve, individual, identical size and length fuel lines accessory drive section of the engine. Fuel enters
carry metered fuel to the fuel discharge nozzles lo- the pump at the swirl well of the pump vapor separa-

12-23
tor. Here, vapor is separated by a swirling motion 12-60. INSTALLATION.
so that only liquid fuel is fed to the pump. The vapor a. Position a new gasket and fuel pump on the
is drawn from the top center of the swirl well by a mounting studs with fuel pump inlet to the left. Be
small pressure jet of fuel and is fed into the vapor sure pump drive aligns with drive in the engine,
return line, where it is returned to the aircraft fuel b. Secure pump to engine with plain washers, in-
system. Since the pump is engine-driven, changes ternal tooth lock washers and nuts. Tighten nuts
in engine speed affects total pump flow proportion- evenly.
ally. A check valve allows the auxiliary fuel pump c. Install cooling shroud on fuel pump.
pressure to bypass the engine-driven fuel pump for d. Install all fittings and connect all lines.
starting, or in the event of engine-driven fuel pump e. Install the flexible ram air tube on the air horn
failure. The pump supplies more fuel than is re- of the fuel pump shroud and install clamp
quired by the engine; therefore, a spring-loaded, f. Replace the alternator drive belt and tighten the
diaphragm type relief valve is provided, with an ad- nuts on the adjusting arm so that the drive belt has
justable orifice installed in the fuel passage to the proper tension. Refer to Section 17.
relief valve to maintain desired fuel pressure for g. Inspect completed installation.
engine power setting. The adjustable orifice allows
the exact desired pressure setting at full throttle. 12-61. ADJUSTMENT. The full rich performance
The fuel pump is equipped with a manual mixture of the fuel
injection system is controlled by manual
control to provide positive mixture control throughout adjustment of the air throttle, fuel mixture and pump
the range required by the injection system. This con- pressure at idle and only by pump pressure at full
trol limits output of the pump from full rich to idle throttle. To make full rich adjustments, proceed as
cut-off. Non-adjustable mechanical stops are located follows:
at these positions. The fuel pump is ram-air cooled a. Remove engine cowling in accordance with para-
to help prevent high fuel temperatures. The ram air graph 12-3.
is picked up at the upper left engine baffle and direct-
ed through a flexible tube to the fuel pump shroud. NOTE
The fuel supply and return lines from the fuel pump
to the control unit are routed inside flexible tubes to Inspect the slot-headed adjustable orifice
help prevent vaporized fuel at these points. needle valve (located just below the fuel
pump inlet fitting) to see if it is epoxy
12-59. REMOVAL. sealed or safety wired to the brass nut.
a. Place fuel shut-off valve in OFF position and If the needle valve is epoxy sealed, Con-
mixture control in IDLE CUT-OFF position. tinental Aircraft Engine Service Bulletin
b. Remove cowling in accordance with paragraph No. 70-10 must be complied with before
12-3. calibration of the unit can be performed.
c. Loosen the clamps and slide the flexible tubes
free of the horns on the fuel pump shroud to gain ac-
b. Disconnect the engine-driven fuel pump outlet
cess to the fuel lines.
fitting or the fuel metering unit inlet fitting and "tee"
d. Remove the alternator drive belt.
attach- the test gage into the fuel injection system as illus-
e. Tag and disconnect all lines and fittings
ed to the fuel pump.
trated in figure 12-8.
NOTE
NOTE
Cessna Service Kit No. SK320-2 provides
Plug or cap all disconnected lines, hoses
and fittings, a test gage, line and fittings for connecting
the test gage into the system to perform
Remove the shroud surrounding accurate calibration of the enginedriven
f. the fuel pump.
g. Remove the nuts and washers fuel pump.
attaching the fuel
pump to the engine.
h. Remove fuel pump and gasket. c. The test gage MUST be vented to atmosphere and
MUST be held as near to the level of the engine-driven
fuel pump as possible. Bleed air from test gage line
WARNING prior to taking readings.
Residual fuel draining from lines and hose
constitutes a fire hazard. Use caution to NOTE
prevent accumulation of fuel when lines or
hoses are disconnected. The test gage should be checked for accuracy
at least every 90 days or anytime an error is
i. If a replacement pump is not being installed im- suspected. The tachometer accuracy should
mediately, a temporary cover should be installed on also be determined prior to making any ad-
the fuel pump mount pad. justments to the pump.

d. Start engine and warm-up thoroughly. Set mix-

ture control to full rich position and propeller con-
trol full forward (low pitch, high rpm).

12-24 Change 1
 e. Adjust engine idle speed to 600 ± 25 rpm and gine baffle. A spring-loaded alternate air door is
check test gage for 9-11 PSI. Refer to figure 12-7 incorporated in the airbox and will open by engine
for idle mixture adjustment. suction if the air filter should become clogged. This
permits unfiltered induction air to be drawn from
NOTE within the engine compartment.

Do not adjust idle mixture until idle pump 12-64. AIRBOX.

pressure is obtained.
vM Al acNcSodaLnL IOh
em n aragraph

DO NOT make fuel pump pressure adjust- b. Remove induction air filter.
ments while engine is operating. c. Disconnect electrical wiring at throttle-operated
micro-switch and tape terminals as a safety precau-
f. If the pump pressure is not 9 to 11 PSI, stop en- tion.
gine and turn the fuel pump relief valve adjustment, d. Remove clamps attaching lines, wires and con-
on the centerline of the fuel pump clockwise (CW) to trols to airbox.
increase pressure and counterclockwise (CCW) to e. Remove bolts securing airbox to fuel-air control
decrease pressure. unit and engine and remove airbox and gasket.
g. Maintaining idle pump pressure and idle RPM, f. Install a cover over fuel-air control opening.
obtain correct idle mixture in accordance with para- g. Reverse the preceding steps for reinstallation.
graph 12-46. Adjust throttle operated switch in accordance with
h. Completion of the preceding steps have provided: Section 13.
1. Correct idle pump pressure.
2. Correct fuel flow. 12-66. CLEANING AND INSPECTION. Clean metal
3. Correct fuel metering cam to throttle plate parts of the induction airbox with Stoddard solvent or
orientation. equivalent. Inspect for cracks, dents, loose rivets,
i. Advance to full throttle and maximum rated en- etc. Minor cracks may be stop-drilled. In case of
gine speed with the mixture control in full rich posi- continued or severe cracking, replace airbox. In-
tion and propeller control in full forward (low pitch, spect alternate spring-loaded door for freedom of
high rpm). operation and complete closing.
j. Check test gage for pressures specified in para-
graph 12-12. If pressure is incorrect, stop engine 12-67. INDUCTION AIR FILTER.
and adjust pressure by loosening locknut and turning
the slotheaded needle valve located just below the fuel 12-68. DESCRIPTION. An induction air filter,
pump inlet fitting clockwise (CW) to increase pressure mounted at the airbox inlet, removes dust particles
and counterclockwise (CCW) to decrease pressure, from the ram air entering the engine.

NOTE 12-69. REMOVAL AND INSTALLATION.

a. Remove cowling in accordance with paragraph
If at static run-up, rated RPM cannot be 12-3.
achieved at full throttle, adjust pump b. Remove bolts securing filter to the upper left
pressure slightly below limits making engine baffle and induction airbox inlet.
certain the
correct pressures are ob- c. Reverse the preceding steps for reinstallation.
tained when rated RPM is achieved dur- Make sure the gasket is in place between the filter
ing take-off roll. and airbox intake.

k. After correct pressures are obtained, safety 12-70. CLEANING AND INSPECTION. Clean and
adjustable orifice and orifice locknut. inspect in accordance
filter with instructions in See-
1. Remove test equipment, run engine to check for tion 2.
leaks and install cowling.
12-71. IGNITION SYSTEM.
12-61A. AUXILIARY ELECTRIC FUEL PUMP
FLOW RATE ADJUSTMENT. Refer to Section 13. 12-72. DESCRIPTION. The ignition system is com-
prised of two magnetos, two spark plugs in each cyl-
12-62. INDUCTION AIR SYSTEM. inder, an ignition wiring harness, an ignition switch
mounted on the instrument panel and required wiring
12-63. DESCRIPTION. Ram air enters the induc- between the ignition switch and magnetos.
tion air system through a filter at the upper left en-

Change 3 12-25
12-73. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

ENGINE FAILS TO START. Defective ignition switch. Check switch continuity. Replace
if defective.

Spark plugs defective, improperly Clean, regap and test plugs.

gapped or fouled by moisture or Replace if defective.
deposits.

Defective ignition harness. If no defects are found by a

Visual inspection, check
with a harness tester. Re-
place defective parts.

Magneto "P" lead grounded. Check continuity. "P" lead

should not be grounded in the
ON position, but should be
grounded in OFF position.
Repair or replace "P" lead.

Failure of impulse coupling. Impulse coupling pawls should

engage at cranking speeds.
Listen for loud clicks as im-
pulse couplings operate. Re-
move magnetos and determine
cause. Replace defective
magneto.

Defective magneto. Refer to paragraph 12-79.

Broken drive gear. Remove magneto and check mag-

neto and engine gears. Replace
defective parts. Make sure no
pieces of damaged parts remain
in engine or engine disassembly
will be required.

ENGINE WILL NOT IDLE Spark plugs defective, im- Clean, regap and test plugs.
OR RUN PROPERLY. properly gapped or fouled Replace if defective.
by moisture or deposits.

Defective ignition harness. If no defects are found by a

Visual inspection, check with
a harness tester. Replace
defective parts.

Defective magneto. Refer to paragraph 12-79.

Impulse coupling pawls Listen for loud clicks as impulse

remain engaged. coupling operates. Remove
magneto and determine cause.
Replace defective magneto.

Spark plugs loose. Check and install properly.

12-26
 SUpPApREKR
PLUGS

LOWER
SPARK PLUGS

I I

i i i
i I O-·--
I § - -

e i d I --O
I i

' '
1
-··

I i I
-
I i

I I

LEFT
o o
RIGHT
MAGNETO MAGNETO

FIRING ORDER 1-6-3-2-5-4

Figure 12-9. Ignition Schematic

12 -27
12-74. MAGNETOS. e. Remove magneto retainer clamps, nuts and
washers and pull magneto from crankcase mounting
12-75. DESCRIPTION. The magnetos contain a con- pad.
ventional two-pole rotating magnet (rotor), mounted NOTE
in ball bearings. Driven by the engine through an
impulse coupling at one end, the rotor shaft operates As the magneto is removed from its mount-
the breaker points at the other end of the shaft. The ing, be sure that the drive coupling rubber
nylon rotor gear drives a nylon distributor gear which bushing and retainer do not become dis-
transfers high tension current from the wedge-mount- lodged from the gear hub and fall into the
ed coil to the proper outlet in the distributor block. engine.
A coaxial capacitor is mounted in the distributor block
housing to serve as the condenser as well as a radio 12-77. INTERNAL TIMING.
noise suppressor. Both nylon gears are provided a. Whenever the gear on the rotor shaft or the cam
with timing marks for clockwise or counterclockwise (which also serves as the key for the gear) has been
rotation. The distributor gear and distributor block removed, be sure that the gear and cam are installed
have timing marks, visible through the air vent holes, so the timing mark on the gear aligns with the "O"
for timing to the engine. A timing hole is provided etched on the rotor shaft.
in the bottom of the magneto adjacent to the magneto b. When replacing breaker assembly or adjusting
flange. A timing pin or 6-penny nail can be inserted contact breaker points, place a timing pin (or 0. 093
through this timing hole into the mating hole in the inch 6-penny nail) through the timing hole in the bot-
rotor shaft to lock the magneto approximately in the tom of the magneto next to the flange and into the
proper firing position. The breaker assembly is mating hole in the rotor shaft. Adjusting contact
accessible only after removing the screws fastening breaker points so they are just starting to open in
the magneto halves together and disconnecting the this position will give the correct point setting. Tem-
capacitor slip terminal. Do not separate magneto porarily assemble the magneto halves and capacitor
halves while it is installed on the engine. slip terminal and use a timing light to check that the
timing marks, visibly through the ventilation plug
12-76. REMOVAL. holes are approximately aligned.
a. Remove engine cowling in accordance with para-
graph 12-3. NOTE
b. Tag for identification and remove high tension
wires from the magneto being removed. The side of the magneto with the manufac-
turerts insignia has a red timing mark and
the side opposite to the insignia has a black
timing mark viewed through the vent plug
The magneto is in a SWITCH ON condition holes. The distributor gear also has a red
when the switch wire is disconnected. Re- timing mark and a black timing mark.
move the high tension wires from magneto These marks are used for reference only
or disconnect spark plug leads from the when installing magneto on the engine. Do
spark plugs to prevent accidental firing. not place red and black lines together on
the same side.
c. Disconnect switch wire from condenser terminal
at magneto. Tag wire for identification so it may be c. Whenever the large distributor gear and rotor
installed correctly. gear have been disengaged, they must be engaged
d. Rotate propeller in direction of normal rotation with their timing marks aligned for correct rotation.
until No. 1 cylinder is coming up on its compression Align the timing mark on the rotor gear with the
stroke. "RH" on the distributor gear. Care must be taken to
keep these two gears meshed in this position until the
NOTE magneto halves are assembled.

To facilitate the installation of a replacement 12-78. INSTALLATION AND TIMING TO ENGINE.

magneto, it is good practice to position the The magneto MUST be installed with its timing marks
crankshaft at the advanced firing angle for No. correctly aligned, with the number one cylinder on
1 cylinder during step "d." Any standard its compression stroke and with number one piston
timing device or method can be used, or if at its advanced firing position. Refer to paragraph
the magneto being removed is correctly timed 12-12 for the advanced firing position of number one
to the engine, the crankshaft can be rotated to piston.
a position at which the breaker points will be
just opening to fire No. 1 cylinder.

12-28 Change 2
 gear coupling slot is aligned with the mag-
neto coupling lugs. If it is not aligned, puu
The magneto is grounded through the ignition the magneto drive gear out of mesh with its
switch, therefore, any time the switch (pri- drive gear and rotate it to the aligned angle,
mary) wire is disconnected from the magneto, then push it back into mesh. DO NOT WITH-
the magneto is in a switch ON or HOT condi- DRAW THE MAGNETO DRIVE GEAR FROM
tion. Before turning the propeller by hand, ITS OIL SEAL.
remove the high tension wires from the mag-
neto or disconnect all spark plug leads to b. After magneto gasket is in place, position the
prevent accidental firing of the engine. magneto on the engine and secure, then remove the
timing pin from the magneto. Be sure to remove
To locate the compression stroke of number one cy- this pin before turning the propeller.
linder, remove the lower spark plugs from each cy- c. Connect a timing light to the capacitor terminal
linder except number one cylinder. Remove the top at the front of the magneto and to a good ground.
plug from number one cylinder. Place thumb of one d. Turn propeller back a few degrees (opposite of
hand over the number one cylinder spark plug hole normal rotation) to close the contact points.
and rotate the crankshaft in the direction of normal
rotation until the compression stroke is indicated by NOTE
positive pressure inside the cylinder lifting the thumb
off the spark plug hole. After the compression stroke Do not turn the propeller back far enough to
is obtained, locate number one piston at its advanced engage the impulse coupling or the propeller
firing position. Locating the advanced firing position will have to be turned in normal direction of
of number one cylinder may be obtained by use of a rotation until the impulse coupling releases,
timing disc and pointer, Timrite, protractor and then backed up to slightly before the firing
piston locating gage or external engine timing marks position.
alignment.
e. Slowly advance the propeller in the normal direc-
NOTE tion of rotation until the timing light indicates the con-
tact points breaking. Magneto mounting clamps may
External engine timing marks are located on be loosened so that the magneto may be shifted to
a bracket attached to the starter adapter, break the points at the correct firing position.
with a timing mark on the alternator drive f. Tighten magneto mounting nuts and recheck
pulley as the reference point. timing.
g. Repeat steps "a" through "f" for the other mag-
In all cases, it must be definitely determined that the neto.
number one cylinder is at the correct firing position h. After both magnetos have been timed, check syn-
and on the compression stroke, when the crankshaft chronization of both magnetos. Magnetos must fire
is turned in its normal direction of rotation. After at the same time.
the engine has been placed in the correct firing posi- i. Remove timing devices from magneto and engine.
tion, install and time the magneto to the engine in the j. Connect spark plug leads to their correct mag-
following manner. neto outlets.

NOTE NOTE

Install themagneto drive coupling retainer The No. 1 magneto outlet is the one closest
and rubber bushings into the magneto drive to the ventilation plug on the side of the
gear hub slot. Insert the two rubber bush- magneto having the manufacturer's insignia.
ings into the retainer with the chamfered The magneto fires at each successive outlet
edges facing toward the front of the engine. in clockwise direction. Connect No. 1 mag-
neto outlet to No. 1 cylinder spark plug lead,
a. Turn the magneto shaft until the timing marks No. 2 outlet to the next cylinder to fire, etc.
visible through the ventilation plug holes are aligned Engine firing order is listed in paragraph
(red-to-red or black-to-black) and insert a timing 12-12.
pin (or 0.093 inch 6-penny nail) through the timing
hole in the bottom of the magneto next to the flange k. Connect ignition switch (primary) leads to the
and into the mating hole in the rotor shaft. This capacitor terminals on the magnetos.
locks the magneto approximately in the firing posi- 1. Inspect magneto installation and install engine
tion while installing on the engine. cowling in accordance with paragraph 12-3.

NOTE 12-79. MAINTENANCE. At the first 25-hour in-

spection and at each 100-hour inspection thereafter,
If the magneto drive gear was disengaged the breaker compartment should be inspected. Mag-
during magneto removal, hold the magneto neto-to-engine timing should be checked at the first
in the horizontal position it will occupy 25-hour inspection, first 50-hour inspection, first
when installed, make certain that the drive 100-hour inspection and thereafter at each 100-hour

Change 1 12-29
 inspection. If timing is as specified in paragraph 12- 4. Check the carbon brush on the distributor
12, internal timing need not be checked. If timing is gear for excessive wear. The brush must extend a
out of tolerance, remove magneto and set internal minimum of 1/32 inch beyond the end of the gear
timing, then install and time to the engine. In the shaft. The spring which the carbon brush contacts
event the magneto internal timing marks are off shouÌdbe bent our approximately 20 degrees from
more than plus or minus five degrees when the break- vertical, since spring pressure on the brush holds
er points open to fire number one cylinder, remove the distributor gear shaft against the thrust bearing
the magneto and check the magneto internal timing. in the distributor block.
Whenever the magneto halves are separated the S. Oil the bearings at each end of the distributor
breaker point assembly should always be checked. gear shaft with a drop of SAE 20 oil. Wipe excess oil
As long as internal timing and magneto-to-engine from parts.
timing are within the preceding tolerances, it is 6. Make sure internal timing is correct and re-
recommended that the magneto be checked internally assemble magneto. Install and properly time mag-
only at 500 hour intervals. It is normal for contact neto to engine.
points to burn and the cam to wear a comparable
amount so the magneto will remain in time within 12-80. MAGNETO CHECK. Advanced timing set-
itself. This is accomplished by having a good area tings in some cases, is the result of the erroneous
making contact on the surface between the points practice of bumping magnetos up in timing in order
and the correct amount of spring pressure on the to reduce RPM drop on single ignition. NEVER AD-
cam. The area on the points should be twenty-five VANCE TIMING BEYOND SPECIFICATIONS IN OR-
percent of the area making contact. The spring DER TO REDUCE RPM DROP. Too much impor-
pressure at the cam should be 10. 5 to 12. 5 ounces, tance is being attached to RPM drop on single igni-
When the contact points burn, the area becomes tion. RPM drop on single ignition is a natural char-
irregular, which is not detrimental to the operation acteristic of dual ignition design. The purpose of
of the points unless metal transfer is too great which the following magneto check is to determine that all
will cause the engine to misfire. Figure 12-10 illus- cylinders are firing. If all cylinders are not firing,
trates good and bad contact points. A small dent will the engine will run extremely rough and cause for
appear on the nylon insulator between the cam follow- investigation will be quite apparent. The amount of
er and the breaker bar. This is normal and does not RPM drop is not necessarily significant and will be
require replacement. influenced by ambient air temperature, humidity,
airport altitude, etc. In fact, absence of RPM drop
NOTE should be cause for suspicion that the magneto timing
has been bumped up and is set in advance of the setting
If ignition troubleshould develop, spark plugs specified. Magneto checks should be performed on a
and ignition wiring should be checked first. If comparative basis between individual right and left
the trouble definitely is associated with a mag- magneto performance.
neto, use the following to help disclose the a. Start and run engine until the oil and cylinder
source of trouble without overhauling the mag- head temperature is in the normal operating range.
neto. b. Place the propeller control in the full low pitch
(high rpm) position.
a. Moisture Check. c. Advance engine speed to 1700 rpm.
1. Remove magneto from engine and remove d. Turn the ignition switch to the "R" position and
screws securing the magneto halves together, dis- note the rpm drop, then return the switch to the
connect capacitor slip terminal and remove distrib- "BOTH" position to clear the opposite set of plugs.
utor. Inspect for moisture. e. Turn the switch to the "L" position and note the
2. Check distributor gear finger and carbon rpm drop, then return the switch to the "BOTH"
brush for moisture. position.
3. Check breaker point assembly for moisture, f. The rpm drop should not exceed 150 rpm on
especially on the surfaces of the breaker points. either magneto or show greater than 50 rpm differ-
4. If any moisture is evident in the preceding ential between magnetos. A smooth rpm drop-off
places, wipe with a soft, dry, clean, lint-free cloth. past normal is usually a sign of a too lean or too
b. Breaker Compartment Check. rich mixture. A sharp rpm drop-off past normal is
1. Check all parts of the breaker point assem- usually a sign of a fouled plug, a defective harness
bly for security. lead or a magneto out of time. If there is doubt con-
2. Check breaker point surface for evidence of cerning operation of the ignition system, rpm checks
excessive wear, burning, deep pits and carbon de- at a leaner mixture setting or at higher engine speeds
posits. Breaker points may be cleaned with a hard- will usually confirm whether a deficiency exists.
finish paper. If breaker point assembly is defective,
install a new assembly. Make no attempt to stone or NOTE
dress the breaker points. Clean new breaker points
with clean, unleaded gasoline and hard-finish paper An absence of rpm drop may be an indication
before installing. of faulty grounding of one side of the ignition
3. Check capacitor mounting bracket for cracks system, a disconnected ground lead at mag-
or looseness. neto or possibly the magneto timing is set
too far in advance.

12-30
 THESE CONTACT POINTS ARE USABLE THESE CONTACT POINTS NEED REPLACEMENT

Figure 12-10. Magneto Contact Breaker Points

12-81. SPARK PLUGS. Two spark plugs are in- 12-84. RIGGING. When adjusting any engine control,
stalled in each cylinder and screw into helicoil type it is important to check that the control slides smooth-
thread inserts. The spark plugs are shielded to pre- ly throughout its full travel, that it locks securely if
vent spark plug noise in the radios and have an inter- equipped with a locking device and the arm or lever
nal resistor to provide longer terminal life. Spark which it operates moves through its full arc of travel.
plug service life will vary with operating conditions.
A spark plug that is kept clean and properly gapped
will give better and longer service than one that is
allowed to collect lead deposits and is improperly Whenever engine controls are being discon-
gapped. nected, pay particular attention to the EXACT
position, size and number of attaching wash-
NOTE ers and spacers. Be sure to install attaching
parts as noted when connecting controls.
At each 100-hour inspection, remove, clean,
12-85. THROTTLE CONTROL.
inspect and regap all spark plugs. Install
lower spark plugs in upper portion of cylin- a. Push throttle control full in, then pull control
ders and install upper spark plugs in lower out approximately 1/8 inch for cushion.
portion of cylinders. Since deterioration of b. Check that throttle control arm is against the
lower spark plugs is usually more rapid than mechanical stop. If necessary, loosen locknut and
that of the upper spark plugs, rotating helps screw rod end IN or OUT as necessary to align with
prolong spark plug life. attachment hole while throttle arm is against the
mechanical stop.
12-82. ENGINE CONTROLS. c. Pull control full out and check that throttle arm
(Refer to figure 12-10A) contacts the idle stop.
d. The throttle arm must contact the stops in each
12-83. DESCRIPTION. The throttle, mixture and direction and the control should have approximately
propeller controls are of the push-pull type. The 1/8 inch cushion when pushed full in.
propeller and mixture controls are equipped to lock
in any position desired. To move the control, the
spring-loaded button, located in the end of the con- NOTE
trol knob, must be depressed. When the button is
released, the control is locked. The propeller and Refer to the inspection chart in Section 2
mixture controls also have a vernier adjustment- for inspection and/or replacement interval
Turning the control knob in either direction will for the throttle control.
change the control setting. The vernier is primarily
for precision control setting. The throttle control
has neither a locking button nor a vernier adjustment,
but contains a knurled friction knob which is rotated 12-86. MIXTURE CONTROL.
for more or less friction as desired. The friction a. Push mixture control full in, then pull control
knob prevents vibration induced "creeping" of the con- out approximately 1/8 inch for cushion.
trol.

Change 1 12-31
 r p * Torque to 15 ± 2 lb-

When torqueing nut hold 18 "

control in this " area .18

only.

/ 1. Rod End (Throttle Control)

2. Throttle Control Arm
3. Rod End (Mixture Control)
8 4. Mixture Control Arm
5. Mixture Control
6. Throttle Control
7. Bracket
8. Clamp

Figure 12-10A Engine Controls

b. Check that mixture control arm is in full rich 12-88. STARTING SYSTEM.
position (against stop). If necessary, loosen locknut
and screw rod end IN or OUT as necessary to align 12-89. DESCRIPTION. The automatically-engaged
with attachment hole while mixture arm is against starting system employs an electrical starter motor
the mechanical stop. mounted to a 90-degree adapter. A solenoid is acti-
c. Pull control full out and check that mixture arm vated by the ignition switch on the instrument panel.
contacts the idle cut-off stop. When the solenoid is activated, its contacts close and
d. The mixture arm must contact the stops in each electrical current energizes the motor. Initial rota-
direction and the control should have approximately tion of the motor engages the starter through an over-
1/8 inch cushion when pushed full in. running clutch in the starter adapter, which incorpo-
rates worm reduction gears. The starter motor is
NOTE located just aft of the right rear cylinder.

Refer to the inspection chart in Section 2

for inspection and/or replacement interval
for the mixture control. Never operate the starter motor more than
12 seconds at a time. Allow starter motor
12-86A THROTTLE OPERATED MICROSWITCH. to cool between cranking periods to avoid
(Refer to Section 13.) overheating. Longer cranking periods
without cooling time will shorten the life
12-87. PROPELLER CONTROL. Refer to Section of the starter motor.
14.

12-32 Change 1
12-90. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

STARTER WILL NOT OPERATE. Defective master switch or circuit. Check continuity. Install new
switch or wires.

Defective starter switch or switch Check continuity. Install new

circuit. switch or wires.

Defective starter motor. Check electrical power to motor.

Repair or replace starter motor.

STARTER MOTOR RUNS, BUT Defective overrunning clutch Check visually. Install new
DOES NOT TURN CRANK- or drive. starter adapter.
SHAFT.

Starter motor shaft broken. Check visually. Install new

starter motor.

STARTER MOTOR DRAGS. Low battery. Check battery. Charge or

install new battery.

Starter switch or relay contacts Install serviceable unit.

burned or dirty.

Defective starter motor Check visually. Install new

power cable. cable.

Loose or dirty connections. Remove, clean and tighten all

terminal connections.

Defective starter motor. Check starter motor brushes,

brush spring tension, thrown
solder on brush cover. Repair
or install new starter motor.

Dirty or worn commutator. Check visually. Clean and

turn commutator.

STARTER EXCESSIVELY Worn starter pinion. Remove and inspect. Replace

NOISY. starter drive.

Worn or broken teeth Check visually. Replace

on crankshaft gears. crankshaft gear.

12-91. PRIMARY MAINTENANCE. The starting for uneven wear, excessive glazing or evidence of
circuit should be inspected at regular intervals, the excessive arcing. If the commutator is only slightly
frequency of which should be determined by the dirty, glazed or discolored, it may be cleaned with a
amount of service and conditions under which the strip of No. 00 or No. 000 sandpaper. If the commu-
equipment is operated. Inspect the battery and wir- tator is rough or worn, it should be turned in a lathe
ing. Check battery for fully charged condition, pro- and the mica undercut. Inspect the armature shaft
per electrolyte level with approved water and termi- for rough bearing surfaces. New brushes should be
nals for cleanliness. Inspect wiring to be sure that properly seated when installing by wrapping a strip
all connections are clean and tight and that the wiring of No. 00 sandpaper around the commutator (with
insulation is sound. Check that the brushes slide sanding side out) 1-1/4 to 1-1/2 times maximum.
freely in their holders and make full contact on the Drop brushes on sandpaper covered commutator and
commutator. When brushes are worn to one-half of turn armature slowly in the direction of normal ro-
their original length, install new brushes (compare tation. Clean sanding dust from motor after sanding
brushes with new brushes). Check the commutator operations.

Change 1 12-33
 1 1. Riser
2. Exhaust Stack Assembly
3. Spring
4. Muffler
5. Clamp Half
6. Tailpipe
7. Shroud
8. Cabin Heat Outlet
9. Cabin Heat Inlet
10. Firewall
11. Shock-Mount
12. Clamp
13. Support

RIGHT EXHAUST 3 4

LEFT EXHAUST

4
3

13

10
6
10
6
o
11 I
12 11
12

Detail Detail
THRU AIRCRAFT BEGINNING WITH AIR-
SERIAL U20601668 CRAFT SERIAL U20601669

Figure 12-11. Exhaust System

12-34 Change 1
12-92. STARTER MOTOR. a. Remove engine cowling as required so that ALL
surfaces of the exhaust assemblies can be visually
12-93. REMOVAL AND INSTALLATION. inspected.
a. Remove engine cowling in accordance with para-
graph 12-3. NOTE

Especially check the areas adjacent to welds

and slip joints. Look for gas deposits in sur-
When disconnecting starter electrical cable, rounding areas, indicating that exhaust gases
do not permit terminal bolt to rotate. Ro- are escaping through a crack or hole or
tation of the bolt could break the conductor around the slip joints.
between bolt and field coils causing the
starter to be inoperative, b. After visual inspection, an air leak check should
be made on the exhaust system as follows:
b. Disconnect battery cables and insulate as a 1. Attach the pressure side of an industrial
safety precaution. vacuum cleaner to the tailpipe opening, using a rub-
c. Disconnect electrical cable at starter motor. ber plug to effect a seal as required.
d. Remove nuts and washers securing motor to
starter adapter and remove motor. Refer to engine NOTE
manufacturer's overhaul manual for adapter removal.
e. Reverse the preceding steps for reinstallation. The inside of the vacuum cleaner hose should
Install a new O-ring seal on motor, then install motor. be free of any contamination that might be
Be sure motor drive engages with the adapter drive blown into the engine exhaust system.
when installing.
2. With vacuum cleaner operating, all joints
12-94. EXHAUST SYSTEM. in the exhaust system may be checked manually by
feel, or by using a soap and water solution and
12-95. DESCRIPTION. The exhaust system consists watching for bubbles. Forming of bubbles is con-
of two exhaust stack assemblies, for the left and right sidered acceptable, If bubbles are blown away
bank of cylinders. Each cylinder has a riser pipe at- system is not considered acceptable,
tached to the exhaust port. The three risers at each c. Where a surface is not accessible for a visual
bank of cylinders are joined together into a collector inspection, or for a more positive test, the following
pipe forming an exhaust stack assembly. The center procedure is recommended.
riser on each bank is detachable, but the front and aft 1. Remove exhaust stack assemblies.
risers are welded to the collector pipe. The left muf- 2. Use rubber expansion plugs to seal openings.
fler is enclosed in a shroud which captures exhaust 3. Using a manometer or gage, apply approxi-
heat which is used to heat the cabin, mately 1-1/2 psi (3 inches of mercury) air pressure
12-96. REMOVAL AND INSTALLATION. (Refer to while each stack assembly is submerged in water.
figure 12-11.) Any leaks will appear as bubbles and can be readily
a. Remove engine cowling in accordance with para- detected.
graph 12-3. 4. It is recommended that exhaust stacks found
b. Disconnect ducts from heater shroud on left muf- defective be replaced before the next flight.
fler assembly. d. After installation of exhaust system components
c. Disconnect tailpipe braces from shock-mounts at perform the inspection in step "b" of this paragraph
firewall brackets. to ascertain that system is acceptable
d. Remove nuts, springs and bolts attaching tailpipe 12-98. WEATHER
EXTREME MAINTENANCE.
and muffler to collector pipe and remove muffler and
tailpipe assemblies 12-99.
. COLD WEATHER. Cold weather starting will
e. Remove nuts attaching exhaust stack assembhes
be made easier by the installation of an oil dilution
to the cylinders and remove exhaust stacks and gas-
system, an engine primer system and a ground service
kets
receptacle. The primer system is manually-operated
f. Reverse the preceding steps for reinstallation.
from the cabin. Fuel is supplied by a line from the
Install a new copper-asbestos gasket between each
riser and its mounting pad on each cylinder, regard- fuel strainer to the plunger. Operating the primer
forces fuel to the engine. With an external power re-
less of apparent condition of those removed. Torque
exhaust stack nuts at cylinders to 100-110 pound- The following may also be used to assist engine start-
ing in extreme cold weather. After the last flight of
inches.
of this
the day, drain the engine oil into a clean container so
12-97. INSPECTION. Since exhaust systems
the oil can be preheated. Cover the engine to prevent
type are subject to burning, cracking and general
ice or snow from collecting inside the cowling. When
deterioration from alternate thermal stresses and
preparing the aircraft for flight or engine runup after
vibrations, inspection is important and should be
Also, a
these conditions have been followed, preheat the drain-
accomplished every 100 hours of operation. ed engine oil.
thorough inspection of the engine exhaust system ceptacle installed, an external power source·may be
should be made to detect cracks causing leaks which connected to assist in cold weather or low battery
could result in loss of engine power. To inspect the 12-103 for use of the
starting. Refer to paragraph
engine exhaust system, proceed as follows: external power receptacle.

Change 3 12-35
 12-100. HOT WEATHER. Engine starting in hot
Do not heat the oil above
121°C (250°F). A weather or with a hot engine is sometimes hampered
flash fire may result. Before pulling the by vapor formation in the fuel lines. To purge the
propeller through, ascertain that the mag- Vapor, move the mixture control to full rich, open
neto switch is in the OFF position to prevent the throttle 1-1/2 inches and prime with the auxiliary
accidental firing of the engine. fuel pump switch in the HI position until the fuel flow
indicator reads 4-6 gal/hr. Then shut off the fuel
After preheating the engine oil, gasoline may be mix- pump switch and engage the starter. As the flooded
ed with the heated oil in a ratio of 1 part gasoline to mixture becomes progressively leaner, reaching a
12 parts engine oil before pouring into the engine oil combustible mixture, the engine will start. If the
sump. If the free air temperature is below minus engine tends to die, turn the auxiliary fuel pump
29°C (-20°F), the engine compartment should be pre -
switch momentarily to HI at appropriate intervals
heated by a ground heater. After the engine compart- until vapor is fully cleared and the engine runs
ment has been preheated, inspect all engine drain and smoothly.
vent lines for presence of ice. After this procedure
has been complied with, pull propeller through sev- ICAUTION
eral revolutions by hand before attempting to start
the engine- Never operate the starting motor more than
12 seconds at a time. Allow starter motor to
cool between cranking periods to avoid over-
heating. Longer cranking periods will shorten
Due to the desludging effect of the diluted the life of the starter motor.
oil, engine operation should be observed
closely during the initial warm-up of the 12-101. SEACOAST AND HUMID AREAS. In salt
engine. Engines that have considerable water areas special care should be taken to keep
amount of operational hours accumulated the engine, accessories and airframe clean to pre-
since their last dilution period may be vent oxidation. In humid areas, fuel and oil should
seriously affected by the dilution process· be checked frequently and drained of condensation
This will be caused by the diluted oil dis- to prevent corrosion.
lodging sludge and carbon deposits within
the engine. This residue will collect in the 12-102. DUSTY AREAS. Dust induced into the intake
oil sump and possibly clog the screened system of the engine is probably the greatest single
inlet to the oil sump. Small deposits may cause of early engine wear. When operating in high
actually enter the oil sump and be trapped dust conditions, service the induction air filter daily
by the main oil filter screen. Partial or as outlined in Section 2. Also change engine oil and
complete loss of engine lubrication may re- lubricate airframe items more often than specified.
sult from either condition. If these condi-
tions are anticipated after oil dilution, the 12-103. GROUND SERVICE RECEPTACLE. With
engine should be run for several minutes the ground service receptacle installed, the use of
at normal operating temperatures and then an external power source is recommended for cold
stopped and inspected for evidence of sludge weather starting, low battery starting and lengthy
and carbon deposits in the oil sump and oil maintenance of the aircraft electrical system. Refer
filter screen. Future occurrence of this to Section 17 for additional information.
condition can be prevented by diluting the
oil prior to each engine oil change. This 12-104. HAND-CRANKING. A normal hand-crank-
will also prevent the accumulation of the ing procedure may be used to start the engine.
sludge and carbon deposits.

SHOP NOTES:

12-36 Change 1
 SECTION 12A

ENGINE
(TURBOCHARGED)

TABLE OF CONTENTS Page Cleaning and Inspection . . . .

12A-14
Installation . . . . . . . . .
12A-14
ENGINE COWLING . . . . . . . . . . . .
12A-2 Adjustments . . . . . . . . .
12A-14
Description . . . . . . . . . . . . .
12A-2 Fuel Manifold Valve. . . . . . . .
12A-14
Removal and Installation . . . . . . .
12A-2 Description . . . . . . . . .
12A-14
Cleaning and Inspection . . . . . . . .
12A-2 Removal . . . . . . . . . . .
12A-14
Repair ...............
12A-2 Cleaning...........12A-14
Cowl Flaps . . . . . . . . . . . . .
12A-2 Installation . . . . . . . .
12A-14
Description . . . . . . . . . . .
12A-2 Fuel Discharge Nozzles . . . . . .
12A-14
Removal and Installation . . . . .
12A-2 Description . . . . . . . . .
12A-14
Rigging . . . . . . . . . . . . .
12A-2 Removal . . . . . . . . . . .
12A-14
ENGINE . . . . . . . . . . . . . . . .
12A-2 Cleaning and Inspection . . . .
12A-14
Description . . . . . . . . . . . . .
12A-2 Installation . . . . . . . . .
12A-14
Engine Data . . . . . . . . . . . . .
12A-3 Fuel Injection Pump . . . . . . .
12A-14
Trouble Shooting . . . . . . . . . . .
12A-4 Description . . . . . . . . .
12A-14
Removal ..............
12A-8 Removal ..........12A-15
Static Run-Up Procedures . . . . . . .
12A-8A Installation . . . . . . . . .
12A-15
Cleaning . . . . . . . . . . . . . .
12A-9 Adjustment . . . . . . . . .
12A-15
Accessories Removal . . . . . . . . .
12A-9 Rigging Throttle Operated Micro-
Inspection.............. 12A-9 Switch.............12A-15
Build-Up . . . . . . . . . . . . . .
12A-9 AuxiliaryElectric Fuel Pump Flow
Installation . . . . . . . . . . . . .
12A-9 Rate Adjustment . . . . . . . . 12A -15

Flexible Fluid Hoses . . . . . . . . .

12A-10 INDUCTION AIR SYSTEM . . . . . . .
12A-16
Pressure Test . . . . . . . . . .
12A-10 Description . . . . . . . . . . .
12A-16
Replacement...........12A-10 Airbox .............12A-16
Engine Baffles . . . . . . . . . . . .
12A-10 Removal and Installation . . .
12A-16
Description . . . . . . . . . . .
12A-10 Cleaning and Inspection . . . .
12A-16
Cleaning and Inspection . . . . . .
12A-10 Induction Air Filter . . . . . . .
12A-16
Removal and Installation . . . . .
12A-10 Description . . . . . . . . .
12A-16
Repair . . . . . . . . . . . . .
12A-10 Removal and Installation . . .
12A-16
ENGINE OIL SYSTEM . . . . . . . . .
12A-11 Cleaning and Inspection . . . .
12A-16
Description . . . . . . . . . . .
12A-11 IGNITION SYSTEM . . . . . . . . . .
12A-16
Trouble Shooting . . . . . . . . .
12A-11 Description . . . . . . . . . . .
12A-16
Full-Flow Oil Filter . . . . . . .
12A-11 Trouble Shooting . . . . . . . . .
12A-16
Description . . . . . . . . .
12A-11 Magnetos . . . . . . . . . . . .
12A-16
Removal and Installation . . .
12A-11 Description . . . . . . . . .
12A-16
Filter Adaptor . . . . . . . . . .
12A-11 Removal . . . . . . . . . .
12A-16
Removal . . . . . . . . . .
12A-11 Internal Timing . . . . . . .
12A-16
Disassembly, Inspection and Installation and Timing-to-
Reassembly . . . . . . . .
12A-11 Engine . . . . . . . . . .
12A-16
Installation . . . . . . . . .
12A-11 Maintenance . . . . . . . . .
12A-16
Oil Cooler . . . . . . . . . . .
12A-11 Magneto Check . . . . . . . .
12A-16
Description . . . . . . . . .
12A-11 Spark Plugs . . . . . . . . . . .
12A-16
ENGINE FUEL SYSTEM . . . . . . . .
12A-11 ENGINE CONTROLS . . . . . . . . .
12A-16
Description . . . . . . . . . . .
12A-11 Description . . . . . . . . . . .
12A-16
Fuel-Air Control Unit . . . . . . .
12A-11 Rigging . . . . . . . . . . . . .
12A-16
Description . . . . . . . . .
12A-11 Throttle Control . . . . . . .
12A-16
Removal . . . . . . . . . .
12A-11 Mixture Control . . . . . . .
12A-16
Propeller Control . . . . . .
12A-17

Change 3 12A-1
 STARTING SYSTEM . . . . . . . . .
12A-17 Operation . . . . . . . . . .
12A-21
. .

Description . . . . . . . . . . .
12A-17 Trouble Shooting . . . . . . .
12A-24
. .

Trouble Shooting . . . . . . . . .
12A-17 Controller and Turbocharger Operational
Primary Maintenance . . . . . . .
12A-17 Flight Check . . . . . . .
12A-26
. .

Starter Motor . . . . . . . . . .
12A-17 Removal and Installation of
Removal and Installation . . .
12A-17 Turbocharger Controller . . . .
12A-27
EXHAUST SYSTEM . . . . . . . . . .
12A-17 Controller Adjustment . . . . . .
12A-27
Description . . . . . . . . . . .
12A-17 Removal and Installation of Waste-
Removal . . . . . . . . . . . .
12A-17 Gate and Actuator . . . . . . .
12A-27
Installation . . . . . . . . . . .
12A-17 Adjustment of Waste-Gate Actuator .
12A-30
Inspection . . . . . . . . . . . .
12A-20 EXTREME WEATHER MAINTENANCE .
12A-30
TURBOCHARGER . . . . . . . . . .
12A-21 Cold Weather . . . . . . . . . .
12A-30
Description . . . . . . . . . . .
12A-21 Hot Weather . . . . . . . . . . .
12A-30
Removal and Installation . . . . .
12A-21 Seacoast and Humid Areas . . . . .
12A-31
CONTROLLER AND WASTE-GATE Dusty Areas . . . . . . . . . . .
12A-31
ACTUATOR . . . . . . . . . . . .
12A-21 Ground Service Receptacle . . . . . .
12A-31
Functions . . . . . . . . . . . .
12A-21 Hand-Cranking . . . . . . . . . . . .
12A-31

12A-1. ENGINE COWLING. 12A-8. REMOVAL AND INSTALLATION. Refer

to paragraph 12-8.
12A-2. DESCRIPTION. The engine cowling is simi-
lar to that described in Section 12, except it is wider 12A-9. RIGGING. Refer to paragraph 12-9.
at the front, with additional ram air openings in the ( Refer to figure 12-1)
right and left nose caps. The opening in the right
side supplies ram air to the turbocharger. The open- 12A-10. ENGINE.
ing in the left side supplies ram air to the cabin heat-
ing system. 12A-11. DESCRIPTION. An air-cooled, horizon-
tally-opposed, direct-drive, fuel-injected, six-cylin-
12A-3. REMOVAL AND INSTALLATION. Refer to der turbocharged Continental TSIO-520 series engine,
paragraph 12-3. driving a constant-speed propeller, is used to power
the aircraft. The cylinders, numbered from rear to
12A-4. CLEANING AND INSPECTION. Refer to front, are staggered to permit a separate throw on
paragraph 12-4. the crankshaft for each connecting rod. The right
rear cylinder is number 1 and cylinders on the right
12A-5. REPAIR. Refer to paragraph 12-5. side are identified by odd numbers 1, 3 and 5. The
left rear cylinder is number 2 and the cylinders on
12A-6. COWL FLAPS. the left side are identified as 2, 4 and 6. Refer to
paragraph 12A-12 for engine data. For repair and
12A-7. DESCRIPTION. The cowl flaps are similar overhaul of the engine, accessories and propeller,
to that described in Section 12, except the overboard refer to the appropriate publications issued by their
exhaust tube for the cabin heater extends through manufacturer 's. These publications are available
the cutout in the aft portion of the left cowl flap. from the Cessna Service Parts Center.

SHOP NOTES:

12A-2 Change 1
12A-12. ENGINE DATA.

Aircraft Series TP206 TU206

Model (Continental) TSIO-520-C Same

BHP at RPM 285 at 2700 Same

Limiting Manifold Pressure 32. 5 Inches Hg. Same

(Sea Level)

Number of Cylinders 6-Horizontally Opposed Same

Displacement 520 Cubic Inches Same

Bore 5.25 Inches Same
Stroke 5.00 Inches Same

Compression Ratio 7. 5:1 Same

Magnetos Slick No. 662

Model Same
Right Magneto
20°
Fires BTC Upper Right Same
andLower Left
Left Magneto 20°
Fires BTC Upper Left Same
and Lower Right

Firing Order 1-6-3-2-5-4 Same

Spark Plugs 18 MM (Refer to current Conti- Same

nental factory approved spark
plug chart.)
Torque 330±30 Lb-In. Same

Fuel Metering System Continental Fuel Injection Same

Unmetered Fuel Pressure 6 to 7 PSI at 600 RPM Same
29 to 32 PSI at 2700 RPM Same

Oil Sump Capacity 12 U. S. Quarts Same

With Filter Element Change 13 U. S. Quarts Same

Tachometer Mechanical Drive Same

Oil Pressure (PSI)

Minimum Idling 10 Same
Normal 30 to 60 Same
Maximum (Cold Oil Starting) 100 Same
Connection Location Between No. 2 and No. 4 Cylinders Same

Oil Temperature
Normal Operating Within Green Arc Same
(240°F)
Maximum Permissible Red Line Same
Probe Location Below Oil Cooler Same
(460°F)
Cylinder Head Temperature Red Line Max. Same
Probe Location Lower Side No. 1 Cylinder Same

Approximate Dry Weight 483 Lb. (Weight is approximate Same

With Accessories (Excluding and will vary with optional
Turbocharger System) accessories installed.)

Change 2 12A-3
12A -13.
TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

ENGINE FAILS TO START. Engine flooded or improper use Use proper starting procedure.
of starting procedure. Refer to Owner's Manual.

Defective aircraft fuel system. Refer to Section 13.

Fuel tanks empty. Service fuel tanks.

Spark plugs fouled or defective. Remove, clean, inspect and regap.
Use new gaskets. Check cables
to presistently fouled plugs. Re-
place if defective.

Magneto impulse coupling failure. Repair or install new coupling.

Defective magneto switch or Repair or replace switch and leads.

grounded magneto leads.

Defective ignition system. Refer to paragraph 12-79.

Induction air leakage. Correct cause of air leakage.

Clogged fuel screen in fuel control Remove and clean. Replace

unit or defective unit. defective unit.

Clogged fuel screen in fuel Remove and clean screen. Replace

manifold valve or defective defective valve.
valve.

Clogged fuel injection lines or Remove and clean lines and nozzles.
discharge nozzles. Replace defective units.

Defective auxiliary fuel pump. Refer to Section 13.

Engine-driven fuel pump not Install new engine-driven

permitting fuel from auxiliary fuel pump.
pump to bypass.

Vaporized fuel in system. (Most Refer to paragraph 12A-114.

likely to occur in hot weather with
a hot engine.)

ENGINE STARTS BUT DIES, OR Propeller control in high pitch Use low pitch (high rpm) position
WILL NOT IDLE PROPERLY. (low rpm) position. for all ground operations.

Improper idle speed or idle Refer to paragraph 12-46.

mixture adjustment.

Defective aircraft fuel system. Refer to Section 13.

Spark plugs fouled or defective. Remove, clean, inspect and regap.

Use new gaskets. Check cables to
persistently fouled plugs. Replace
if defective.

Water in fuel system. Drain fuel tank sumps, lines

and fuel strainer.

Defective ignition system. Refer to paragraph 12-79.

12A-4
12A-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ENGINE STARTS BUT DIES, OR Induction air leakage. Correct cause of air leakage.
WILL NOT IDLE PROPERLY
(CONT). Clogged fuel screen in fuel Remove and clean. Replace
control unit or defective unit. defective unit.

Clogged fuel screen in fuel mani- Remove and clean. Replace

fold valve or defective valve. defective valve.

Restricted fuel injection lines Remove, clean lines and nozzlos.

or discharge nozzles. Replace defective units.

Defective engine-driven fuel Install and calibrate new pump.

pump.

Vaporized fuel in system. Refer to paragraph 12A-114.

(Most likely to occur in hot
weather with a hot engine.)

Manual engine primer leaking. Disconnect primer outlet line.

If fuel leaks through primer,
repair or replace primer.

Obstructed air intake. Remove obstruction; service

air filter, if necessary.

Discharge nozzle air vent Check for bent lines or loose con-
manifolding restricted or nections. Tighten loose connec-
defective. tions. Remove restrictions and
replace defective components.

Defective engine. Check compression and listen for

unusual engine noises. Check oil
filter for excessive metal. Repair
engine as required.

ENGINE HAS POOR ACCEL- Idle mixture too lean. Refer to paragraph 12-46.
ERATION, RUNS ROUGHLY
AT SPEEDS ABOVE IDLE OR Propeller control in high pitch Use low pitch (high rpm) position
LACKS POWER. (low rpm) position. for all ground operations.

Incorrect fuel-air mixture, Replace worn elements of

worn control linkage or control linkage. Service
restricted air filter. air filter.

Defective ignition system. Refer to paragraph 12-79.

Malfunctioning turbocharger. Check operation, listen for unusual

noise. Check operation of waste-
gate valve and for exhaust system
defects. Tighten loose connections.

Improper fuel-air mixture. Check intake manifold connections

for leaks. Tighten loose connec-
tions. Check fuel controls and link-
age for setting and adjustment.

12A-5
12A-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ENGINE HAS POOR ACCEL- Spark plugs fouled or defective. Remove, clean, inspect and regap.
ERATION, RUNS ROUGHLY Use new gaskets. Check cables to
AT SPEEDS ABOVE IDLE persistently fouled plugs. Replace
OR LACKS POWER (CONT). if defective.

Fuel pump pressure improperly Refer to paragraph 12A-62.

adjusted.

Restriction in fuel injection Clean out restriction. Replace

system. defective items.

Propeller out of balance. Check and balance propeller.

Defective engine. Check compression, check oil

filter for excessive metal.
Listen for unusual noises.
Repair engine as required.

Exhaust system leakage. Refer to paragraph 12A-99.

Turbocharger wheels rubbing. Replace turbocharger.

Improperly adjusted or defective Refer to paragraph 12A-111.
waste-gate controller.

Leak in turbocharger discharge Correct cause of leaks. Repair

pressure system. or replace damaged parts.

Manifold pressure overshoot. Move throttle about two-thirds

(Most likely to occur when open. Let engine accelerate
engine is accelerated too and peak. Move throttle to
rapidly.) full open.

Engine oil viscosity too high Refer to Section 2 for proper

for ambient air. grade of oil.

POOR IDLE CUT-OFF. Mixture control linkage im- Refer to paragraph 12-86.
properly rigged.

Defective or dirty fuel manifold Remove and clean manifold

valve. valve.

Fuel contamination. Drain all fuel and flush out fuel

system. Clean all screens, fuel
strainers, fuel manifold valves,
nozzles and fuel lines.

Defective mixture control Replace fuel pump.

valve in fuel pump.

ENGINE LACKS POWER, RE- Incorrectly adjusted throttle Check movement of linkage by mov-
DUCTION IN MAXIMUM control, "sticky" linkage or ing control through range of travel.
MANIFOLD PRESSURE OR dirty air filter. Make proper adjustments and re-
CRITICAL ALTITUDE. place worn components. Service
air filter.

12A-6
12A-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ENGINE LACKS POWER, RE- Defective ignition system. Inspect spark plugs for fouled
DUCTION IN MAXIMUM electrodes, heavy carbon de-
MANIFOLD PRESSURE OR posits, erosion of electrodes,
CRITICAL ALTITUDE (CONT). improperly adjusted electrode
gaps and cracked porcelains.
Test plugs for regular firing
under pressure. Replace dam-
aged or misfiring plugs.

Improperly adjusted waste-gate Refer to paragraph 12A-111.

valve.

Loose or damaged exhaust Inspect entire

exhaust system to
system. turbocharger for cracks and
leaking connections. Tighten
connections and replace damaged
parts.

Loose or damaged manifolding. Inspect entire manifolding system

for possible leakage at connections.
Replace damaged components,
tighten all connections and clamps.

Fuel discharge nozzle defective. Inspect fuel discharge nozzle vent

manifolding for leaking connections.
Tighten and repair as required.
Check for restricted nozzles and
lines and clean and replace as
necessary.

Malfunctioning turbocharger. Check for unusual noise in turbo-

charger. If malfunction is sus-
pected, remove exhaust and/or
air inlet connections and check ro-
tor assembly, for possible rubbing
in housing, damaged rotor blades
or defective bearings. Replace
turbocharger if damage is noted.

BLACK SMOKE EXHAUST. Turbo coking, oil forced through Clean or change turbocharger.
seal of turbine housing.

HIGH CYLINDER HEAD Defective cylinder head tempera- Refer to Section 16.
TEMPERATURE. ture indicating system.

Improper use of cowl flaps. Refer to Owner's Manual.

Engine baffles loose, bent or Install baffles properly. Repair or

missing. replace if defective.

Dirt accumulated on cylinder Clean thoroughly.

cooling fins.

Incorrect grade of fuel. Drain and refill with proper fuel.

12A-7
12A-13. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

HIGH CYLINDER HEAD Incorrect ignition timing. Refer to paragraph 12-78.

TEMPERATURE (CONT).
Improper use of mixture control. Refer to Owner's Manual.

Defective engine. Repair as required.

HIGH OR LOW OIL Refer to paragraph 12-30.

TEMPERATURE
OR PRESSURE.

NOTE

Refer to paragraph 12A-106 for trouble shooting of controller

and waste-gate actuator.

12A-14. REMOVAL. If an engine is to be placed in to disconnect some of these items at other

storage or returned to the manufacturer for over- than the places indicated. The reason for
haul, proper preparatory steps should be taken for engine removal should be the governing fac-
corrosion prevention prior to beginning the removal tor in deciding at which point to disconnect
procedure. Refer to Section 2 for storage prepara- them. Omit any of the items which are not
tion. The following engine removal procedure is present on a particular engine installation.
based upon the engine being removed from the air-
craft as a complete unit with the turbocharger and f. Drain the engine oil sump and oil cooler.
accessories installed. g, Disconnect magneto primary lead wires at
magnetos.
NOTE

Tag each item when disconnected to aid in

identifying wires, hoses, lines and control The magnetos are in a SWITCH ON condition
linkages when engine is reinstalled. Like- when the switch wires are disconnected,
wise, shop notes made during removal will Ground the magneto points or remove the high
often clarify reinstallation. Protect open- tension wires from the magnetos or spark
ings, exposed as a result of removing or plugs to prevent accidental firing.
disconnecting units, against entry of foreign
material by installing covers or sealing with h. Remove the spinner and propeller in accordance
tape. with Section 14. Cover exposed end of crankshaft
flange and propeller flange to prevent entry of foreign
a. Place all cabin switches in the OFF position. material.
b. Place fuel selector valve in the OFF position, i. Disconnect throttle, mixture and propeller con-
c. Remove engine cowling in accordance with para- trols from their respective units. Remove clamps
graph 12-3. attaching controls to engine and pull controls aft
d. Disconnect battery cables and insulate terminals clear of engine. Use care to avoid bending controls
as a safety precaution. Remove battery and battery too sharply. Note EXACT position, size and number
box for additional clearance, if desired. of attaching washers and spacers for reference on
e. Drain fuel strainer and lines with strainer drain reinstallation.
control. j. Disconnect wires and cables as follows:
1. Disconnect tachometer drive shaft at adapter.
NOTE

During the following procedures, remove

any clamps or lacings which secure con- When disconnecting starter cable do not
trols, wires, hoses or lines to the engine, permit starter terminal bolt to rotate.
engine nacelle or attached brackets, so Rotation of the bolt could break the con-
they will not interfere with engine removal. ductor between bolt and field coils caus-
Some of the items listed can be disconnected ing the starter to be inoperative.
at more than one place. It may be desirable

12A-8
 2. Disconnect starter electricalcable at starter. aircraft checking for any items which would interfere
3. Disconnect cylinder head temperature wire at with the engine removal. Balance the engine by hand
probe. and carefully guide the disconnected parts out as the
4. Disconnect oil temperature wire at probe be- engine is removed.
low oil cooler. p. Remove engine shock-mounts
5. Disconnect electrical wires and wire shield-
ing ground at alternator. NOTE
6. Disconnect exhaust gas temperature wires at
quick-disconnects. If shock-mounts will be re-used, mark each
7. Disconnect electrical wires at throttle micro- one so it will be reinstalled in exactly the
switch. same position. If new shock-mounts will be
8. Remove all clamps and lacings attaching installed, position them as illustrated in figure
wires or cables to engine and pull wires and cables 12-2.
aft to clear engine.
k. Disconnect lines and hoses as follows: 12A-14A. STATIC RUN-UP PROCEDURES. In a
1. Disconnect vacuum hose at vacuum pump case of suspected low engine power, a static RPM
and remove oil separator vent line. run-up should be conducted as follows:
a. Run-up engine, using take-off power and mix-
WARNING ture settings, with the aircraft facing 90° right and
then left to the wind direction.
Residual fuel and oil draining from discon- b. Record the RPM obtained in each run-up posi-
nected lines and hoses constitutes a fire tion.
hazard. Use caution to prevent accumula-
tion of such fuel and oil when lines or hoses NOTE
are disconnected.
Daily changes in atmospheric pressure, tem-
2.
Disconnect fuel supply and vapor return perature and humidity will have a slight effect
hoses at fuel pump. Disconnect and remove fuel on static rup-up.
pump drain line.
3. Disconnect manifold pressure line at c. Average the results of the RPM obtained. It
intake manifold. should be within 50 RPM of 2650 RPM.
4. Disconnect the fuel-flow gage line at fire- d. If the average results of the RPM obtained are
wall. lower than stated above, the following recommended
5. Disconnect the oil pressure line at the checks may be performed to determine a possible
engine. deficiency.
6. Disconnect and remove the right and left 1. Check governor control for proper rigging.
manifold drain lines and the balance tube drain line. It should be determined that the governor control
7. Disconnect air and oil lines at the waste-gate arm travels to the high RPM stop on the governor
controller, located on the firewall, and that the high RPM stop screw is adjusted prop-
8. Disconnect the air vent line to fuel-flow gage, erly. ( Refer to Section 14 for procedures).
at firewall.
9. Disconnect engine primer lines at right and
left intake manifolds. NOTE
10. Disconnect the oil drain line from oil deflec-
tor under external oil filter. If verification of governor operation is neces-
1. Carefully check the engine again to ensure ALL sary the governor may be removed from the
hoses, lines, wires, cables, clamps and lacings are engine and a flat plate installed over the en-
disconnected or removed which would interfere with gine pad. Run-up engine to determine that
the engine removal. Ensure all wires, cables and governor was adjusted properly.
engine controls have been pulled aft to clear the en-
gine. 2. Check carburetor heat control (carburetor
equipped engines) for proper rigging. If partially
open it would cause a slight power loss. On fuel in-
jected engines check operation of alternate air door
Place a suitable stand under tail tie-down spring or magnetic lock to make sure door will re-
ring before removing engine. The loss of main closed in normal operation.
engine weight will cause the aircraft to be 3. Check magneto timing, spark plugs and igni-
tail heavy. tion harness for settings and conditions.
4. On fuel injection engines, check fuel injection
m. Attach a hoist to the lifting lug at the top center nozzles for restriction and check for correct un-
of the engine crankcase. Lift engine just enough to metered fuel flow.
relieve the weight from the engine mounts. 5. Check condition of induction air filter. Clean
n. Remove mount bolts, ground strap and heat if required.
shields. 6. Perform an engine compression check (Refer
o. Slowly hoist engine out of nacelle and clear of to engine Manufacturer's Manual).

Change 1 12A-8A/(12A-8B blank)

12A-15. CLEANING. Refer to paragraph 12-15.

12A-16. ACCESSORIES REMOVAL. Refer to para- NOTE

graph 12-16.
Be sure engine shock-mounts, spacers
12A-17. INSPECTION. Refer to paragraph 12-17. and washers are in place as the engine is
lowered into position.
12A-18. BUILD-UP. Refer to paragraph 12-18.

12A-19. INSTALLATION. Before installing the d. Attach ground strap under engine sump bolt
engine on the aircraft, install any items which were and install engine mount bolts. Torque bolts to 300+
removed from the engine or aircraft after the engine 50-00 lb-in. Bend tab washers to form lock for mount
was removed. bolts. Install heat shields.
e. Remove support stand placed under tail tie-down
NOTE fitting and remove hoist.

Remove all protective covers, plugs, caps

and identification tags as each item is con- NOTE
nected or installed. Omit any items not
present on a particular engine installation. If the exhaust system was loosened or removed,
refer to paragraph 12A-98.
a. Hoist the engine to a point just above the nacelle.
b. Install engine shock-mounts and ground strap as
illustrated in figure 12-2.
c. Carefully lower engine slowly into place on the f. Connect flexible ducting on heater shroud and
engine mounts. Route controls, lines, hoses and cabin valve.
wires in place as the engine is positioned on the en- g. Route propeller governor control along left side
gine mounts. of engine and secure with clamps.

SHOP NOTES:

Change 1 12A-9
 NOTE k. Rig engine controls in accordance with para-
graphs 12-85, 12-86 and 12-87.
Throughout the aircraft fuel system, from 1. Install propeller and spinner in accordance with
the fuel cells to the engine driven fuel pump, instructions outlined in Section 14.
use RAS-4 (Snap-On Tools Corp., Kenosha, m. Complete a magneto switch ground-out and con-
Wisconsin), MIL-T-5544 (Thread Compound, tinuity check, then connect primary lead wires to the
Antiseize, Graphite-Petrolatum) or equivalent, magnetos. Remove the temporary ground or connect
as a thread lubricant or to seal a leaking connec- spark plug leads, whichever procedure was used dur-
tion. Apply sparingly to male fittings only, omit- ing removal.
ting the first two threads. Always ensure that a
compound, the residue from a previously used
compound or any other foreign material cannot
enter the system. Throughout the fuel injec- Be sure magneto switch is in OFF position
tion system, from the engine-driven fuel pump when connecting switch wires to magnetos.
through the discharge nozzles, use only a fuel
soluble lubricant, such as engine lubricating n. Clean and install induction air filter in accor-
oil, on fitting threads. Do not use any other dance with Section 2.
form of thread compound on the fuel injection o. Service engine with proper grade and quantity of
system fittings. engine oil. Refer to Section 2 if engine is new, newly
overhauled or has been in storage.
h. Connect lines and hoses as follows: p. Check all switches are in the OFF position and
1. Install and connect the left and right manifold connect battery cables.
drain lines and the balance tube drain line. q. Inspect engine installation for security, correct
2. Connect the oil pressure line at its fitting. routing of controls, lines, hoses and electrical wir-
3. Connect the fuel-flow gage line at firewall. ing, proper safetying and tightness of all components.
4. Connect the fuel supply and the vapor return
lines at the fuel pump. Connect and install fuel pump NOTE
drain line.
5. Connect manifold pressure line at intake mani- When installing a new or newly overhauled
fold. engine, and prior to starting the engine,
6. Connect vacuum line at the vacuum pump, and disconnect the oil inlet line at the controller
install oil separator vent line. and the oil outlet line at the controller.
7. Connect air and oil lines at waste-gate con- Connect these oil lines to a full-flow oil
troller on firewall. filter, allowing oil to bypass the controller.
8. Connect air vent line to fuel-flow gage line With filter connected, operate engine approxi-
at firewall. mately 15 minutes to filter out any foreign
9. Connect engine primer lines at right and left particles from the oil. This is done to pre-
intake manifolds. vent foreign material from entering the con-
10. Connect oil drain line to oil deflector under troller.
external oil filter.
11. Install all clamps securing lines and hoses to r. Install engine cowling in accordance with para-
engine or structure. graph 12-3.
i. Connect wires and cables as follows: s. Perform an engine run-up and make final adjust-
1. Connect oil temperature wire at probe below ments on the engine controls.
oil cooler.
2. Connect tachometer drive to adapter and tor- 12A-20. FLEXIBLE FLUID HOSES. Refer to para-
que to 100 lb-in. graph 12-20.

12A-21. PRESSURE TEST. Refer to paragraph 12-

21.
When connecting starter cable, do not permit
starter terminal bolt to rotate. Rotation of 12A-22. REPLACEMENT. Refer to paragraph 12-
the bolt could break conductor between terminal 22.
and field coils causing starter to be inoperative.
12A-23. ENGINE BAFFLES. Refer to paragraph
3. Connect starter electrical lead. 12-23.
4. Connect cylinder head temperature wire at
probe. 12A-24. DESCRIPTION. Refer to paragraph 12-24.
5.
Connect electrical wires and wire shielding
ground to alternator. 12A-25. CLEANING AND INSPECTION. Refer to
6. Connect electrical wires to throttle switch. paragraph 12-25.
7. Connect exhaust gas temperature wires at
quick-disconnects. 12A-26. REMOVAL AND INSTALLATION. Refer to
8. Install clamps that attach wires or cables, to paragraph 12-26.
engine or structure.
j. Connect engine controls and install block clamps. 12A-27. REPAIR. Refer to paragraph 12-27.

12A-10
12A-28. ENGINE OIL SYSTEM. Refer to figure engine airflow. A manual mixture control and a fuel
12A-1. flow indicator are provided for leaning at any combi-
nation of altitude and power setting. The fuel flow
12A-29. DESCRIPTION. The engine lubrication indicator is calibrated in gallons per hour and indi-
system is a full-pressure, wet-sump type. Lubri- cates approximately the gallons of fuel consumed per
cating oil is drawn from the engine sump to the oil hour. The continuous-flow system uses a typical
pump through a suction screen and tube. From the rotary vane fuel pump. There are no running parts
pump, oil under pressure is passed to the full-flow in this system except for the engine-driven f'uel pump.
oil filter, where it is filtered before entering the The four major components of the system are: the
passages of the engine. Bypass valves are provided. fuel injection pump, fuel-air control unit, fuel mani-
Oil from the filter is routed through drilled and cor- fold valve and the fuel discharge nozzles. The fuel
ed passages to all moving parts requiring lubrication. injection pump incorporates an adjustable aneroid
Oil furnished to the propeller governor for propeller sensing unit which is pressurized from the discharge
operation is also routed through internal passages. side of the turbocharger compressor. Turbocharger
Oil pressure is maintained by an adjustable, spring -
discharge air pressure is also used to vent the fuel
loaded relief valve mounted in the lower portion of discharge nozzles and the vent port of the fuel-flow
the pump body. Oil temperature is automatically gage.
regulated by an oil cooler and a thermostat control
valve. When the oil temperature reaches a prede- NOTE
termined temperature the thermostat valve closes,
causing the oil to be routed through the externally Throughout the aircraft fuel system, from
mounted cooler. Engine oil is also used to control the fuel cells to the engine-driven fuel pump,
the waste-gate and lubricate the turbocharger bear- use RAS-4 (Snap-On Tools Corp., Kenosha,
ings. Oil is returned to the engine sump from the Wisconsin), MIL-T-5544 (Thread Compound,
turbocharger by a scavenger pump, which is inte- Antiseize, Graphite-Petrolatum) or equivalent,
gral with the engine oil pump. The oil filler neck is as a thread lubricant or to seal a leaking con-
located on top of the engine and is reached through nection. Apply sparingly to male fittings only,
an access door in the top of the left cowl. The oil omitting the first two threads. Always ensure
level in the sump is checked on a dipstick at the that a compound, the residue from a previously
rear of number two cylinder and is reached through used compound or any other foreign material
an access door in the side of the left cowl. cannot enter the system. Throughout the fuel
injection system, from the engine-driven fuel
12A-30. TROUBLE SHOOTING. Refer to paragraph pump through the discharge nozzles, use only
12-30. a fuel soluble lubricant, such as engine lubri-
cating oil, on the fitting threads. Do not use
12A-31. FULL-FLOW OIL FILTER. Refer to para- any other form of thread compound on the in-
graph 12-31. jection system fittings.

12A-32. DESCRIPTION. Refer to paragraph 12-32. 12A-42. FUEL-AIR CONTROL UNIT. Refer to
paragraph 12-42.
12A-33. REMOVAL AND INSTALLATION. Refer
to paragraph 12-33. 12A-43. DESCRIPTION. Refer to paragraph 12-43.

12A-34. FILTER ADAPTER. Refer to paragraph 12A-44. REMOVAL.

12-34. a. Place all cabin switches and fuel shut-off valve
in the OFF position.
12A-35. REMOVAL. Refer to paragraph 12-35. b. Remove cowling in accordance with paragraph
12-3.
12A-36. DISASSEMBLY, INSPECTION AND RE- c. Loosen clamp and disconnect flexible duct from
ASSEMBLY. Refer to paragraph 12-36. elbow at top of air throttle.
d. Tag and disconnect electrical wires from elec-
12A-37. INSTALLATION. Refer to paragraph 12-37. tric fuel pump microswitch,
e. Disconnect throttle and mixture control rod ends
12A-38. OIL COOLER. Refer to paragraph 12-38. at fuel-air control unit.

12A-39. DESCRIPTION. Refer to paragraph 12-39. NOTE

12A-40. ENGINE FUEL SYSTEM. Refer to figure Cap or plug all disconnected hoses, lines and
12A-2. fittings.

12A-41. DESCRIPTION. The fuel injection system f. Disconnect cooling air blast tube from fuel con-
is a low pressure system of injecting fuel into the trol valve shroud.
intake valve port of each cylinder. It is a multi- g. Disconnect and tag all fuel lines at the fuel con-
nozzle, continuous-flow type which controls fuel trol valve.
flow to match engine airflow. Any change in throttle h. Remove nuts and washers securing triangular
position, engine speed, or a combination of both, brace to fuel-air control unit and engine, at lower
causes changes in fuel flow in the correct relation to end of control unit. Remove brace.

12A-11
 CODE: PLUG THERMOSTAT
OPEN
PRESSURE OIL

SUMP OIL, RETURN

OIL AND SUCTION pg
OIL PROPELLER
PROPELLER PLUG THERMOSTAT
CONTROL 81 CLOSED

PROPELLER
GOVERNOR OIL
TEMPERATURE
GAGE

OIL
FILLER
CAP

OIL
PRESSURE
GAGE

OIL DIPSTICK - -"-"

& OIL PRESSURE
OIL SUMP RELIEF VALVE
DRAIN PLUG

FUEL LINE FROM OIL PUMP

OPTIONAL OIL y BYPASS
DILUTION SYSTEM VALVE
ENGINE
OIL
PUMP OIL FILTER
BYPASS VALVE
CHECK VALVE
SCAVENGER FILTER
--- ---
PUMP OUTLET
VALVE
TURBOCHARGER--+ -

WASTE-GATE I
CHECK VALVE CONTROLLER WASTE-GATE
EXTERNAL ACTUATOR
OIL FILTER

Figure 12A-1. Oil System Schematic

12A -12
lilllllllllllllllllllllllllllllífillflfillfillfilillillillllllllllllllllllllllllllllll

Vapor Return i
to Tank

a
Relief Valve

Part
Throttle
. Fuel
Position
Metering

Pump
Cha cek
Aneroid

Manifold Valve
Vent

To Fuel Flow Gage ----

To Vent Port of
Fuel Flow Gage
Air From
Turbocharger
Discharge

Fuel Inlet
LEGEND:
RELIEF
VALVE PRESSURE •.

ME RETURN FUEL

METERED FUEL
..
Calibrated
PUMP PRESSURE Orifice

INLET PRESSURE

ll o
TURBOCHARGER AIR DISCHARGE PRESSURE
Injection Mixture Outlet

Figure 12A-2. Fuel System Schematic

12A -13
 i. Remove bolt attaching fuel-air control unit to graph 12-3.
brace at top of control unit.
j. Loosen hose clamps which secure fuel-air con- NOTE
trol unit to right and left intake manifold assemblies
and slip hoses from fuel-air control unit. Plug or cap all disconnected lines and fittings.
k. Remove fuel-air control unit.
b. Disconnect nozzle pressurization line at nozzles
12A-45. CLEANING AND INSPECTION. Refer to and disconnect pressurization line at "tee" fitting so
paragraph 12-45. that pressurization line may be moved away from
discharge nozzles.
12A-46. INSTALLATION. c. Disconnect fuel injection line at fuel discharge
a. Place control unit in position at rear of engine, nozzle.
b. Install bolt attaching control unit to brace at top d. Using care to prevent damage or loss of washers
of unit. Ascertain that shock-mount is in place and in and O-rings, lift sleeve assembly from fuel dis-
good condition. charge nozzle.
c. Install triangular brace at lower end of control e. Using a standard 1/2-inch deep socket, remove
unit. fuel discharge nozzle from cylinder.
d. Install hoses and clamps which secure control
unit to right and left intake manifold assemblies. 12A-56. CLEANING AND INSPECTION. Refer to
Tighten hose clamps. paragraph 12-55.
e. Connect fuel lines to unit and connect air blast
tube at fuel control shroud. 12A-57. INSTALLATION.
f. Connect throttle and mixture control rod ends a. Using a standard 1/2-inch deep socket, install
to control unit. nozzle body in cylinder and tighten to a torque value
g. Connect electrical wires to electric fuel pump of 60-80 lb-in.
microswitch. Check switch rigging in accordance b. Install O-rings, sleeve assembly and washers.
with Section 13. c. Align sleeve assembly and connect pressuriza-
h. Install induction air duct to elbow at top of con- tion line to nozzles. Connect pressurization line to
trol unit. "tee" fitting.
i. Inspect installation and install cowling. d. Install O-ring and washer at top of discharge
nozzle and connect fuel injection line to nozzle.
12A-47. ADJUSTMENTS. Refer to paragraph 12-46. e. Inspect installation for crimped lines and loose
fittings.
12A-48. FUEL MANIFOLD VALVE (FUEL DISTRI-
f. Inspect nozzle pressurization vent system for
BUTOR). Refer to paragraph 12-47• leakage. A tight system is required, since turbo-
charger discharge pressure is applied to various
12A-49. DESCRIPTION. Refer to paragraph 12-48• other components of the injection system.
g. Install cowling.
12A-50. REMOVAL. Refer to paragraph 12-49.
12A-58. FUEL INJECTION PUMP.
12A-51. CLEANING. Refer to paragraph 12-50.
12A-59. DESCRIPTION. The fuel pump is a positive
12A-52. INSTALLATION. Refer to paragraph 12-51· displacement, rotating vane type. It has a splined
shaft for connection to the accessory drive section
12A-53. FUEL DISCHARGE NOZZLES. of the engine. Fuel enters the pump at the swirl well
of the pump vapor separator. Here, vapor is separ-
12A-54. DESCRIPTION. From the fuel manifold ated by a swirling motion so that only liquid fuel is fed
valve, individual, identical size and length fuel lines to the pump. The vapor is drawn from the top center
carry metered fuel to the fuel discharge nozzles lo- jet of fuel and
of the swirl well by a small pressure
cated in the cylinder heads. The outlet of each nozzle is fed into the vapor return line where it is returned
is directed into the intake port of each cylinder. An to the fuel tank. Since the pump is engine-driven,
air bleed and nozzle pressurization arrangement is changes in engine speed affect total pump flow propor-
incorporated in each nozzle to aid in vaporization of tionally. A check valve allows the auxiliary fuel pump
the fuel. The nozzles are calibrated in several ranges. pressure to bypass the engine-driven pump for start-
All nozzles furnished for one engine are of the same ing, or in the event of engine-driven fuel pump failure
calibrated range and are identified by a number and in flight. The pump supplies more fuel than is required
suffix letter stamped on the flat portion of the nozzle by the engine; therefore, a relief valve is provided
body. When replacing a fuel discharge nozzle, be to maintain a constant fuel pump pressure. The
sure that it is of the same calibrated range as the engine-driven fuel pump is equipped with an aneroid.
rest of the nozzles in that engine. When a complete The aneroid and relief valve are pressurized from the
set of nozzles is being replaced, the number must be discharge side of the turbocharger compressor to
the same as the one removed but the suffix letter maintain a proper fuel/air ratio at altitude. The
may be different, as long as they are the same for aneroid is adjustable for fuel pump outlet pressure
all nozzles being installed in a particular engine· at full throttle and the relief valve is adjustable for
fuel pump outlet pressure at idle.
12A-55. REMOVAL.
a. Remove engine cowling in accordance with para-

12A -14
Change 3
 12A-60. REMOVAL. at least every 90 days or anytime an error is
a. Place fuel selector valve handle in OFF position, suspected. The tachometer accuracy should
b. Remove engine cowling in accordance with para- also be determined prior to making any ad-
graph 12-3, justments to the pump.
c. Remove alternator and left rear intake elbow.
d. Hoist engine far enough to remove weight from d. Start engine and warm-up thoroughly. Set mix-
engine mount and remove left rear engine mount leg, ture control to full rich position and propeller con-
shock-mount and alternator bracket. trol full forward (low pitch, high rpm).
e. Remove flexible duct and shroud, removing fuel e. Adjust engine idle speed to 600 ± 25 rpm and
lines and fittings as necessary. Tag each fitting and check test gage for 6-7 PSI. Refer to figure 12-7
line for identification and cap or seal to prevent en- for idle mixture adjustment.
try of foreign material. Flanges of shroud may be
straightened to facilitate removal and installation, NOTE
but must be re-formed after installation. Note an-
gular position of fittings before removal. Do not adjust idle mixture until idle pump
f. Remove nuts and washers attaching fuel pump pressure is obtained.
6
to engine and pull pump aft to remove. Remove thin
gasket.
g. Place temporary cover on pump mounting pad.
DO NOT make fuel pump pressure adjust-
12A-61. INSTALLATION. ments while engine is operating.
a. Install and align any fittings removed after pump
removal. f. If the pump pressure is not 6 to 7 PSI, stop en-
b. Using new thin gasket, install pump with aneroid gine and turn the fuel pump relief valve adjustment,
chamber down. on the centerline of the fuel pump clockwise (CW) to
c. Install cooling shroud and remainder of fittings, increase pressure and counterclockwise (CCW) to
bending flanges of shroud to their original positions decrease pressure.
and aligning fittings as noted during removal. g. Maintaining idle pump pressure and idle RPM,
d. Connect all fuel lines and shroud flexible duct. obtain correct idle mixture in accordance with para-
e. Install alternator bracket, shock-mount and graph 12-46.
engine mount leg. Remove hoist, then adjust alter- h. Completion of the preceding steps have provided:
nator drive belt tension. Refer to Section 17. 1. Correct idle pump pressure.
f. Install intake elbow. 2. Correct fuel flow.
g. Start engine and perform an operational check, 3. Correct fuel metering cam to throttle plate
adjusting fuel pump if required. orientation.
h. Install cowling. i. Advance to full throttle and maximum rated en-
gine speed with the mixture control in full rich posi-
12A-62. ADJUSTMENT. Adjustments of the fuel in- tion and propeller control in full forward (low pitch,
jection pump requires special equipment and proce- high rpm).
dures. Adjustment to the aneroid applies only to the j. Check test gage for pressures specified in para-
full throttle setting. Adjustment of the idle position graph 12A-12. If pressure is incorrect, stop engine
is obtained through the relief valve. To adjust the and adjust pressure by loosening locknut and turning
pump to the pressures specified in paragraph 12A-12, the adjusting screw located at rear of aneroid coun-
proceed as follows: terclockwise (CCW) to increase pressure and clock-
a. Remove engine cowling in accordance with para- wise (CW) to decrease pressure.
graph 12-3.
b. Disconnect the engine-driven fuel pump pres- NOTE
sure hose and fittings, connect the test gage pres-
sure and vent ports into the fuel injection system in If at static run-up, rated RPM cannot be
accordance with SK320-2. achieved at full throttle, adjust pump pres-
sure slightly below limits making certain
NOTE the correct pressures are obtained when
rated RPM is achieved during take-off roll.
Cessna Service Kit No. SK320-2 provides
a test gage, lines and fittings for con- k. After correct pressures are obtained, tighten
necting the test gage into the system to locknut.
perform accurate calibration of the engine- 1. Remove test equipment, run engine to check for
driven fuel pump. leaks and install cowling.

c. The test gage MUST be vented to upper deck 12A-62A. RIGGING THROTTLE OPERATED MICRO-
pressure and MUST be held as near to the level of SWITCH. Refer to Section 13,
the engine-driven pump as possible. Bleed air from
test gage line prior to taking readings· 12A-62B. AUXILIARY ELECTRIC FUEL PUMP
FLOW RATE ADJUSTMENT. Refer to Section 13.
NOTE

The test gage should be checked for accuracy

Change 3 12A-15
12A-63. INDUCTION AIR SYSTEM. b. Remove screws attaching airbox to upper rear
baffle.
12A-64. DESCRIPTION. Ram air to the engine en- c. Loosen clamp and disconnect flexible air duct to
ters an induction air duct at the right side of the nose airbox.
cap. The air is filtered through a dry filter, located d. Remove four screws attaching airbox to forward
in the induction airbox. From the filter, the air pas- air duct and work airbox and filter from aircraft.
ses through a flexible duct to the inlet of the turbo- e. Remove four bolts, washers and nuts attaching
charger compressor. The pressurized air is then filter between airbox halves.
routed through a duct to the fuel-air control unit
mounted behind the engine and is then supplied to NOTE
the cylinders through the intake manifold piping. The
fuel-air control unit is connected to the cylinder in- When installing filter, note direction of air
take manifold by elbows, hoses and clamps. The in- flow. Inspect and install gasket at aft face
take manifold is attached to each cylinder by four of filter assembly. Also, when tightening
bolts through a welded flange, which is sealed by a bolts fastening filter, push inward on lower
gasket. A balance tube passes around the front side end of the upper duct (where turbocharger
of the engine to complete the manifold assembly. An inlet connects to the upper duct). This is
alternate air door, mounted in the duct between the done so that inlet hose doesn't chafe against
filter and the turbocharger compressor, is held clos- the cowling.
ed by a small magnet. If the induction air filter
should become clogged, suction from the turbocharger f. Reverse the preceding steps for reinstallation.
compressor will open the door permitting the com-
pressor to draw heated, unfiltered air from within 12A-71. CLEANING AND INSPECTION. Clean and
the engine compartment. The alternate air door inspect filter in accordance with Section 2.
should be checked periodically for freedom of oper-
ation and complete closing. The induction air filter 12A-72. IGNITION SYSTEM. Refer to paragraph
should be removed and cleaned at each 50-hour in- 12-71.
spection, more often when operating under dusty con-
ditions. Refer to Section 2. 12A-73. DESCRIPTION. Refer to paragraph 12-72.

12A-65. AIRBOX. 12A-74. TROUBLE SHOOTING. Refer to paragraph

12-73.
12A-66. REMOVAL AND INSTALLATION.
a. Remove engine cowling in accordance with para- 12A-75. MAGNETOS. Refer to paragraph 12-74.
graph 12-3.
b. Loosen clamp at lower end of airbox and remove 12A-76. DESCRIPTION. Refer to paragraph 12-75.
flexible duct.
c. Remove two screws, washers and nuts attaching 12A-77. REMOVAL. Refer to paragraph 12-76.
airbox to upper rear engine baffle.
d. Remove four screws attaching airbox to induc- 12A-78. INTERNAL TIMING. Refer to paragraph
tion air duct and work airbox and filter from duct. 12-77.
e. Remove screws attaching clips on duct to clips
on rocker box covers. 12A-79. INSTALLATION AND TIMING-TO-ENGINE.
f. Remove screws attaching lower side of induction Refer to paragraph 12-78.
air duct to the two front cylinder rocker box covers.
g. Loosen clamp and remove air duct from flexible 12A-80. MAINTENANCE. Refer to paragraph 12-79.
inlet air duct and remove duct.
h. Reverse the preceding steps for reinstallation 12A-81. MAGNETO CHECK. Refer to paragraph
12-80.
NOTE
12A-82. SPARK PLUGS. Refer to paragraph 12-81.
Clean filter and ascertain that induction air
ducts and airbox are clean when installing. 12A-83. ENGINE CONTROLS. Refer to paragraph
12-82.
12A-67. CLEANING AND INSPECTION. Refer to
paragraph 12-66. 12A-84. DESCRIPTION. Refer to paragraph 12-83.

12A-68. INDUCTION AIR FILTER. 12A-85. RIGGING. Refer to paragraph 12-84.

12A-69. DESCRIPTION. An induction air filter, 12A-86. THROTTLE CONTROL. Refer to paragraph
mounted in the aft end of the airbox removes dust 12-85.
particles from the ram air entering the engine.
12A-87. MIXTURE CONTROL. Refer to paragraph
12A-70. REMOVAL AND INSTALLATION. 12-86.
a. Remove right half of engine cowling in accor-
dance with paragraph 12-3.

12A-16
12A-88. PROPELLER CONTROL. Refer to Section b. Remove intake manifold balance tube from front
14. of engine.
c. Remove heat shield at front of engine.
12A-89. STARTING SYSTEM. Refer to paragraph d. Loosen clamp and disconnect flexible duct at aft
12-88. end of cabin heater shroud on left exhaust stack
assembly.
12A-90. DESCRIPTION. Refer to paragraph 12-89. e. Remove clamps and bolts securing rear heat
shield to engine and remove heat shield.
12A-91. TROUBLE SHOOTING. Refer to paragraph f. Remove clamps attaching left exhaust stack
12-90. assembly to riser pipes and to rear crossover pipe
on left side of engine.
12A-92. PRIMARY MAINTENANCE. Refer to para- g. Work left exhaust stack assembly down from
graph 12-91. risers and out of crossover pipes at front and rear
of engine.
12A-93. STARTER MOTOR. h. Remove four nuts and washers attaching ex-
haust riser pipe to each cylinder on left bank of cyl-
12A-94. REMOVAL AND INSTALLATION. inders and remove riser pipes and gaskets.
a. Remove cowling in accordance with paragraph i. Remove clamp attaching exhaust tailpipe to ex-
12-3. haust port of turbine.
b. Remove induction airbox in accordance with j. Remove bolts attaching waste-gate to right ex-
paragraph 12A-66. haust stack assembly. Work tailpipe from turbine
c. Disconnect electrical power cable at starter and lower waste-gate and tailpipe into cowling.
and insulate terminal as a safety precaution. k. Remove bolts attaching turbocharger to mount-
d. Remove nuts securing starter and remove ing brackets.
starter. 1. Remove bolts and nuts attaching turbocharger
e. Reverse the preceding steps for reinstallation. to right exhaust stack assembly. Lower turbocharger
Install a new O-ring and be sure the starter drive into cowling.
engages with the drive in the adapter. m. Remove bolts, nuts and clamps attaching right
exhaust stack assembly to riser pipes on right side
12A-95. EXHAUST SYSTEM. Refer to figure of engine.
12A-3. n. Work right exhaust stack assembly down from
risers and remove.
12A-96. DESCRIPTION. The exhaust system con- 0. Remove nuts and washers attaching riser pipes
sists of two exhaust stack assemblies, one for the to front two cylinders on right side of engine and
left and one for the right bank of cylinders. These remove riser pipes and gaskets.
exhaust stack assemblies are joined together to p. Remove nuts and washers attaching exhaust pipe
route the exhaust from all cylinders through the to rear cylinder on right side of engine and remove
waste-gate or turbine. The three risers on the pipe and gasket.
left bank of cylinders are joined together into a
common pipe to form the left stack assembly. The 12A-98. INSTALIATION.
right rear cylinder exhaust is routed down and aft
to the rear of the engine where it connects to the NOTE
left stack assembly. The risers on the two right
front cylinders are connected to a common pipe to It is important that the complete exhaust sys-
form the right stack assembly. The right stack tem, including the turbocharger and waste-
assembly connects to the left stack assembly at gate, be installed without pre-loading any
the front of the engine. Mounting pads for the section of the exhaust stack assembly.
waste-gate and turbine are provided on the right
stack assembly. From the exhaust port of the tur- a. Use new gaskets between exhaust stacks and en-
bine, a tailpipe routes the exhaust overboard through gine cylinders, at each end of waste-gate and between
the lower fuselage. The exhaust port of the waste- turbocharger and exhaust stack.
gate is routed into the tailpipe so the exhaust gas can b. Place all sections of exhaust stacks in position
be expelled from the system when not needed at the and torque nuts attaching them to the cylinders evenly
turbine. The waste-gate is actuated by the waste- to 100-110 lb-in., while riser clamps are loose.
gate actuator which, in turn, is controlled by the c. Manually check that crossover pipe slip-joints do
waste-gate controller. Also, sleeving is installed not bind. Tighten clamp attaching left risers to left
on the fuel hose from the engine-driven pump to the stack assembly. Tighten the clamp attaching right
fuel metering body and on the hose from the auxiliary stack to right front riser.
fuel pump to the engine-driven pump. This is to pre- d. Raise turbocharger into position and install bolts
vent excessive heat on these fuel hoses as they route and nuts attaching turbocharger to right exhaust stack
close to the exhaust stack. and those attaching turbocharger to front and rear
turbocharger supports (figure 12A-5). Tighten bolts
12A-97. REMOVAL· securely.
a. Remove engine cowling and right and left nose
caps in accordance with paragraph 12-3.

Change 1 12A-17
 INTAKE
PIPE

ATTACHES ATTACHES
TO ENGINE TO CYLINDERS
HEAT
INTAKE SHIELD
PIPE .

TURBINE
INSTALLED
HERE

WASTE GATE
TAILPIPE INSTALLED
HERE

Figure 12A-3. Exhaust System (Sheet 1 of 2)

12A-18 Change 1
 1
2

11
12
I
13 1
12
11
o

HEAT DEFLECTORS AND INSULATORS

1. Clamp 6. Heat Shield 10. Right Nosecap

2. Crankcase 7. Bolt 11. Insulation
3. Intake Manifold Balance Tube 8. Lockwasher 12. Retaining Skin
4. Heat Deflector 9. Washer 13. Left Nosecap
5. Rivet 14. Screw

Figure 12A-3. Exhaust System (Sheet 2 of 2)

12A-19
 e. Install bolts and nuts attaching waste-gate to should be made to detect cracks causing leaks which
right hand exhaust stack and tighten securely. could result in loss of optimum turbocharger effi-
f. While applying an upward force of one G to ciency and engine power. To inspect the engine ex-
counteract weight of turbocharger and waste-gate haust system, proceed as follows:
assembly, tighten clamp attaching exhaust stack to a. Remove engine cowling as required so that ALL
riser. surfaces of the exhaust assemblies can be visually
g. Tighten clamp securing tailpipe to turbocharger. inspected.
h. Be sure all parts are secure and safetied as re-
quierhee fhoernapier akm step "b" of paragraph 12A-99
k
i. heater shroud duct and heat shields.
Install
j. intake manifold
Install balance tube at front of Never use highly flammable solvents
engine and install heat shields at front of engine, on engine exhaust systems. Never use
then install nose caps and cowling. a wire brush or abrasives to clean ex-
haust systems or mark on the system
NOTE with lead pencils.

The lower sections of turbocharger supports (in-

dex 8, figure 12A-5) are supplied as service parts
with their upper holes omitted. These undrilled NOTE
parts are also supplied when a new turbocharger
inlet stack, right front stack, or either of the Especially check the areas adjacent to welds
two right front risers is ordered. The follow- and slip joints. Look for gas deposits in sur-
ing steps outline the proper procedure for rounding areas, indicating that exhaust gases
drilling and installing the supports. are escaping through a crack or hole or
around the slip joints.
k. Install all parts but do not tighten attaching
clamps or bolts. b. After visual inspection, an air leak check should
1. Torque nuts attaching risers to cylinders evenly be made on the exhaust system as follows:
to 100-110 lb-in. 1. Attach the pressure side of an industrial
m. Tighten bolts and clamps per steps "d" through vacuum cleaner to the tailpipe opening, using a rub-
"g". ber plug to effect a seal as required.

NOTE NOTE

It is important that weight of turbocharger and The inside of the vacuum cleaner hose should
waste-gate assembly be counteracted, as listed be free of any contamination that might be
in step "f", when tightening clamps attaching blown into the engine exhaust system.
stacks to risers.
2. With vacuum cleaner operating, all joints
n. Make hole locations in undrilled supports to in the exhaust system may be checked manually by
match existing holes in upper supports. feel, or by using a soap and water solution and
o. Remove lower supports, leaving all other parts watching for bubbles. Forming of bubbles is accep-
tight. table, if bubbles are blown away system is not
p. Drill the
marked holes with a 3/8-inch drill. acceptable. Also, some bubbles will appear at the
On earlier models the holes were 0.257-inch, there- joint of the turbocharger turbine and compressor
fore, it may be necessary to enlarge the holes in bearing housing.
upper supports. c. Where a surface is not accessible for a visual
q. Reinstall supports, install bolts fastening upper inspection, or for a more positive test, the following
and lower supports together, then tighten all bolts procedure is recommended.
securely. If any exhaust system bolts or clamps 1. Remove exhaust stack assemblies.
were loosened while lower supports were not install- 2. Use rubber expansion plugs to seal openings.
ed, loosen all clamps and bolts and repeat the install- 3. Using a manometer or gage, apply approxi-
ation procedure to be sure no pre-loading is present. mately 1-1/2 psi (3 inches of mercury) air pressure
r. Be sure all parts are secure and safetied as re- while each stack assembly is submerged in water.
quired, reinstall any parts removed for access, then Any leaks will appear as bubbles and can be readily
install nose caps and cowling. detected.
12A-99. INSPECTION. Since exhaust systems of 4. It is recommended that exhaust stacks found
this type are subject to burning, cracking and general defective be replaced before the next flight.
deterioration from alternate thermal stresses and d. After installation of exhaust system components
vibrations, inspection is important and should be ac- perform the inspection in step "b" of this paragraph
complished every 100 hours of operation. Also, a to ascertain that sysyem is acceptable.
thorough inspection of the engine exhaust system

12A-20 Change 3
12A-100. TURBOCHARGER. j. Remove three remaining bolts, washers and
nuts attaching turbine to exhaust manifold.
12A-101. DESCRIPTION. The turbocharger is an
gas-driven k. Work turbocharger from aircraft through cowl
exhaust compressor, or air pump, which
flap opening in lower cowling.
high velocity air to the engine intake mani-
.

provides
1. Reverse the preceding steps for reinstallation.
fold. The turbocharger is composed of a turbine
When installing the turbocharger, install a new gas-
wheel, compressor wheel, turbine housing and com- ket between exhaust manifold and turbine exhaust
pressor housing. The turbine, compressor wheel
inlet. Reinstall safety wire.
and interconnecting drive shaft comprise one com-
plete assembly and are the only moving parts in 12A-103. CONTROLLER AND WASTE-GATE
the turbocharger. bearings are lubri-
.

Turbocharger
ACTUATOR
cated with filtered oil supplied from the engine oil
system. Engine exhaust gas enters the turbine 12A-104. FUNCTIONS. The waste-gate actuator
housing to drive the turbine wheel. The turbine
pro- and controller uses engine oil for power supply. The
wheel, in turn, drives the compressor wheel, waste-
turbocharger is controlled by the waste-gate,
ducing a high velocity of air entering the engine in- gate actuator, the absolute pressure and overboost
duction intake manifold. Exhaust gas is then dumped
control valve. The waste-gate bypasses engine ex-
overboard through the exhaust outlet of the turbine
haust gas around the turbocharger turbine inlet.
housing and exhaust tailpipe. Air is drawn into the
.

The waste-gate actuator, which is physically con-

compressor through the induction air filter and is
.

nected to the waste-gate by mechamcal

.

linkage, con-
forced out of the compressor housing through a
trols the position of the waste-gate butterfly valve,
tangential outlet to the intake manifold. The degree
of turbocharging is varied by means of a waste-gate
The absolute pressure controller controls the maxi-
mum turbocharger compressor
.

discharge pressure '

valve, which varies the amount of exhaust gas allowed
the overboost control valve prevents an excessive
to bypass the turbine. pressure increase from the turbocharger compressor.
12A-102. REMOVAL AND INSTALLATION.
a. Remove engine cowling as required. 12A-105. OPERATION. The waste-gate actuator is
b. Remove waste-gate to tailpipe clamp. spring-loaded to position the waste-gate to the nor-
c. Loosen clamp at turbine exhaust outlet and work mally open position when there is not adequate oil
tailpipe from turbine outlet. pressure in the waste-gate actuator power cylinder
d. Loosen clamps and remove air inlet and outlet during engine shut down. When the engine is started,
ducts from turbocharger compressor. oil pressure is fed into the waste-gate actuator power
e. Disconnect oil pressure and scavenger lines cylinder through the capillary tube. This automati-
from turbocharger. Plug or cap open oil lines and cally fills the waste-gate actuator power cylinder and
fittings. Remove clamp on oil supply line to the lines leading to the controllers, blocking the flow of
turbocharger. oil by normally closed metering and/or poppet valves.
f. Loosen clamp and remove induction air inlet As oil pressure builds up in the waste-gate actuator
elbow at turbocharger compressor. power cylinder, it overcomes the force of the waste-
g. Remove right cowl flap by disconnecting control gate open spring, closing the waste-gate. When the
at cowl flap and removing hinge pin. waste-gate begins to close, the exhaust gases are
h. Cut safety wire and remove two bolts attaching routed through the turbocharger turbine. As the en-
turbine to forward mounting bracket. gine increases its power and speed, the increase of
i. Remove three bolts attaching turbine to turbine
rear mounting bracket.

SHOP NOTES:

Change 1 12A-21
 TO TURBINE (WASTE GATE CLOSED)
OVERBOARD (WASTE GATE OPEN)
F
W
D WASTE-GATE
ACTUATOR
(SPRING-LOADED
OPEN)
INDUCTION
SYSTEM

--
WASTE
GATE
EXHAUST -----

| SYSTEM

RAM AIR

TO FUEL / INDUCTION
DISCHARGE TO FUEL ' AIR FILTER
NOZZLES PUMP

ft t THROTTLE
''
' AUTOMATIC
ALTERNATE
BODY AIR DOOR
(CLOSED BY
MAGNET)

-- -·--

COMPRESSOR
WFUGEGE
F

OVERBOOST TURBINE
CONTROL
TO ENGINE
VALVE
OIL SUMP
OVERBOARD
THRU
' TAILPIPE
WASTE-GATE
CONTROLLER
(REGUIATES OIL
MANIFOLD
FLOW THRU
PRESSURE FROM ENGINE
ACTUATOR)
GAGE OIL PUMP LEGEND:

RAM AIR

COMPRESSED AIR

EXHAUST AIR

c:: M ENGINE OIL

----

MECHANICAL LINKAGE

Figure 15A-4. Turbocharger System Schematic

12A -22
temperature and pressure of the exhaust gases causes versely, at engine idle, the turbocharger runs slowly
the turbocharger to rotate faster, raising the turbo- with low compressor pressure output; therefore, the
charger compressor outlet pressure. As the com- low pressure applied to aneroid bellows is not suffi-
pressor outlet pressure rises, the aneroid bellows cient to affect the unseating of the normally closed
and the absolute pressure controller sense the in- metering valve. Consequently, engine oil pressure
crease in pressure. When at high engine speed and keeps the waste-gate closed. The overboost control
load and the proper absolute pressure is reached, the valve acts as a pressure relief valve and will open to
force on the aneroid bellows opens the normally . prevent an excessive pressure increase from the
closed metering valve. When the oil pressure in the turbocharger compressor. Above 19, 000 feet, the
waste-gate actuator power cylinder is lowered suffi- absolute pressure controller will continue to maintain
ciently, the waste-gate actuator open spring forces 32. 5±. 5 inches of mercury manifold pressure at full
the mechanical linkage to open the waste-gate. A throttle. It is necessary to reduce manifold pressure
portion of the exhaust gases then bypasses the turbo- with the throttle to follow the maximum manifold
charger turbine, thus preventing further increase of pressure versus altitude schedule shown on the instru-
turbocharger speed and holding the compressor dis- ment panel placard.
charge absolute pressure to the desired valve. Con-

All turbocharged engine installations on Cessna aircraft are equipped with controller systems
which automatically control the engine within prescribed manifold pressure limits. Although
these automatic controller systems are very reliable and eliminate the need for manual control
through constant throttle manipulation, they are not infallible. For instance, such things as
rapid throttle manipulation (especially with cold oil), momentary waste-gate sticking, air in
the oil system of the controller, etc., can cause overboosting.

Consequently, it is still necessary that the pilot observe and be prepared to control the mani-
fold pressure, particularly during take-off and power changes in flight.

The slight overboosting of manifold pressure beyond established minimums, which is occasionally
experienced during initial take-off roll or during a change to full throttle operation in flight, is
not considered detrimental to the engine as long as it is momentary. Momentary overboost is
generally in the area of 2 to 3 inches and can usually be controlled by slower throttle movement.
No corrective action is required where momentary overboosting corrects itself and is followed
by normal engine operation. However, if overboosting of this nature persists, or if the amount
of overboost goes as high as 6 inches, the controller and overboost control should be checked
for necessary adjustment or replacement of the malfunctioning component.

OVERBOOST EXCEEDING 6 INCHES beyond established minimums is excessive and can result
in engine damage. It is recommended that overboosting of this nature be reported to your
Cessna Dealer, who will be glad to determine what, if any, corrective action needs to be taken.

12A-23
12A-106. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

UNABLE TO GET RATED Controller not getting enough oil Check oil pump outlet pressure, oil
POWER BECAUSE MANI- pressure to close thewaste-gate. filter lines for ob-
and external
FOLD PRESSURE IS LOW. structions. Clean lines and re-
place if defective. Replace oil
filter.

Controller out of adjustment or Refer to paragraph 12A-109.

defective. Replace controller if defective.

Defective actuator. Refer to paragraph 12A-111. Re-

place actuator if defective.

Leak in exhaust system. Check for cracks and other ob-

vious defects. Replace defective
components. Tighten clamps and
connections.

Leak in intake system. Check for cracks and loose

connections. Replace defective
components. Tighten all clamps
and connections.

ENGINE SURGES OR Defective controller. Refer to paragraph 12A-109.

SMOKES. Replace if not adjustable.

Waste-gate actuator linkage Refer to paragraph 12A-111.

binding.

Waste-gate actuator leaking Replace actuator.

oil.

TURBOCHARGER NOISY Turbocharger overspeeding from Refer to paragraph 12A-109.

WITH PLENTY OF POWER. defective or improperly adjusted Replace if defective.
controller.

Waste-gate sticking closed. Correct cause of sticking. Refer

to paragraph 12A-109. Replace
defective parts.

Controller drain line (oil return Clean line. Replace if defective.

to engine sump) obstructed.

ENGINE POWER INCREASES Overboost control valve out of Replace if defective.

SLOWLY OR SEVERE MANI- adjustment or defective.
FOLD PRESSURE FLUCTU-
ATIONS WHEN THROTTLE Waste-gate operation is Refer to paragraph 12A-111.
ADVANCED RAPIDLY. sluggish. Replace if defective. Correct
cause of sluggish operation.

ENGINE POWER INCREASES Overboost control valve out of Replace if defective.

RAPIDLY AND MANIFOLD adjustment or defective.
PRESSURE OVERBOOSTS
WHEN THROTTLE AD- Waste-gate operation is Refer to paragraph 12A-111.
VANCED RAPIDLY. sluggish. Replace if defective. Correct
cause of sluggish operation.

12A-24
12A-106. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

FUEL PRESSURE DECREASES Compressor discharge pressure Check and clean out restrictions.
DURING CLIMB, WHILE MANI- line to fuel pump aneroid
FOLD PRESSURE REMAINS restricted.
CONSTANT.
Leaking or otherwise defective Replace engine-driven
engine-driven fuel pump fuel pump.
aneroid.

MANIFOLD PRESSURE DE -

Leak in intake system. Check for cracks and other

CREASES DURING CLIMB obvious defects. Tighten all
AT ALTITUDES BELOW NOR- hose clamps and fittings.
MAL PART THROTTLE Replace defective components.
CRITICAL ALTITUDE, OR
POOR TURBOCHARGER Leak in exhaust system. Check for cracks and other
PERFORMANCE obvious defects. Tighten all
INDICATED BY CRUISE clamps and fittings. Replace
RPM FOR CLOSED WASTE- defective components.
GATE. (Refer to paragraph
12A-107.) Leak in compressor discharge Check for cracks and other
pressure line to controller. obvious defects. Tighten all
clamps and fittings. Replace
defective components.

Controller seal leaking. Replace controller.

Waste-gate actuator leaking oil. Replace actuator.

Waste-gate butterfly -
closed gap Refer to paragraph 12A-111.
is excessive.

Intake air filter obstructed. Service air filter. Refer to

Section 2 for servicing
instructions.

FUEL FLOW DOES NOT DE- Defective engine-driven fuel Replace engine-driven fuel
CREASE AS MANIFOLD pump aneroid mechanism. pump.
PRESSURE DECREASES AT
PART-THROTTLE Obstruction or leak in compressor Check for leaks or obstruction.
CRITICAL ALTITUDE. discharge pressure line to engine- Clean out lines and tighten
driven fuel pump. all connections.

FUEL FLOW INDICATOR Moisture freezing in indicator Disconnect lines, thaw ice and
DOES NOT REGISTER line. clean out lines.
CHANGE IN POWER SETTINGS
AT HIGH ALTITUDES.

SUDDEN POWER DECREASE Intake system air leak from Check hose condition. Install
ACCOMPANIED BY LOUD hose becoming detached. hose and hose clamp securely.
NOISE OF RUSHING AIR.

MANIFOLD PRESSURE GAGE Defective controller. Replace controller.

INDICATION WILL NOT RE-
MAIN STEADY AT CONSTANT Waste-gate operation is Refer to paragraph 12A-111.
POWER SETTINGS. sluggish. Replace if defective. Correct
cause of sluggish operation.

12A-25
12A-107. CONTROLLER AND TURBOCHARGER OPERATIONAL FLIGHT CHECK. The following procedure de-
tails the method of checking the operation of the absolute controller overboost control valve, and a performance
check of the turbocharger.
TAKE-OFF-ABSOLUTE CONTROLLER CHECK.
a. Cowl Flaps Open. -

b. Airspeed 110 MPH IAS.-

c. Oil Temperature Middle of green arc. -

d. Engine Speed 2700 ± 25 RPM. -

e. Fuel Flow 28.0 to 29.5 GPH (168.0 to 177.0 LBS/HR) (Full Rich Mixture).
-

f. Full Throttle M. P. Absolute controller should maintain 32. 5 ± 5 in. Hg (stabilized).

-
.

Climb 2000 feet after take-off to be sure manifold pressure has stabilized. It is normal on the first take-off of
the day for full throttle manifold pressure to decrease 1/2 to 1.0 inch of mercury within one minute after the
initial application of full power. Refer to paragraph 12A-109 for absolute controller adjustment.
CLIMB -
ABSOLUTE CONTROLLER AND TURBOCHARGER PERFORMANCE CHECK.
a. Cowl Flaps -
Open.
b. Airspeed 120 MPH IAS. -

c. Engine Speed 2500 RPM. -

d. Fuel Flow Adjust mixture for 20 GPH (120. O LBS/HR).

-

e. Part Throttle-

M. P. 27. 5 in. Hg. -

f. Climb to 20, 000 feet Check part-throttle critical altitude -

during climb.
This part-throttle
critical altitude is where manifold pressure starts decreasing during the climb at a rate of
approximately 1.0 inch of mercury per 1000 feet. After noting this altitude and the outside air temperature,
the desired manifold pressure should be maintained by advancing the throttle during the remainder of the climb.

Once the climb power setting is established after take-off, the controller should maintain a steady manifold
pressure up part-throttle
to the critical altitude indicated in the following chart. If part-throttle critical
altitude has not been reached by 20, 000 feet, discontinue check and proceed to cruise check.

Outside Air Temperature Part-Throttle Critical Altitude (75°/oPower)

Standard or Colder Above 24, 000 feet

20°F
Above Standard 16, 000 to 22, 000 feet
40°F
Above Standard 10, 000 to 16, 000 feet

Part-throttle altitudes lower than those listed indicate the turbocharger system is not operating
critical
properly to the trouble shooting chart in paragraph
(refer 12A-106). Critical altitudes above those listed
indicate turbocharger performance better than normal. Also check that fuel flow decreases as manifold
pressure decreases at critical altitude. Refer to the trouble shooting chart if fuel flow does not decrease.

CRUISE TURBOCHARGER
-
PERFORMANCE CHECK.
a. Cowl Flaps Closed. -

b. Airspeed Level flight.

-

c. Pressure Altitude 20, 000 feet. -

d. Engine Speed 2700 RPM. -

e. Part-Throttle M. P. 27. 5 in. Hg. -

f. Fuel Flow Lean to 18 GPH (108.0 LBS/HR).

-

g. Propeller Control -

(1) Slowly decrease RPM until manifold pressure starts to drop, indicating waste-gate is closed.
(2) Note outside air temperature and RPM as manifold pressure starts to drop, which should be in
accordance with the following chart.
(3) After noting temperature and RPM, increase engine speed 50 RPM to stabilize manifold pres-
sure, with the waste-gate modulating exhaust flow to control compressor output.

Outside Air Temperature RPM where M. P. Starts to Decrease

40°F
Above Standard 2700 to 2550
20°F
Above Standard 2600 to 2450
Standard Temperature 2500 to 2350
20°F
Below Standard 2400 to 2550
40°F
Below Standard 2300 to 2150
If the waste-gate is closed at engine speeds higher than those listed, refer to the trouble shooting chart in
paragraph 12A-106. Closing of the waste-gate at engine speeds lower than those listed indicates turbocharger
performance better than normal.

12A-26
 20, 000 FT
PRESSURE
ALTITUDE

NOTE

Circled numbers refer to corresponding

flight checks required in preceding text.

12A-108. REMOVAL AND INSTALLATION OF TUR- NOTE

BOCHARGER CONTROLLER.
a. Disconnect and tag oil lines from controller and When adjusting, rotate in VERY small in-
plug or cap open lines and fittings. crements as this is an extremely sensitive
b. Disconnect compressor outlet pressure sensing adjustment. Approximately 13 degrees ro-
line from controller and plug or cap open line and tation will change the manifold pressure
fitting. reading about one inch Hg.
c. Remove two bolts attaching controller to mount-
ing bracket on firewall. d. Install and safety plug in absolute unit, then
d. Remove controller from aircraft, being careful operate engine as in step "a" to ascertain that ad-
not to drop controller unit. justment has not caused radical change in manifold
e. Installation of the controller may be accomplish- pressure.
ed by reversing the preceding steps. Resafety bolts
attaching controller to bracket. NOTE

12A-109. ABSOLUTE CONTROLLER ADJUSTMENTS. When making adjustment on the ground, the
(Refer to figure 12A-6.) hotter the engine gets, the lower the manifold
a. With engine oil temperature at middle of green pressure will be.
are, slowly open throttle and note maximum manifold
pressure obtainable. Do not exceed 32. 5±. 5 in. Hg. e. After each adjustment, the aircraft must be
b. Cut safety wire and remove plug from bottom of flight tested to check results.
absolute controller (the vertical unit). f. Repeat this procedure until desired results are
c. Using a flat-bladed screwdriver, rotate meter- obtained.
ing valve seat clockwise to increase manifold pres-
sure and counterclockwise to decrease manifold pres- 12A-110. REMOVAL AND INSTALLATION OF
sure. Lightly tap the unit after each adjustment to WASTE-GATE AND ACTUATOR.
seat internal parts. a. Disconnect and tag oil lines from actuator and
plug or cap open lines and fittings.

12A-27
 5 6 Beginning with aircraft U20601605 and
on and all service parts, a new oil
4 inlet adapter (22) and check valve (11)
is used. If a new adapter or check
valve is installed on aircraft prior to
U20601604, it will be necessary to in-
stall both the check valve and oil inlet
adapter.

TO WITH
FUEL INJECTIONI VACUUM
INTAKE AIR PRESSURE WITHOUT SYSTEM
SYSTEM VASCUEUMM e
SYSTEM

TO
SCAVENGER
PUMP
FROM
ENGINE TO
OIL PUMP OIL
FROM SUMP
E NAG AE

L
S
OIL PRESSURE
FROM 11 GAGE
g
AIR INLET
SYSTEM 10

NOTES

Safety wire these

items.

Install so that hinge

60° of
is within top
23 14 position.

NOTE
21 o
Whenever bolts attaching oil
outlet adapter (18) or inlet
20 ' O adapter (22) are loosened or
o ,
o removed, be sure that lock-
' washers are in good condi-
ggg
tion, torque the bolts to 180
jg to 190 lb-in., then safety the
outboard bolts together and
18 the inboard bolts together.
17

Figure 12A-5. Turbocharger System (Sheet 1 of 2)

12A-28 Change 1
 * NOTE
24 25 26 27 Beginning with aircraft serial
28
29 U20602568 the duct supports
28 30
31 have slotted holes for adjust-

28

34

1. Turbocharger Discharge Duct 19. Check Valve

2. Coupler 20. Turbine Housing
3. O-Ring Seal 21. Compressor Housing
4. Overboost Control Valve 22. Oil Inlet Adapter
5. Throttle Body Adapter 23. Turbocharger Inlet Hose
6. Absolute Controller 24. Doubler
7. Vacuum System Oil Separator 25, Magnet
8. Turbocharger Support 26. Door
9. Washer 27. Induction Air Filter
10. Cotter Pin 28. Baffle Assembly
11. Check Valve 29. Center Duct
12. Tube 30. Forward Duct
13. Shaft 31. Seal
14. Exhaust System 32. Wire Guard
15. Waste -Gate Actuator 33. Nose Cap Flexible Duct
16. Waste-Gate 34. Turbocharger Inlet Elbow
17. Tail Pipe 35. Aft Duct
18. Oil Outlet Adapter 36. Support

Figure 12A-5. Turbocharger System (Sheet 2 of 2)

Change 3 12A -29

 b. Remove bolts, washers and nuts attaching
waste-gate and actuator assembly to tailpipe.
c. Loosen clamp attaching tailpipe to turbine ex_ ABSOLUTE PRESSURE
haust outlet and work tailpipe from turbine. CONTROLLER
d. Remove bolts, washers and nuts attaching the
assembly to the exhaust manifold.
e. Remove the assembly from aircraft, being care-
ful not to drop the unit.
f. Installation may be accomplished by reversing
the preceding steps.

NOTE

When installing the assembly, be sure the

gaskets at inlet and outlet of valve are in-
stalled and are in good condition. Replace
gaskets if damaged.

12A-111. ADJUSTMENT OF WASTE-GATE ACTUA-

TOR. (Refer to figure 12A-7.)
a. Remove waste-gate actuator in accordance with
paragraph 12A-110.
b. Plug actuator outlet port and apply a 50 to 60
psig air pressure to the inlet port of the actuator.
c. Check for 0.010 + 0-.005 inch gap between but-
terfly and waste-gate body as shown in figure 12A-7.
d. If adjustment is required, remove pin from
actuator shaft.
e. Hold clevis end and turn shaft clockwiseto in-
crease gap or counterclockwise to
decrease gap of
butterfly. Install pin through clevis and shaft, se-
FLAT-BLADED SCREWDRIVER
curing pin with washer and cotter pin.
f. After adjusting closed position and with zero
pressure in cylinder, check butterfly for a clearance
of 1. 100 + 000 . 125 inch in the full-open
-.
position
Figure 12A-6. Controller Adjustment
as shown in figure 12A-7.
g. If adjustment is required, loosen locknut and
turn stop screw clockwise to decrease or counter-
clockwise to increase clearance of butterfly. 12A-112. EXTREME WEATHER MAINTENANCE.
h. Recheck butterfly in the closed position to as- Refer to paragraph 12-98.
certain that gap tolerance has been maintained.
12A-113. COLD WEATHER. Refer to paragraph
NOTE 12-99.

To assure correct spring loads, actuate 12A-114. HOT WEATHER. When the engine is hot or
butterfly with air pressure. Actuator shaft the outsideair temperature is high, the engine may
and butterfly should move freely. Actuator die after running several seconds because the mixture
shaft should start to move at 15±2 psig and became either too lean due to fuel vapor or too rich
fully extend at 35±2 psig. Two to four psi due to excessive prime fuel. The following pro-
hysteresis is normal, due tofriction of O- cedure will prevent over-priming and take care of
ring against cylinder wall. fuel vapor in the system.
a. Set the throttle 1/3 to 1/2 open.
i. Remove air pressure line and plug from actua- b. When the ignition key is on BOTH and you are
tor. ready to engage the starter, turn the fuel pump on
j. Install waste-gate and actuator as outlined in HI until the fuel flow comes up to 4-6 gal/hr and
paragraph 12A-110. then turn the pump off.

12A-30
 1.100+.000 -.125

.010+.0-.005
OUTLET

LOCKNUT

STOP SCREW

INLET
TORQUE TO
60 TO 80 LB-IN
CLEVIS END PIN SHAFT--

Figure 12A-7. Waste-Gate Adjustment

NOTE longed use of HI pump after the vapor is cleared will

flood out the engine.
During a restart after a brief shut-down in e. Let the engine run at 1200 to 1400 RPM until the
extremely hot weather, the presence of fuel vapor is eliminated and the engine idles normally.
vapor may require the pump to run on HI for If prolonged cranking is necessary, allow the starter
up to 1 minute or more before the vapor is motor to cool at frequent intervals, since excessive
cleared sufficiently to obtain 4-6 gal/hr for heat may damage the armature.
starting.
12A-115. SEACOAST AND HUMID AREAS. Refer to
c. Without hesitation, engage the starter and the paragraph 12-101.
engine should start in 3 to 5 revolutions. Adjust the
throttle for 1200-1400 RPM. 12A-116. DUSTY AREAS. Refer to paragraph 12-102.
d. If there is fuel vapor in the lines, it will pass
into the injector nozzles in 2 to 3 seconds and the 12A-117. GROUND SERVICE RECEPTACLE. Refer
engine will gradually slow down and stop. When en- to paragraph 12-103.
gine speed starts to decrease, turn the fuel pump on
HI for approximately one second to clear out the va- 12A-118. HAND CRANKING. Refer to paragraph
por. Intermittent use of HI boost is needed since pro- 12-104.

12A-31/(12A-32 blank)
 SECTION 13

FUEL SYSTEM

TABLE OF CONTENTS Page

FUEL SYSTEM . . . . . . . . . . . . . .
13-1 Removal and Installation of Fuel
Description . . . . . . . . . . . . . .
13-1 Reservoir Tanks . . . . . . . . . .
.13-12

Precautions . . . . . . . . . . . . . .
13-1 Removal and Installation of Fuel
TroubÌeShooting . . . . . . . . . . . .
13-2 Selector Valve . . . . . . . . . . .
.13-15

Fuel Vents . . . . . . . . . . . . . . .
13-9 Fuel Seletor Valve Repair . .
13-15
Description 13-9 13-15
. . . . . . . . . . . . Auxiliary Electric Fuel Pump . . . . . .

Checking. 13-9 13-16

. . . . . . . . . . . . . Removal and Installation . . . . . .

Fuel Cells 13-9 13-17

. . . . . . . . . . . . . . . Electric Fuel Pump Circuits . . . .

Description . . . . . . . . . . . .
13-9 Rigging Throttle-Operated Switch 13-18
. .

General Precautions . . . . . . . .
13-9 Fuel Flow Test . . . . . . . . . . .
13-19
Removal . . . . . . . . . . . . . 13-9 Maximum High Boost Check . . . . .
13-19
Repair ..............13-12 FuelStrainer .............13-19

Installation . . . . . . . . . . .
.13-12 Disassembly and Assembly . . . . .
13-19
Fuel Quantity Transmitters . . . . . .
.13-12 Electric Fue1Quantity Indicators
Description . . . . . . . . . . . .
13-12 and Transmitters . . . . . . . . . .
13-19
Removal and Installation . . . . . .
13-12

13-1. FUEL SYSTEM. a. During all fueling, defueling, tank purging, and
tank repairing or disassembly, ground the airplane to
NOTE a suitable ground stake.
b. Residual fuel draining from lines and hoses con-
The fuel system as described in this section stitutes a fire hazard. Use caution to prevent the
does not include the fuel injection system. accumulation of fuel when lines or hoses are discon-
Refer to Section 12 or 12A for that part of nected.
the fuel system. c. Cap open lines and cover connections to prevent
thread damage and the entrance of foreign matter.
13-2. DESCRIPTION. Fuel from the cells in the
wings is gravity-fed through fuel reservoir tanks in-
stalled forward of the front doorpost bulkheads, be- NOTE
neath the cabin floor, to the engine driven fuel pump
The fuel line from the lower forward corner of each Throughout the aircraft fuel system, from
fuel cell to the reservoir tank serves as a combina- the fuel cells to the engine-driven fuel
tion fuel feed and vapor return line. The fuel bypass- pump, use NS-40 (RAS-4) (Snap-On Tools
es the electric auxiliary fuel pump when the pump is Corp., Kenosha, Wisconsion), MIL-T-5544
not in operation. The fuel cells are individually vent- (Thread Compound, Antiseize, Graphite
ed overboard through check valves located in each Petrolatum), USP Petrolatum, or engine oil
cell. as a thread lubricant or to seal a leaking con-
nection. Apply sparingly to male threads
13-3. PRECAUTIONS. only, omitting the first two threads, exer-
cising extreme caution to avoid "stringing "
NOTE sealer across the end of the fitting. Always
ensure that a compound, the residue from a
There are certain general precautions and previously used compound, or any other for-
rules concerning the fuel system which eign material cannot enter the system.
should be observed when performing the Throughout the fuel injection system, from
operations and procedures in this Section, the engine-driven fuel pump through the
These are as follows: discharge nozzles, use only a fuel-soluble
lubricant, such as engine oil, on fitting
threads. Do not use any other form of
thread compound on the injection system.
13-4. TROUBLE SHOOTING.
Use this chart in conjunction with the engine trouble shooting charts in Sections 12 and 12A.

TROUBLE PROBABLE CAUSE REMEDY

NO FUEL FLOW TO Fuel selector valve not turned on. Turn fuel selector valve on.
ENGINE-DRIVEN
FUEL PUMP. Fuel cells empty. Service with proper grade and
amount of fuel.

Change 3 13-1
13-4. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

NO FUEL FLOW TO Fuel line disconnected or broken. Connect or repair fuel lines.
ENGINE -DRIVEN
FUEL PUMP. (Cont). Fuel cell screen plugged. Remove and clean screen.
Flush out fuel cell.

Defective fuel selector valve. Remove and repair or replace

selector valve.

Plugged fuel strainer. Remove and clean strainer and screen.

Defective check valve in electric Repair or replace electric pump.

fuel pump.

Fuel line plugged. Disconnect lines as necessary to

locate obstructions, then clean.

FUEL STARVATION Partial fuel flow from the pre- Use the preceding remedies.
AFTER STARTING. ceding causes.

Malfunction of engine-driven fuel Refer to Section 12 or 12A.

pump or fuel injection system.

Fuel vents plugged. See paragraph 13-7.

Water in fuel. Dra'in fuel tank sumps, fuel

lines, and fuel strainer.

NO FUE L FLOW WHEN Defective fuel pump switch. Replace defective switch.
ELECTRIC PUMP
OPERATED. Open or defective circuit breaker. Reset. Replace if defective.

Loose connections or open Tighten connections; repair or

circuit. replace wiring.

Defective electric fuel pump. Replace defective pump.

Defective engine-driven fuel Refer to Section 12 or 12A.

pump bypass or deÏective fuel
injection system.

NO FUEL QUANTITY Fuel cells empty. Service with proper grade and
INDICATION. amount of fuel.

Circuit breaker open or defective. Reset. Replace if defective.

Loose connections or open circuit. Tighten connections; repair wiring.

Defective fuel quantity indicator. Replace indicator or sending unit.

Obstructed filter in fuel inlet Remove and clean.

FLUCTUATING FUEL strainer of metering unit.
PRESSURE INDICA-
TIONS. (TURBO AIRCRAFT) Manifold valve. Replace.

Fuel flow indicator. Replace.

13-2 Change 2
 FUEL QUANTITY INDICATORS

FUELLEFTANK FUREL
LEFT RIGHT NK

FILLER FILLER
CAp CAP

FUEL QUANTITY TRANSMITTERS

VE V NT

SCREEN SCREEN
DRAIN SELECTOR DRAIN
VALVE VALVE VALVE

FUEL RESERVOIR FUEL RESERVOIR

WITH DRAIN PLUG WITH DRAIN PLUG

C
OIL
D HN R INER

DRAIN KNOB
AUUEXL
TO OL SYSTEM
THROTTLE
SWITCH PUMP

BUS BAR

--,,- LO c
EN NE
\ BUS BARM ENGINE
PRIMER
\ IGNITION-
\ STARTER
SWITCH OFF
\ ENGINE |
\ FUEL PUMP FUEL
\ SWITCH PUMP

FILTER
SCREEN
o MIXTURE
FUE._ FUELAGLEOW
THROTTLE -- - - ---- _

AIR UNIT
THROTTLE DISTRUELTOR

THRU 1970 MODELS

NON-TURBOCHARGED TURBO CHARGED

CODE * FUEL CANNOT BE USED FROM

FUEL NOZZLES
FUEL SUPPLY BOTH BAYS SIMULTANEOUSLY
EXCESS FUEL
AND VAPOR
RETURN FUEL NOTE
MECHANICAL
LINKAGE This schematic the aircraft
shows fuel system. For engine fuel injection
ELECTRICAL schematics, refer to Section 12 for the non-pressurized system used on
CONNECTION all non-turbocharged aircraft. Refer to Section 12A for the pressurized
system used on turbocharged aircraft.

Figure 13-1. Fuel System Schematic (Sheet 1 of 2)

13-3
 FUEL QUANTITY INDICATORS
LEFT I" " I FL
I" iff RIGHT
yt

LEFT FUEL CELL RIGHT FUEL CELL

VENTED FILLER CAP VENTED FILLER CAP

UEL QUANTITY TRANSMITTERS

SELFEUCELOR
RiW
-

VALVE
SCREEN DRAIN ....... DRAIN SCREEN ....

VALVE VALVE |||

VENT Ov* VENT
FUEL RESERVOIR FUEL RESERVOIR
WITH DRAIN PLUG WITH DRAIN PLUG
THROTTLE
LUELŒPUMP
SWITCH
AUX,
FROM BUS BAR FUEL PUMP

THRU U20602199 HI
MAX HI ENGONE CHECK VALVE
HOLD IN LO - ENGINE PRIMER
FROM STARTER SWITCH
OIL DILUTION
SWITCH (OPT) STRAINER DRAIN KNOB
¯

...
........ : FUEL STRAINER
SOLENOID
ENGINE FUEL PUMP
TO OIL VALVE (OPT)
SYSTEM
FILTER
SCREEN
THROTTLE o MIXTURE CONTROL

BEGINNING \ ------ --------- - ---

I e
WITH U20602200
FUEL UNIT
AIFR TEHLRDOTTEBU

HI ON
S
E
M
A NON-TURBOCHARGED TURBOCHARGED
R Ry
FUEL FLOW INDICATORS
TO CIRCUIT
FUEL NOZZLES
COD E BREAKER
BEGINNING WITH 1971 MODELS
FUEL SUPPLY

EXCESSFUEL NOTE
AND VAPOR
This schematic shows the aircraft fuel system. For engine fuel injection sche-
RETURN FUEL matics, refer Section 12 for the non-pressurized
to system used on all non-
turbocharged aircraft. Refer to Section 12A for the pressurized system used on
MECHANICAL turbocharged aircraft.
LINKAGE
Fuel pump switch cannot be shown in OFF position, schematically.
ELECTRICAL
CONNECTION Fuel cannot be used from both fuel cells simultaneously.

Figure 13-1. Fuel System Schematic (Sheet 2 of 2)

13-4 Change 2
 1 2

10
13
12 11

14
'0 REFER TO FIGURE 13-3
15

THRU 1970 MODELS

1. Fuel Vent Line 12. Selector-to-Strainer Line

2. Fuel Vent Valve 13. Vapor Return-to-Selector Line
3. Forward Line Screen 14. Electric Pump Drain Line
4. Aft Line Screen 15. Electric Fuel Pump
5. Aft Fuel Line 16. Fuel Strainer
6. Forward Fuel Line 17. Fuel Strainer Drain Line
7. Aft Fuel Line 18. Vapor Return Check Valve
8. Left Reservoir 19. Right Reservoir
9. Reservoir-to-Selector Valve Line 20. Selector Valve Handle
10. Vapor Return Selector-to-Reservoir Line 21. Forward Fuel Line
11. Selector Valve

Figure 13-2. Fuel System (Sheet 1 of 2)

13-5
 1
2 3
4

10 12
11

BEGINNING WITH 1971 MODELS

-
REFER TO FIGURE 13-6

7 REFER TO FIGURE 13-3

REFER TO FIGURE 13-7

1. Fuel Vent Line 5. Left Reservoir 10. Vapor Return Check Valve
2. Fuel Vent Valve 6. Fuel Selector Valve 11. Auxiliary Fuel Pump
3. Forward Line Screen 7. Auxiliary Pump Drain Line 12. Right Reservoir
4. Aft Line Screen 8. Fuel Strainer 13. Fuel Selector Handle
9. Strainer Drain Control

Figure 13-2. Fuel System (Sheet 2 of 2)

13-6
 3

NON-TURBOCHARGED
5 6
3

1
'

11

5
6

9
TURBOCHARGED

THRU 1970 MODELS

1. Clamp 5. O-Ring 9. Drain Line

2. Duct 6. Reducer 10. Grommet
3. Shroud Half 7. Pump Bracket 11. Fuel Strainer
4. Auxiliary Fuel Pump 8. Elbow 12. Fuel Hose

Figure 13-3. Electric Fuel Pump and Strainer Installation (Sheet 1 of 2)

13-7
 6
1
2

BEGINNING WITH 1991 MODELS

1. Reducer 4. Clamp 6. Elbow

2. O-Ring 5. Bracket 7. Fuel Strainer
3. Auxiliary Fuel Pump 8. Fuel Hose

Figure 13-3. Electric Fuel Pump and Strainer Installation (Sheet 2 of 2)

13-8
 VIEW LOOKING FORWARD VIEW LOOKING INBOARD

QUTBD 1.12
.19"

NOTE
1. Wing
2. Vent DI MENSIONS MUST BE
3. Strut WITHIN ±.03" TOLERANCE.
4. Fairing

Figure 13-4. Fuel Vent Location

13-5. FUEL VENTS. f. Any fuel vent found plugged or restricted must
be corrected prior to returning airplane to service.
13-6. DESCRIPTION. A fuel vent line is installed
in the outboard end of each fuel cell. The vent line NOTE
extends overboard down through the lower wing skin.
The inboard end of the vent line extends into the fuel The fuel vent line protruding beneath the wing
cell, then is offset downward from cell upper surface. near the wing strut must be correctly aligned
A vent valve is installed on the inboard end of the vent to avoid possible icing of the vent tube. Di-
line inside the fuel cell. mensions are shown in figure 13-4.

13-7. CHECKING FUEL VENT. Field experience 13-8. FUEL CELLS. (RUBBERIZED.)
has demonstrated that fuel vents can become plugged,
with possible fuel starvation of the engine, or collapse 13-9. DESCRIPTION. Rubberized, bladder-type
of fuel cells. Also, the bleed hole in the vent valve fuel cells are installed in the inboard bay of each wing
assembly could possibly become plugged, allowing panel. These cells are secured by fasteners to pre-
pressure from expanding fuel to pressurize the cells. vent collapse of the flexible cells.
The following procedure may be used to check the
vent and bleed hole in the valve assembly. 13-10. GENERAL PRECAUTIONS. When storing
a. Attach a rubber tube to the end of the vent line inspecting or handling rubberized, bladder-type fuel
beneath one wing. cells, the following precautions should be adhered to:
b. Turn off fuel selector valve. a. Fold cells as smoothly and lightly as possible
c. Blow into tube to slightly pressurize the tank. with a minimum number of folds. Place protective
If air can be blown into tank, the vent line is open, wadding between folds.
d. After tank is slightly pressurized, insert end b. Wrap cell in moisture-proof paper and place in
of rubber tube into a container full of water and a suitable container. Do not crowd cell in container.
watch for a continuous stream of bubbles, which in- Use wadding to prevent movement.
dicates the bleed hole in valve assembly is open and c. Stack boxed cells to allow access to oldest cells
relieving pressure. first. Do not allow stacks to crush bottom boxes.
e. Repeat steps "a" through "d" for fuel vent Leave cells in boxes until used.
+30°F
beneath opposite wing. d. Storage area must be cool, to +85°, and
free of exposure to sunlight, dirt and damage.
NOTE e. Used cells must be cleaned with soap and warm
water prior to storage. Dry and package as outlined
Remember that a plugged vent line or bleed in the preceding steps.
hole can cause either fuel starvation and f. Do not carry cells by fittings. Maintain original
collapsing of fuel cell or the pressurizing cell contours or folds when refolding for boxing.
of the cell by fuel expansion.
13-11. FUEL CELL REMOVAL.
a. Drain fuel from applicable cell.

(Pages 13-10 and 13-11Deleted) Change 3 13-9

 NOTE tion of a cell for conditions noted in the preceding
steps.
Prior to removal of cell, drain fuel, purge d. Install fuel drain adapter and snap fasteners.
with fresh air, and swab out to remove all e. Check to ensure cell is warm enough to be flex-
traces of fuel. ible and fold as necessary to fit through fuel cell
access opening.
b. Remove wing root fairings and disconnect fuel f. Place cell in compartment, develop it out to full
lines at wing root. size and attach fasteners, then reverse procedures
c. Remove clamps from forward and aft fuel cell outlined in the preceding paragraph for installation.
bosses at wing root and carefully work fuel strainers Install all new gaskets when installing cell.
and lines from cell bosses. g. On aircraft equipped with long-range cells, in-
d. Disconnect electrical lead and ground strap from stall nylon vent tube inside cell, inserting tube
fuel quantity transmitter and carefully work trans- through four hangers in top of cell. If a replacement
mitter from fuel cell and wing rib. cell is being installed, use nylon vent tube removed
e. Remove screws attaching drain adapter to lower from old cell or order tube from applicable Parts
surface of wing. Catalog.
f. Remove clamps attaching crossover vent line to h. When tightening screw-type clamps, apply a
fuel cells and work vent line out of cell being removed. maximum of 20 pound-inches torque to clamp screws.
In aircraft equipped with long-range cells, remove No oil is to be applied to fittings prior to installation.
vent extension tube from inside cell. Vent extension i. When installing filler adapter, cover plate and
tube is attached to the crossover vent bars on the cell. fuel quantity transmitter to the wing and fuel cell,
g. Remove fuel filler adapter and gaskets by remov- tighten attaching screws evenly. The sealing or com-
ing screws attaching adapter to wing and fuel cell. pression surfaces must be assembled when absolutely
On aircraft equipped with long-range cells, remove dry (NO SEALING PASTE IS TO BE USED).
cover plate and gaskets, and remove nylon vent tube j. After installation has been completed, cell should
from inside cell. be inspected for final fit within compartment, making
h. Working through filler neck opening, loosen snap certain that cell is extended out to the structure and
fasteners. Tilt snap fasteners slightly when pulling no corners are folded in.
cell free, to prevent tearing rubber. k. The final inspection, prior to closing the cell,
i. Collapse and carefully fold cell for removal, should be a close check to ensure that cell is free of
then work cell out of fuel bay through filler opening foreign matter such as lint, dust, oil or any installa-
in upper wing surface. Use care when removing to tion equipment. If a cell is not thoroughly clean, it
prevent damage to cell. should be cleaned with a lint-free cloth, soaked in
j. Unfold cell and remove fittings, snap fasteners water, alcohol or kerosene. NO OTHER SOLVENT
and fuel sump drain adapter. SHALL BE USED.

13-12. FUEL CELL REPAIR. NOTE

NOTE Throughout the aircraft fuel system, from

the cells to the engine-driven fuel pump,
For fuel cell repair information, refer to use NS-40 (RAS-4) (Snap-On Tools Corp.,
Cessna Service News Letter dated August Kenosha, Wisconsin), MIL-T-5544 (Thread
28, 1970. For minor repair, a fuel cell Compound, Antiseize, Graphite-Petrolatum)
repair kit is available from Goodyear, or equivalent compound as a thread lubri-
complete with required materials and in- cant or to seal a leaking connection. Apply
structions. sparingly to male fittings only, omitting
the first two threads. Always ensure that
13-13. Deleted. a compound, the residue from a previously
used compound, or any other foreign mate-
13-14. Deleted. rial cannot enter the system.

13-15. Deleted. 13-20. FUEL QUANTITY TRANSMITTERS.

13-16. Deleted. 13-21. DESCRIPTION. Two fuel quantity indicators,
located in a cluster on the instrument oanel. are act-
13-17. Deleted. uated individually by an electric fuel quantity trans-
mitter installed in each fuel cell,
13-18. Deleted.
13-22. REMOVAL AND INSTALLATION. (Refer to
13-19. FUEL CELL INSTALLATION. Section 16.)
a. Cell compartment must be thoroughly cleaned of
all filings, trimmings, loose washers, bolts, nuts, 13-23. REMOVAL AND INSTALLATION OF FUEL
etc. RESERVOIR TANKS.
b. All sharp edges of cell compartment must be a. Remove front seats, carpeting, and access
rounded off and protective tape applied over any other plates as necessary for access to tank to be removed.
sharp edges and protruding rivets. b. Disconnect fuel lines at the tank to be removed,
c. Inspect cell compartment just prior to installa- c. Remove four screws securing tank mounting
13-12 Change 1
 Hinge for vent valve (11) must be at top. Tube
for vent extends into fuel cell, then is offset
upward.

Detail A

Detail

6
FUEL
SAMPLER CUP 5
(Refer to
paragraph 2-19)

Detail D *
STANDARD CELL

16

1. Plug/Valve 7. Filler Cap 12. Ground Strap

2. Gasket 8. Vent Line 13. Fuel Quantity 12
3. Adapter 9. Grommet Transmitter
4. Clamp 10. Hose 14. Hanger (Typ)
5. Fitting 11. Vent Valve 15. Strainer Detail (
6. Wing Skin 16. Protector
FUEL QUANTITY TRANSMITTER
INSTALLATION AND GROUNDING

Figure 13-5. Fuel Cell Installation (Sheet 1 of 2)

Change 2 13-13
 Hinge for vent valve (12) must be at top. Tube
for vent extends into fuel cell, then is offset
upward.

4 Detail

3 Detail A 2
10

6
11
12

6
5
FUEL
SAM

Detail D
LONG -
RANGE CELL
14

15

16
13
1. Plug/Valve 7. Cover Plate 13. Ground Strap
2. Gasket 8. Filler Cap 14. Fuel Quantity
3. Adapter 9. Vent Line Transmitter
4. Clamp 10. Grommet 15. Strainer Detail
5. Fitting 11. Hose 16. Protecter
6. Wing Skin 12. Vent Valve 17. Hanger (Typ)
FUEL QUANTITY TRANSMITTER
INSTALLATION AND GROUNDING

Figure 13-5. Fuel Cell Installation (Sheet 2 of 2)

13-14 Change 2
legs to fuselage structure, and lubricate O-rings before installation.
d. Lift out the tank.
e. Reverse the preceding steps to install a reser-
voir tank.
Install all parts in the relative position de-
picted in figure 13-6, otherwise the valve
13-24. REMOVAL AND INSTALLATION OF FUEL will not operate correctly.
SELECTOR VALVE.
a. Drain all fuel from wing tanks at fuel tank sump j. Install O-ring (18) in body shaft hole. Install
drain plugs. With valve turned to LEFT TANK, drain O-rings (19) and teflon seals (20), then slide shaft
left fuel lines at selector valve; with valve turned to and rotor into place. Position rotor in exact rela-
RIGHT TANK, drain right fuel lines. tive position shown in figure 13-6, then install O-
b. Remove control pedestal cover. (Refer to sec- ring (22) and sump plate (23).
tion 11 for procedures.) k. Install diameter
.169" pins in body ports, then
c. Remove access hole covers in floorboard and slide springs (17), washers (16), O-rings (15) and
fuselage skin in area of fuel selector valve. teflon seals over pins. Slide rotor (12) over shaft.
d. Disconnect all fuel lines from selector valve. Remove .169" dia. pins and, readjusting rotor vs.
e. Disconnect square shaft from valve by removing shaft position as necessary, tap roll pin (13) into
attached roll pin. place, letting it protrude on the side depicted.
f. Remove bolts or screws attaching valve to sup-
port bracket and remove valve. NOTE
g. Install valve by reversing this procedure.
This roll pin serves also as a stop, limiting
13-25. FUEL SELECTOR VALVE REPAIR. (See valve shaft travel.
figure 13-6.) The fuel selector valve may be re-
paired by disassembly, replacement of defective 1. Install O-ring (10) in cover, lubricate shaft (21)
parts, and reassembly as follows: with petrolatum, install large O-ring (11), and slide
cover down into place.
a. Mark sump plate (23) and body (1) to ensure
correct reassembly, then remove sump plate (23)
and O-ring (22) after removing four screws.
b. Drive out roll pin (5) securing yoke (6) to shaft. Make sure cover is installed in relative posi-
As yoke is lifted off, balls (8) and springs (7) are tion illustrated. A lug on the cover protrudes
free. Retain them. to serve as a stop detent and if the cover is
c. Lift off washer (9). not installed correctly, the valve will not op-
d. Mark cover (4) and body to assure later align- erate correctly.
ment of parts and remove screws (3).
e. With fine emery paper, sand off any burrs or m. Install brass washer (9) and yoke (6). Note the
sharp edges on shaft (21). Apply petrolatum to position of the small hole in the squared, upper por-
shaft as a lubricant, then work cover off shaft. tion of the yoke. If this is reversed, the valve link-
f. Drive back roll pin (13) and remove rotor (12). age will not attach properly.
Teflon seal (14), O-rings (15), washers (16), and
springs (17) are now free to be removed. Check all 13-26. AUXILIARY ELECTRIC FUEL PUMP. On
parts carefully to locate any defects. aircraft Serials U20601619 thru U20601632 and air-
g. Remove burrs or sharp edges on shaft, lubri- craft prior to Serial U20601605, the auxiliary elec-
cate and slide it down, out of body (1). Remove tric fuel pump is mounted on either the left side or
teflon seals (20) and O-rings (19), right side of the firewall. On aircraft Serials U206-
h. Remove O-ring (18) within body and O-ring (10) 01605 thru U20601618 and beginning with U20601633,
within cover. the auxiliary electric fuel pump is located under the
i. Replace all O-rings, lap or replace teflon seals, floorboard on the right side of cabin, immediately

SHOP NOTES:

Change 1 13-15
 1314

15

23

24 o

DetailÅ

1. Valve Body 12. Rotor 24. Screw

2. Lockwasher 13. Roll Pin 25. Washer
3. Screw 14. Seal 26. Spring
4. Cover 15. O-Ring 27. Cap
5. Roll Pin 16. Washer 28. Screw
6. Yoke 17. Spring 29. Washer
7. Spring 18. O-Ring 30. Handle
8. Ball 19. O-Ring 31. Placard
9. Brass Washer 20. Seal 32. Selector Shaft
10. O-Ring 21. Rotor 33. Grommet
11. O-Ring 22. O-Ring 34. Selector Valve
23. Sump Plate

Figure 13-6. Fuel Selector Valve Assembly

forward of the copilot seat. An integral bypass and a. Firewall mounted:

check valve permits fuel flow through the pump even 1. Place fuel selector in OFF position.
when the pump is inoperative, but prevents reverse 2. Remove top half of cowl for access to pump.
flow. A separate overboard drain line from the pump 3. Disconnect all fuel lines and electrical con-
prevents entry of fuel into the electric motor, in the nections from pump.
event of pump internal leakage. 4. Loosen clamps securing pump and lift pump
out.
13-27. REMOVAL AND INSTALLATION. 5. Reverse preceding steps for installation.

13-16
 SAFETY WIRE HOLE

I 8

13

2 11

10

15
NOTE

Torque nut (15) to 25-30 lb in.

SAFETY WIRE HOLE

1. Spring 6. Plate 11. Standpipe

2. Washer 7. O-Ring 12. O-Ring
3. Plunger 8. Gasket 13. Bowl
4. Top 9. Filter 14. O-Ring
5. Drain Control 10. Retainer Ring 15. Nut

Figure 13-7. Fuel Strainer

b. Floor mounted: 4. Loosen clamps securing pump and lift pump

1. Place fuel selector in OFF position. out.
2. Peel back carpet and remove access plate in 5. Reverse preceding steps for installation.
floorboard immediately forward of copilot seat.
3. Disconnect all fuel lines and electrical con_ 13-28. ELECTRIC FUEL PUMP CIRCUITS. The
nections from pump. electric fuel pump circuit is operated by a split

13 -17
rocker-type switch. The low side of the switch is 12-28B. DESCRIPTION. Beginning with U20602200,
connected through the "START" position of the ig- the yellow right half of the switch is labeled "START",
nition switch so that the fuel pump will operate only and its upper "ON" position is used for normal start-
while the ignition switch is in the "START" position ing, minor vapor purging and continued engine opera-
and the low side of the fuel pump switch is turned on. tion in the event of an engine-driven pump failure.
When the ignition key is released, the pump will stop. With the right half of the switch in the "ON" position,
The high side of the fuel pump switch will operate the the pump operates at one of two flow rates that are
pump regardless of ignition switch position. A throt- dependent upon the setting of the throttle. With the
tle shaft operated microswitch adds a resistance to throttle open to a cruise setting, the pump operates
the high circuit to slow down the pump when the throt- high enough capacity to supply sufficient fuel flow to
tle is retarded to prevent an excessively rich mixture maintain flight with an inoperative engine-driven fuel
as throttle is retarded while the electric pump is pump. When the throttle is moved toward the closed
operating in the high position. Refer to the follow- position (as during letdown, landing and taxiing), the
ing paragraph for rigging of the microswitch. fuel pump flow rate is automatically reduced, pre-
venting an excessively rich mixture during these
12-28A. DESCRIPTION. Thru Serial U20602199, periods of reduced engine speed.
the electric auxiliary fuel pump, which supplies fuel
flow for starting and for engine operation if the NOTE
engine-driven fuel pump should fail, is controlled by
the auxiliary fuel pump switch, mounted on the instru- If the engine-driven fuel pump is functioning
ment panel. The switch is a split-rocker type; the and the auxiliary fuel pump switch is placed
right half positions are "HI, " "LO" and off and the in the "ON" position, a fuel/air ratio consid-
left half positions are "MAX HI" and off. The right erably richer than best power is produced
half of the switch incorporates an intermediate "LO" unless the mixture is leaned. Therefore,
position used for normal starting, and a "HI" position this switch should be turned off during take-
(when the top of the switch is fully depressed) for off.
vapor purging during hot engine starts. Maximum
fuel flow is produced when the left half of the switch
is held in the spring-loaded "MAX HI" position. In
the "MAX HI" position, an interlock within the switch If the auxiliary fuel pump switch is accidently
automatically trips the right half of the switch to its placed in the "ON" position with the master
"HI" position. When the spring-loaded left half of the switch on and the engine stopped, the intake
switch is released, the right half will remain in the manifolds will be flooded.
"HI" position until manually returned to the off posi-
tion. With the right half of the switch in the "LO" The red left half of the switch is labeled "EMERG",
position, and the starter button depressed, the auxil- and its upper "HI" position is used in the event of an
iary fuel pump will operate at a low flow rate (pro- engine-driven fuel pump failure during take-off or
viding proper fuel mixture for starting) as the engine high power operation. The "HI" position may also be
is being turned over with the starter. used for extreme vapor purging. Maximum fuel flow
is produced when the left half of the switch is held in
NOTE the spring-loaded "HI" position. In this position, an
interlock within the switch automatically trips the
The auxiliary fuel pump will not operate in right half of the switch to the "ON" position. When
the "LO" position until the starter button is the spring-loaded left half of the switch is released,
depressed. the right half will remain in the "ON" position until
manually returned to the "OFF" position.
With the right half of the switch in the "HI" position,
the pump operates at one of the two flow rates that 13-29. RIGGING THROTTLE MICROSWITCH.
are dependent upon the setting of the throttle. With (Refer to figure 13-8.) The aircraft is equipped with
the throttle open to a cruise setting, the pump is a throttle-operated microswitch which slows down the
operating at a high capacity to supply sufficient fuel electric fuel pump whenever the throttle is retarded
to maintain flight. When the throttle is moved toward while the electric pump is being used. The electric
the closed position (as during letdown, landing and fuel pump microswitch should slow down the pump as
taxiing), the fuel pump flow rate is automatically the throttle is retarded to approximately 19 inches of
reduced, preventing an excessively rich mixture mercury manifold pressure (sea level aircraft) and
during these periods of reduced engine speed. When 23 inches of mercury manifold pressure (turbocharged
the engine-driven fuel pump is functioning and the aircraft).
auxiliary fuel pump is functioning and the auxiliary
fuel pump is turned on "HI", a fuel/air ratio consider- NGI'E
ably richer than the best power is produced unless the
mixture is leaned. If the auxiliary fuel pump switch These settings must be established during
is accidently placed on "HI" (with master switch on) ground run-up only. These values will not
with the engine stopped and the mixture rich, the apply in flight.
intake manifold will be flooded.
a. Start engine and set throttle to obtain 19 inches
of mercury manifold pressure (sea level aircraft) or
23 inches of mercury manifold pressure (turbocharged
13-18 Change 3
 4 fuel pump rocker switch "ON. "
5
d. Advance throttle to full open position.
e. Check metered fuel pressurefflow on ship's gage
2 . for a flow of 88-96 pounds/hour (14. 7-16. O gallons/
hour).
a,,
f. Adjust number one resistor (6) if required.
1 oo e g. Retard throttle slowly from the full "OPEN" po-
o
' sition until the speed of the fuel pump can be audibly
o
. detected to change due to microswitch activation.
O I h. Wait momentarily for the fuel flow gage to re-
spond.
i. The metered fuel pressure/flow on the ship's
gage should read on the low end red line or approxi-
mately one red line width above.
j. Adjust number two resistor (5) if required.

13-31. MAXIMUM HIGH BOOST CHECK. To verify

high position function, momentarily depress spring-
loaded rocker and verify a noticeable increase in in-
dicated fuel flow on the fuel flow gage.

1. Throttle Shaft Lever Cam 13-32. FUEL STRAINER. The fuel strainer is lo-
2. Airbox Bracket cated in the nose wheel well. Access to the strainer
3. Switch Actuator is gained by removing fairings aft of the nose gear.
4. Microswitch The fuel strainer drain control is located adjacent to
5. Mounting Screw the oil dipstick. Access to the drain control is gained
through the oil dipstick cowling door.
13-33. FUEL STRAINER DISASSEMBLY. (Refer to
Figure 13-8. Rigging Throttle Microswitch figure 13-7.) To disassemble and assemble the
strainer, proceed as follows:
aircraft). a. Turn off fuel selector valve.
b. Mark position of throttle control at instrument b. Disconnect strainer drain tube and remove
panel and shut down engine. safety wire, nut, and washer at bottom of filter
c. Adjust microswitch at the engine throttle shaft bowl and remove bowl.
lever as required to cause electric fuel pump to slow c. Carefully unscrew standpipe and remove.
down as the throttle is retarded to the marked posi- d. Remove filter screen and gasket. Wash filter
tion. screen and bowl in solvent (Federal Specification
c. With mixture control in "IDLE CUT-OFF, " elec- P-S-661, or equivalent) and dry with compressed
tric fuel pump switch in "HI, " and master switch in air.
"ON" position, listen for change in sound of electric e. Using a new gasket between filter screen and
fuel pump as the throttle is retard to the marked po- top assembly, install screen and standpipe. Tighten
sition. standpipe only finger tight.
f. Using all new O-rings, install bowl. Note that
13-30. FUEL FLOW TEST. (Refer to figure 13-9.) step-washer at bottom of bowl is installed so that
step seats against O-ring. Connect strainer drain
NGI'E tube.
g. Turn on fuel selector valve, close strainer
These tests are to be conducted with the drain, and check for leaks. Check for proper
engine stopped and external power supplied operation.
to the aircraft bus, h. Safety wire bottom nut to top assembly. Wire
must have right hand wrap, at least 45 degrees.
a. Apply 13.75 VDC ±.25V (27.75 VDC ±.25V) to
aircraft bus. 13-34. ELE CTRIC FUEL QUANTITY INDICATORS.
b. Set mixture control at "FULL RICH. " AND TRANSMITTERS. Refer to Section 16 for de-
c. Turn master switch "ON, " and yellow auxiliary scription, removaL installation and calibration.

SHOP NOTES:

Change 3 13-19
 3 4

A-A

3 MOR-20-2 resistors
P206-0567 thru U206-0617 ¯

U206-1285 thru U206-1437 '-

12 VOLT SYSTEM ' A

10 * 2 AMOR 5 resistors
g
-20-1.

LOOKING AFT AT FIREWALL (LEFT-HAND SIDE)

12 VOLT SYSTEM BEGINNING WITH P206-0161 & U206-0438

Adjust AMOR20-1.5 to 0.5 ± prior to installation.

.05

A-A Readjust
quirements
resistors as required to comply with re-
in paragraph 13-30.
as outlined
2 MZ-0020-031AV
resistors
P20600618 thru
P20600647
U206-1438 thru
U206-02199
12 VOLT SYSTEM \ \ u u
1 MOR-20-2 resistor 2 MOR-20-2 resistors
THRU P206-0566 & U206-1284

P206-0567 thru P20600647

U206 85 thru U206-02199

AR-25-20 resistor@
U206-1573 thru U206-02199
10 9 24 VOLT SYSTEM
L k 2 AMOR-20-10 resistors ÔPosition slide on this resistor
mum resistance
for maxi-
(all the way to the end
LOOKING AFT AT FIREWALL (LEFT-HAND SIDE)
24 VOLT SYSTEM BEGINNING WITH U206-02200 opposite QD8 wire) (Refer to Section 20,
(#1) 1270625, page 7.1.2.)
1. Fuse Holder 6. High Boost Resistor
2. Battery Box 7. Adjustable Lug A Adjust AMOR-20-10 to 6.2 ± ohms prior to
.03

3. Battery Contactor 8. Jumper installation. Readjust resistors as required to

4. Diode 9. Adjustable Lug comply with requirements as outlined in para-
5. Low Boost Resistor (#2) 10. Bracket graph 13-30.

Figure 13-9. Fuel Pump Resistors

13-20 Change 3
 SECTION 14

PROPELLERS AND PROPELLER GOVERNORS

TABLE OF CONTENTS Page

PROPELLERS...............14-1 TroubleShooting............14-8
Description ..............14-1
Removal ...............14-8

Repair . . . . . . . . . . . . . . . .
14-1 Control Arm and Bearing Assembly. .
14-8
Trouble Shooting . . . . . . . . . . . .
14-2 Removal and Installation. . . . . .
14-8
Removal ...............14-3
Installation ..............14-10

Installation . . . . . . , , , , . ,
14-3 High-RPM Stop Adjustment . . . . . .
.14-10

PROPELLER GOVERNORS . . . . . . . .
14-3 Rigging Propeller Governor Control . .
.14-10

Description ............
.14-3

14-1. PROPELLERS. will result in oil leaving the piston, thus decreasing
the blade pitch.
14-2. DESCRIPTION. The aircraft is equipped
with an all-metal, constant-speed, governor-regu- 14-3. REPAIR. Metal propeller repair first involves
lated propeller. The constant-speed propeller is evaluating the damage and determining whether the
single- acting, in which engine oil pressure, boosted repair will be a major or minor one. Federal Avia-
and regulated by the governor is used to obtain the tion Regulations, Part 43 (FAR 43), and Federal
correct blade pitch for the engine load. Engine lub- Aviation Agency, Advisory Circular No. 43. 13 (FAA
ricating oil is supplied to the power piston in the pro- AC No. 43. 13), define major and minor repairs, al-
peller hub through the crankshaft. The amount and terations and who may accomplish them. When mak-
pressure of the oil supplied is controlled by the engine- ing repairs or alterations to a propeller FAR 43,
driven governor. Increasing engine speed will cause FAA AC No. 43. 13 and the propeller manufacturer's
oil to be admitted to the piston, thereby increasing instructions must be observed.
the blade pitch. Conversely, decreasing engine speed

Change 1 14-1
14-4. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

FAILURE TO CHANGE PITCH. Governor control disconnected or Check visually. Connect or re-
broken. place control.

Governor not correct for Check that correct governor is

propeller. (Sensing wrong.) installed. Replace governor.

Defective governor. Refer to paragraph 14-9.

Defective pitch changing mechanism Propeller repair or replacement

inside propeller or excessive pro- is required.
peller blade friction.

FAILURE TO CHANGE PITCH Improper rigging of governor Check that governor control arm
FULLY. control. and control have full travel. Rig
control and arm as required.

Defective governor. Refer to paragraph 14-9.

SLUGGISH RESPONSE TO Excessive friction in pitch Propeller repair or replacement

PROPELLER CONTROL. changing mechanism inside is required.
propeller or excessive blade
friction.

STATIC RPM TOO HIGH OR Improper propeller governor Perform static RPM check
TOO LOW. adjustments. Refer to section 12 and 12A
for procedures.

ENGINE SPEED WILL NOT Sludge in governor. Refer to paragraph 14-9.

STABILIZE.
Air trapped in propeller Trapped air should be purged
actuating cylinder. by exercising the propeller
several times prior to take-off
after propeller has been rein-
stalled or has been idle for an
extended period.

Excessive friction in pitch Propeller repair or replacement

changing mechanism inside is required.
propeller or excessive blade
friction.

Defective governor. Refer to paragraph 14-9.

SHOP NOTES:

14-2 Change 1
14-4. TROUBLE SHOOTING (Cont.)

TROUBLE PROBABLE CAUSE REMEDY

OIL LEAKAGE AT PROPEL- Damaged O-ring and seal between Check visually. Remove propeller
LER MOUNTING FLANGE. engine crankshaft flange and and install O-ring seal.
propeller.

Foreign material between Remove propeller and clean

engine crankshaft flange and mating surfaces; install new
propeller mating surfaces or O-ring and tighten mounting
mounting nuts not tight. nuts evenly to torque value
in figure 14-1.

OIL LEAKAGE AT ANY Defective seals, gaskets, Propeller repair or replacement

OTHER PLACE. threads, etc., or incorrect is required.
assembly.

14-5. REMOVAL. Refer to figure 14-1. d. Align propeller mounting studs and dowel pins
a. Remove spinner attaching screws (2) and remove with proper holes in engine crankshaft flange and
spinner (1), spinner support (3) and spacers (4). Re- slide propeller carefully over crankshaft pilot until
tain spacers (4). mating surfaces of propeller and crankshaft flange
b. Remove cowling as required for access to are approximately 1/4 inch apart.
mounting nuts (9). e. Install propeller attaching washers and nuts (9)
c. Loosen all mounting nuts (9) approximately and work propeller aft as far as possible, then
1/4 inch and pull propeller (15) forward until stopped tighten nuts evenly and torque to 660-780 lb-in.
by nuts. f. Install any spacers (4) used between spinner
support and propeller cylinder, then install spinner
NOTE support and spinner. The spacers are used as re-
quired to cause a snug fit between the spinner (1)
As the propeller (15) is separated from the and the spinner support (3).
engine crankshaft flange, oil will drain
from the propeller and engine cavities. 14-7. PROPELLER GOVERNORS.

d. Remove all propeller mounting nuts (9) and 14-8. DESCRIPTION. The propeller governor is a
pull propeller forward to remove from engine crank- single-acting, centrifugal type, which boosts oil pres-
shaft (12). sure from the engine and directs it to the propeller
e. If desired, the spinner bulkhead (11) can be re- where the oil is used to increase blade pitch. A
moved by removing screws (10) attaching lugs (8) or single-acting governor uses oil pressure to effect a
bolts (19) attaching bulkhead (11) to propeller. pitch change in one direction only; a pitch change in
the opposite direction results from a combination of
14-6. INSTALLATION. centrifugal twisting moment of rotating blades and
a. If the spinner bulkhead (11) was removed, posi- compressed springs. Oil pressure is boosted in the
tion bulkhead so the propeller blades will emerge governor by a gear type oil pump. A pilot valve, fly
from the spinner (1) with ample clearance and in- weight and speeder spring act together to open and
stall spinner bulkhead attaching lugs and screws, close governor oil passages as required to maintain
or bolts (19) and nuts attaching spinner bulkhead a constant engine speed,
to propeller.
NOTE

Outward physical appearance of specific

Avoid scraping metal from bore of spinner governors is the same, but internal parts
bulkhead and wedging scrapings between determine whether it uses oil pressure to
engine flange and propeller. Trim the in- increase or decrease blade pitch. The
side diameter of the bulkhead as necessary propellers used on these aircraft require
when installing a new spinner bulkhead. governors which "sense" in a certain man-
ner. "Sensing" is determined by the type
b. Clean propeller hub cavity and mating surfaces pilot valve installed inside the governor.
of proÒellerand crankshaft. Since the basic governor may be set to
c. Lightly lubricate a new O-ring (13) and the crank- "sense" oppositely, it is important to
shaft pilot with clean engine oil and install the O-ring ascertain that the governor is correct for
in the propeller hub. the propeller being used.

14-3
 8

NOTE

Use spacers (4) as required to

ensure a snug fit between spinner
(1) and spinner support (3).

Torque propeller rnounungnuts

(9) to 660 -
780 lb-in.
16 15
17
6
5

15
16 1. Spinner
17 2. Screw
3. Spinner Support
5 *
4. Spacer
5. Cylinder

9. Mounting Nut
\ 10. Screw
11. Spinner Bulkhead
12. Engine Crankshaft
Detail A 13. O-Ring
18 14. Dowel Pin
DETAIL "A" APPLIES TO CYLINDER (4) ATTACHMENT 15. Propeller
WHEN MODIFIED PER SERVICE LETTER SE71-18 16. Tube
17. Safety 3Wire
18. Ring
19. Bolt
20. VVasher ¶li

TWO-BLADED PROPELLER

Figure 14-1. Propeller Installation (Sheet 1 of 4)

14-4 Change 1
 9

TWO-BLADED, EXTENDED HUB PROPELLER

Figure 14-1. Propeller Installation (Sheet 2 of 4)

14-5
 10
9
20
8

6
5

4 11
12

2
13
14

15

THREE-BLADED PROPELLER

Figure 14-1. Propeller Installation (Sheet 3 of 4)

14-6 Change 1
 9

12

4 11

3
13
14
1 19

THREE-BLADED, EXTENDED HUB PROPELLER

Figure 14-1. Propeller Installation (Sheet 4 of 4)

14-7
 1
2
USED ON TURBOCHARGED ENGINES
AND NON-TURBOCHARGED ENGINE
00 ON THE MODEL U206

8
1. Propeller Governor
2. High RPM Stop Screw e
3. Bearing Race
4. Control Arm
5. Nylon Bearing e s 0
6. Rivet
7. Retainer
"'
8. Screw s

9. Governor Arm -,

Figure 14-2. Governor Control Arm and Bearing Assembly

14-9. TROUBLE SHOOTING. When trouble shoot- 14-12. REMOVAL AND INSTALLATION.
ing the propeller-governor combination, it is recom- a. Using a scribe, make aligning index marks on
mended that a governor known to be in good condition governor arm (9) and end of governor serrated shaft.
be installed to check whether the propeller or the
governor is at fault. Removal and replacement, rig- NOTE
ging, high-speed stop adjustment, desludging and re-
placement of the governor mounting gasket are not The governor arm (9) must be installed on the
major repairs and may be accomplished in the field. governor shaft in the same serration or the
Repairs to propeller governors are classed as pro- governor speed will be changed approximately
peller major repairs in Federal Aviation Regulations, 200 rpm.
which also define who may accomplish such repairs.
b. Remove safety wire from governor arm screw
14-10. REMOVAL. and from screws attaching governor head to gover-
a. Remove cowling, nose cap and engine baffles nor.
as required for access to governor. c. Remove screws (8) that pass through the non-
b. Disconnect governor control from governor. notched holes in the retainer (7),
d. Loosen, but do not remove, the four remaining
NOTE screws so that retainer (7) may be rotated.
e. Loosen screw in governor arm (9) so that arm
Note EXACT position of all washers so that may be slipped toward end of serrated shaft.
washers may be installed in the same posi- f. Slip governor arm toward end of serrated shaft
tion on reinstallation. and work retainer (7) and control arm (9) from gover-
nor (1).
c. Disconnect intake manifold balance tube at
front of engine and move as required for clearance. NOTE
d. Remove nuts and washers securing governor to
engine and pull governor fr,om mounting studs. If governor arm (9) becomes disengaged from
e. Remove gasket from between governor and en- serrated shaft, align index marks and install
gine mounting pad. arm on serrated shaft. The control arm
spring has approximately 1-1/2 turns pre-
14-11. CONTROL ARM AND BEARING ASSEMBLY. load.
Refer to figure 14-2.
g. Rotate and remove bearing race (3) from gover-
nor (1).

14-8 Change 1
 TYPE A 1

NEN NNTNHETUMR
""NEGD LHA
BDOEC ED

1. Propeller Governor 4
2. High-RPM Stop Screw
3. Governor
4. Nut
Arm Extension O f
5. Control Rod End
6. Governor Control
5 4 6

TYPE Ñ

1
USED ON TURBOCHARGED ENGINES
AND NON-TURBOCHARGED ENGINE ,

ON THE MODEL U206 ',

'

O o
1. Propeller Governor
2. High-RPM Stop Screw 3
3. Arm and Bearing Assembly
4. Nut
5. Control Rod End
6. Governor Control
4

5 4 6
REFER TO FIGURE 14-2

Figure 14-3. Governor and Control Adjustments

Change 1 14-9
 h. Reverse the preceding steps for reinstallation. the high-rpm at the maximum rated rpm for
a particular aircraft. Due to climatic condi-
14-13. INSTALLATION. tions, field elevation, low-pitch blade angle
a. Wipe governor and engine mounting pad clean. and other considerations, an engine may not
b. Install a new gasket on the mounting studs. In- reach rated rpm on the ground. It may be
stall gasket with raised surface of the gasket screen necessary to readjust the governor stop after
toward the governor. test flying to obtain maximum rated rpm when
c. Position governor on mounting studs, aligning airborne.
governor drive splines with splines in the engine and
install mounting nuts and washers. Do not force 14-15. RIGGING PROPELLER GOVERNOR CON-
spline engagement. Rotate engine crankshaft slightly TROL.
and splines will engage smoothly when properly a. Disconnect control end (5) from governor (1).
aligned. b. Place propeller control in cabin, full forward,
d. Connect governor control to governor and rig then pull it back approximately 1/8 inch and lock in
control as outlined in paragraph 14-15. this position. This will allow "cushion" to assure
e. Connect intake manifold balance tube, if removed• full contact with governor high-rpm stop screw.
Ensure all clamps are tight. c. Place governor arm against high-rpm stop
f. Reinstall all items removed for access· screw.
d. Loosen jam nuts and adjust control rod end
14-14. HIGH-RPM STOP ADJUSTMENT. Refer to until attaching holes align while governor arm is
figure 14-3. against high-rpm stop screw. Be sure to maintain
a. Remove engine cowling. sufficient thread engagement of the control and rod
b. (TYPE B.) Disconnect cabin heater inlet air end. If necessary, shift control in the clamps to
duct from nose cap. achieve this.
c. (TYPE A.) Remove plug button from left front e. Attach rod end to the governor. Be sure all
baffle. washers are installed correctly.
d. Remove safety wire and loosen the high-speed f. Operate the control to see that the governor arm
stop screw locknut. bottoms out against the low pitch stop and bottoms
e. Turn the stop screw IN to decrease maximum out against or a maximum of 12" from the high pitch
.

rpm and OUT to increase maximum rpm. One full stop on the governor before reaching the end of con-
turn of the stop screw causes a change of approxi- trol cable travel.
mately 25 rpm.
f. Tighten stop screw locknut, safety wire stop NOTE
screw and make propeller control linkage adjustment
as necessary to maintain full travel. Non-turbocharged engines on the Model P206
g. Install cabin heater inlet air duct or plug button are equipped with an offset extension to the
and install cowling. governor arm. The offset extension has an
h. Test operate propeller and governor· elongated slot to permit further adjustment.
The preceding steps may still be used as an
NOTE outline in the
rigging procedure. The result
of rigging, in all cases, is full travel of the
It is possible for either the propeller low governor arm (bottom out against both high
pitch (high-rpm) stop or the governor high- and low pitch stops) with some "cushion" at
rpm stop to be the high-rpm limiting factor· both ends of control travel.
It is desirable for the governor stop to limit
O Refer to the inspection chart in Section 2
for inspection and/or replacement inter-
val for the propeller control.

SHOP NOTES:

14-10 Change 1
 SECTION 15

UTILITY SYSTEMS

TABLE OF CONTENTS Page

UTILITY SYSTEMS . . . . . . . . . . . .
15-1 Description . . . . . . . - · · · · 15-5
Heating System . . . . . . . . . . .
15-1 Maintenance Precautions . . . . . . .
15-6
Description . . . . . . . . . . . .
15-1 Replacement of Components . . . . .
15-6
Operation . . . . . . . . . . . . . .
15-1 Oxygen Cylinder General
Trouble Shooting . . . . . . . . . .
15-1 Information . . . . . . . . . . . .
15-6
Removal and Installation of Oxygen Cylinder Service
Components . . . . . . . . . . . .
15-3 Requirements . . . . . . . . . . .
15-10
Defroster System . . . . . . . . . . .
15-3 Oxygen Cylinder Inspection
Description . . . . . . . . . . . .
15-3 Requirements . . . . . . . . . . .
15-10
Operation . . . . . . . . . . . .
15-3 Oxygen System Component
Trouble Shooting . . . . . . . . . .
15-3 Service Requirements . . . . . . .
15-10
Removal and Installation of Oxygen System Component
Components . . . . . . . . . . .
15-3 Inspection Requirements . . . . . .
15-10
Ventilating System . . . . . . . . . . .
15-3 Masks and Hose . . . . . . . . . . .
15-10
Description . . . . . . . . . . . . .
15-3 Maintenance and Cleaning . . . . . .
15-10
Operation . . . . . . . . . . . . .
15-3 System Purging . . . . . . . . . . .
15-11
Trouble Shooting. . . . . . . . . . .
15-3 Functional Testing . . . . . . . . . .
15-11
Removal and Installation of System Leak Test . . . . . . . . . .
15-11
Components . . . . . . . . . . . .
15-3 System Charging . . . . . . . . . .
15-11
Oxygen System . . . . . . . . . . .
15-3

15-1. UTILITY SYSTEMS. control marked "CABIN HEAT", located on the in-
strument panel, regulates the volume of heated air
15-2. HEATING SYSTEM. entering the system. Pulling the heater control full
out supplies maximum flow, and pushing it in grad-
15-3. DESCRIPTION. On non-turbocharged air- ually decreases flow, shutting off flow completely
craft, the heating system is comprised of the heat when the control is pushed full in.
exchange section of the left exhaust muffler, a heat-
er valve, mounted on the left forward side of the 15-5. TROUBLE SHOOTING. Most of the opera-
firewall, a duct across the aft side of the firewall, tional troubles in the heating system are caused by
a push-pull control on the instrument panel, and flex- sticking or binding air valves and their controls,
ible ducts connecting the system. On aircraft with damaged air ducting, or defects in the exhaust muff-
turbocharged engines, the heating system consists of ler. In most cases, valves or controls can be freed
an opening in the left side of the nose cap, an exhaust by proper lubrication. Damaged or broken parts
shroud, a heater valve, mounted on the left forward should be repaired or replaced. When checking con-
side of the firewall, to which is attached an adapter trols, be sure valves respond freely to control move-
and a tube extending downward and overboard. The ment, that they move in the correct direction, and
system also includes a duct across the aft side of the that they move through their full range of travel and
firewall, a push-pull control on the instrument panel, seal properly. Check that hose are properly secured
and flexible ducts connecting the system. and replace hose that are burned, frayed or crushed.
If fumes are detected in the cabin, a very thorough
15-4. HEATER OPERATION. On airplanes with inspection of the exhaust muffler should be accom-
non-turbocharged engines, ram air is ducted through plished. Refer to the applicable paragraph in Section
an engine baffle and the heat exchange section of the 12 for the non-turbocharged engine exhaust system
left exhaust muffler, to the heater valve at the fire- inspection, or for the turbocharged engine, refer to
wall. On aircraft with turbocharged engines, ram Section 12A. Since any holes or cracks may permit
air is ducted through an opening in the left side of the exhaust fumes to enter the cabin, replacement of de-
nose cap, through an exhaust shroud, to the heater fective parts is imperative because fumes constitute
valve at the firewall. On both models, heated air an extreme danger. Seal any gaps in heater ducts
flows from the heater valve into a duct across the aft across the firewall with Pro-Seal #700 (Coast Pro-
side of the firewall, where it is distributed into the Seal Co., Los Angeles, California) compound, or
cabin. The heater valve, operated by a push-pull equivalent compound.

15-1
 A THRU P20600644 & U20601614
BEGINNING WITH U20601615

112

5 15 .

14
13
10 A
Detail

20 )
2210 ' · 17
25 -. ...
-

21 n2e
22 etail A
25
NON-TURBOCHARGED 2g 26
ENGINES 27
32
*NEOPRENE COATED ASBESTOS SEAL 14
AND STAINLESS STEEL DOUBLER 3130
BEGINNING WITH U20601637 220

1. Retainer 17. Left Air Duct

2. Defroster Deflector 18. Tube
3. 19. 28
Cowl Deck Adapter
4. Defroster Outlet 20. Clamp
5. Washer 21. Hose
6. Cotter Pin 22. Shroud
7. Nut 23. Ram Air Intake 21
8. Valve 24. Valve Plate 19 ADAPTER
9. Screw 25. Valve Body
AND TUBE
10. Arm 26. Valve Seat USED ON
11. Clamp Bolt 27. Valve Extension TURBO-
12. Shaft 28. Reinforcement
CHARGED
13. Right Air Duct 29. Shim ENGINES
14. Cabin Heat Control 30. Spring
15. Defroster Control 31. Block
16. Defroster Hose 32. Roll Pin
33. Deflector Plate 9
Detail (

Figure 15-1. Heating and Defrosting Systems (Sheet 1 of 2)

15-2 Change 3
 44

35

43
36 45
37
38 46
39
40 41 42 r

34

47

Detail E
Detail F
48

4
50

, E

55

o Detail G
G

34. Washer 41. Cover 49. Control Arm

35. Valve and Nozzle 42. Plenum 50. Spring
36. Arm Assembly 43. Retainer 51. Valve Plate
37. Roll Pin 44. Outlet Cover 52. Valve Seat
38. Shaft 45. Spacer 53. Nutplate
39. Valve Assembly 46. Screen 54. Valve Extension
40. Sta-Strap 47. Hose 55. Valve Body
48. Clamp

Figure 15-1. Heating and Defrosting Systems (Sheet 2 of 2)

Change 3 15-2A/(15-2B blank)

15-6. REMOVAL AND INSTALLATION OF COM- inboard leading edges of the wings. Each plenum
PONENTS. Figure 15-1 may be used as a guide for chamber is equipped with a valve which meters the
removal and installation of components of the heater incoming cabin ventilation air. This provides a
system. Cut replacement hose to length and install chamber for the expansion of cabin air which greatly
in the original routing. Trim hose winding shorter reduces inlet air noise. Filters at the air inlets are
than the hose to allow hose clamps to be fitted. De- primarily noise reduction filters. Forward cabin
fective heater valves should be repaired or replaced. ventilation is provided by two fresh airscoop doors,
Check for proper operation of valves and their con- one on each side of the fuselage, just forward of the
trols after installation or repair. front seats. The left scoop door is operated by a
control in the instrument panel marked "CABIN AIR, "
15-7. DEFROSTER SYSTEM. and the right scoop door is operated by a control in
the instrument panel marked "AUX CABIN AIR. "
15-8. DESCRIPTION. The system is composed of Fresh air from the scoop doors is routed to the duct
a duct across the aft side of the firewall, a defroster across the aft side of the firewall, where it is dis-
outlet, mounted in the left side of the cowl deck im- tributed into the cabin. As long as the "CABIN
mediately aft of the windshield, a defroster control HEAT" control is pushed full in, no heated air can
knob on the instrument panel, and flexible ducting enter the firewall duct; therefore, when the "CABIN
connecting the system. AIR" or "AUX CABIN AIR" controls are pulled out,
only fresh air from the scoops will flow through the
15-9. DEFROSTER OPERATION. Air from the duct duct into the cabin. As the "CABIN HEAT" control
across the aft side of the firewall flows through a is gradually pulled out, more and more heated air
flexible duct to the defroster outlet. The defroster will blend with the fresh air from the scoops and be
control operates a damper in the outlet to regulate distributed into the cabin. All of the controls may
the amount of air deflected across the inside surface be set at any position from full open to full closed.
of the windshield. The temperature and volume of
this air is controlled by the settings of the cabin 15-15. TROUBLE SHOOTING. Most of the opera-
heating system control. tional troubles in the ventilating system are caused
by sticking or binding of the lever in the inlet scoop
15-10. TROUBLE SHOOTING. Most of the opera- door or its control. The spring or plate in the ple-
tional troubles in the defrosting system are caused num chambers could also bind or stick, requiring
by sticking or binding of the damper in the defroster repair or replacement of the plenum chamber.
outlet or its control. Since the defrosting sykem Check the filter elements in the airscoops in the
depends on proper operation of the cabin heating sys- leading edges of the wings for obstructions. The
tem, refer to paragraph 15-5 for trouble shooting the elements may be removed and cleaned or replaced.
heating and defrosting system. Since air passing through the filters is emitted into
the cabin, do not use a cleaning solution which would
15-11. REMOVAL AND INSTALLATION OF COM- contaminate cabin air. The filters may be removed
PONENTS. Figure 15-1 may be used as a guide for to increase air flow. However, their removal will
removal and installation of components of the de- cause a slight increase in noise level,
frosting system. Cut replacement hose to length and
install in the original routing. Trim hose winding 15-16. REMOVAL AND INSTALLATION OF COM-
shorter than the hose to allow hose clamps to be fit- PONENTS. Figure 15-2 may be used as a guide for
ted. A defective defroster outlet should be repaired removal and installation of components of the venti-
or replaced. Check for proper operation of defroster lating system. Cut replacement hose to length and
outlet and its control after installation or repair. install in the original routing. Trim hose winding
shorter than the hose to allow hose clamps to be fit-
15-12. VENTILATING SYSTEM. ted. A defective plenum chamber should be repaired
or replaced. Check for proper operation of ventila-
15-13. DESCRIPTION. The system is comprised of ting controls after installation or repair.
two airscoops mounted in the inboard leading edge of
each wing, an adjustable ventilator mounted on each 15-17. OXYGEN SYSTEM.
side of the cabin near the upper corners of the wind-
shield, two plenum chambers mounted in the left and
right rear cabin wing root areas, two fresh airscoop
doors, one on each side of the fuselage, just forward Under NO circumstances should the ON-OFF
of the front seats, a control on the instrument panel control on the oxygen regulator be turned to
for each of these scoop doors and flexible ducting the "ON" position with the outlet (low pres-
connecting the system. sure) ports open to atmosphere. Operation
of these units in this manner will induce
15-14. VENTILATING SYSTEM OPERATION. Air serious damage to the regulators and having
received from scoops mounted in the inboard leading the following results:
edges of the wings is ducted to adjustable ventilators 1. Loss of outlet set pressure.
mounted on each side of the cabin near the upper cor- 2. Loss of oxygen flow through the regula-
ners of the windshield. Rear seat ventilation is pro- tor which will result in inadequate oxygen being fed
vided by plenum chambers mounted in the left and through the aircraft system.
right rear cabin wing root areas. These plenum 3. Internal leakage of oxygen through the
chambers receive ram air from the airscoops in the regulator.

15-3
 SEE SHEET 2

3
1 2

SEE SHEET 2
C
1 9

10 2
13

1. Clamp 10. Screen 20. Seal

2. Retainer 11. Air Valve Assembly 21. Washer
3. Hose 12. Scoop Door 22. Washer
4. Fitting Assembly 13. Fuselage Skin 23. Nut
5. Air Scoop 14. Insert 24. Seal
6. Silencer Assembly 15. Screw 25. Tube Assembly
7. Inlet Assembly 16. Washer 26. Rib
8. Auxiliary Cabin Air Control 17. Knob 27. Nut Plate
9. Cabin Air Control 18. Outlet Assembly 28. Elbow Assembly
19. Bullet Catch

Figure 15-2. Forward and Overhead Ventilating System (Sheet 1 of 2)

Opening of the control lever with the outlet ports occur even by turning the control lever on and then
open to atmosphere, results in an "overshoot" of turning it quickly off.
the regulator metering device due to the extreme
flow demand through the regulator. After over- A potential hazard exists to aircraft in the field where
shooting, the metering poppet device goes into oscil- inexperienced personnel might remove the cylinder
lation, creating serious damage to the poppet seat and regulator assembly from the aircraft and for some
and diaphragm metering probe. This condition can reason, attempt to turn the regulator to the "ON"
15-4 Change 3
 SEE SHEET 1

Detail

GASKET 5
BEGINNING 6
WITH 7
U20601755
'
a NOTE

11 Tighten nut (4) securely, and

12 cement to
plate (6) with an
13
epoxy base adhesive. Dome
(3) is sealed to body (16) at
final assembly with an epoxy
base adhesive.
16 15
17 14
Detail
18 I
19 7 10 11 18

1. Silencer Assembly 7. Washer 14. Hose

2. Bracket 8. Seal 15. Clamp
3. Dome 9. Cap 16. Valve Body
4. Nut 10. Spring 17. Escutcheon
5. Star Washer 11. Shaft 18. Knob
6. Plate 12, Spacer 19. Setscrew
13. Insulator

Figure 15-2. Overhead Ventilating System (Sheet 2 of 2)

position with the

outlet ports open. Unfortunately, and right cabin wing root areas and two in the over-
after the unitshave been improperly operated as head console, above the pilot and copilot. Oxygen
noted, there is no outward appearance indicating that mask and line assemblies are furnished with the sys-
damage has occurred. tem. The pilot's supply line is designed to provide
a greater flow of oxygen than the passenger's lines.
Testing these regulators should be accomplished only The pilot's oxygen mask is equipped with a micro-
after installation in the aircraft, with the "down- phone that is keyed by a switch button on the pilot's
stream" low pressure line attached. control wheel. A pressure gage is mounted in the
overhead console above the pilot and copilot. An ac-
15-18. DESCRIPTION. The system is comprised of cess plate is provided on the left side of the tailcone,
an oxygen cylinder and regulator assembly, filler just aft of the baggage door for filler valve access
valve, pressure lines and six outlets, four in the left on turbocharged aircraft. On non-turbocharged air-

Change 3 15-5
craft, the filler valve is located on the rear cabin 15-20. REPLACEMENT OF COMPONENTS. Re-
bulkhead thru 1972 Models. Beginning with 1973, moval, disassembly, assembly and installation of
the filler valve is located on the left tailcone. system components may be accomplished while using
figure 15-3 as a guide.

Oil, grease or other lubricants in contact

with high-pressure oxygen, create a seri- The pressure regulator, pressure gage and
ous fire hazard and such contact should be line and filler valve should be removed and
avoided. Do not permit smoking or open replaced only by personnel familiar with
flame in or near aircraft while work is per- high-pressure fittings. Observe the main-
formed on oxygen systems· tenance precautions listed in the preceding
paragraph.
15-19. MAINTENANCE PRECAUTIONS.
a. Working area, tools and hands must be clean. NOTE
b. Keep oil, grease, water, dirt, dust and all
other foreign matter from system. Oxygen cylinder and regulator assemblies
c. Keep all lines dry and capped until installed. may not always be installed in the field
d. Use only MIL-T-5542 thread compound or teflon exactly as illustrated in figure 15-3, which
lubricating tape on threads of oxygen valves, tubing shows factory installation. Important
connectors, fittings, parts of assemblies which might points to remember are as follows.
under any conditions, come in contact with oxygen.
The thread compound must be applied sparingly and a. Before removing cylinder, release low-pres-
carefully to only the first three threads of the male sure line by opening cabin outlets. Disconnect push-
fitting. No compound shall be used on aluminum pull control cable, filler line, pressure gage line
flared fittings or on the coupling sleeves or on the and outlet line from regulator. CAP ALL LINES
outside of the tube flares. The teflon tape shall be IMMEDIATELY.
used in accordance with the instructions listed fol- b. If it is necessary to replace filler valve O-rings,
lowing this step. Extreme care must be exercised remove parts necessary for access to filler valve.
to prevent the contamination of the thread compound Remove line from quick-disconnect valve at the
or teflon tape with oil, grease or other lubricant. regulator, then disconnect chain, but do not remove
1. Lay tape on threads close to end of fitting. cap from filler valve. Remove screws securing
Clockwise on standard threads, opposite on valve and disconnect pressure line. Referring to
left hand threads. applicable figure, cap pressure line and seat. Dis-
2. Apply enough tension while winding so tape assemble valve, replace O-rings and reassemble
forms into thread grooves. valve. Install filler valve by reversing procedures
3. After wrap is complete, maintain tension outlined in this step.
and tear tape by pulling apart in direction c. A cabin outlet is illustrated in figure 15-3. Re-
it was applied. Resulting ragged end is the pair kit, (part no. C166006-0108), available from
key to the tape staying in place. (If sheared the Cessna Service Parts Center, may be used for
or cut, tape may unwind.) replacement of components of the outlet assembly.
4. Press tape well into threads• d. To remove entire oxygen system, headliner
5. Make connections· must be lowered and soundproofing removed to ex-
e. Fabrication of oxygen pressure lines is not pose lines. Refer to Section 3 for headliner re-
recommended. Lines should be replaced by part moval.
numbers called out in the aircraft Parts Catalog.
f. Lines and fittings must be clean and dry. One 15-21. OXYGEN CYLINDER GENERAL INFORMA-
of the following methods may be used.
TION. The following information is permanently
1. Clean by degreasing with stabilized tri-
.

steel stamped on the shoulder, top head or neck of

chlorethylene, conforming to Federal Specifications
O-T-634 eaachC inednercys en
or MIL-T-27602. These items can be ob-
f ation, followed by service
tained from American Mineral Spirits of Houston, pressure (e.g. "ICC-3AA1800" and "ICC-3HT1850"
Texas,
for standard and light weight cylinders respectively).

NOTE NOTE

Most air compressors are oil lubricated, Effective 1 January, 1970, all newly-manu-
and a minute amount of oil may be carried factured cylinders are stamped "DOT" (De-
by the airstream. If only an oil lu. -icated

partment of Transportation), rather than

air compressor is available, drying must "ICC" (Interstate Commerce Commission).
be accomplished by heating at a tempera- An example of the new designation would be:
250° 300°F for "DOT-3HT1850".
ture of to a suitable period.

NOTE b. Cylinder serial number is stamped below or

directly following cylinder specification. The sym-
Cap lines at both ends immediately after bol of the purchaser, user or maker, if registered
drying to prevent contamination. with the Bureau of Explosives, may be located di-

15-6
 NON-TURBOCHARGED
1 2
3

2L
5

10g 5

THRU P20600603 AND U20601444 APPLY LOCKTITE

TO GAGE GRADE C
1
4

11 4 2

10

TURBOCHARGED 12
13

Vent hole (11) in the regulator body must not be covered by control clamp installed around regulator body.
Low pressure relief valve (10) should not be removed except for replacement; it is installed in a specific
port only. Although the other three ports are common to each other, the low pressure relief valve port
is not. High pressure relief valve (7) should not be removed except for replacement. Although all other
high pressure ports are common to each other, the thread size is different for the high pressure relief valve.

1. ON-OFF Control 5. Regulator 10. Low Pressure Relief Valve

2. Cylinder 6. Low Pressure Line 11. Atmospheric Vent Hole
3. Filler Valve 7. High Pressure Relief Valve 12. Clamp
4. Quick-Disconnect Valve 8. Bracket 13. Mask Assembly
9. Plug

Figure 15-3. Oxygen System (Sheet 1 of 3)

rectly below or following the serial number. The first hydrostatic test (such as 4-69 for April 1969).
cylinder serial number may be stamped in an alter- The dash between the month and the year figures
nate location on the cylinder top head. may be replaced with the mark of the testing or in-
c. Inspector's official mark near serial number. spection agency (e.g. 4L69).
d. Date of manufacture: This is the date of the

15-7
 2 3 P20600604 THRU
NON-TURBOCHARGED 1 P20600648 AND
U20601445 THRU
4 U20601700

A e

BEGINNING
WITH U20601701

Detail
P20600604 THRU 1
P20600648 AND
U20601445 THRU
U20601700 -2

A 4

TURBOCHARGED
5 g

BEGINNING y
WITH U20601701
6
1

1. ON-OFF Control 3. Filler Valve 6. Low- Pressure Line

2. Cylinder 4. Quick-Disconnect Valve 7. Plug
5. Regulator

Figure 15-3. Oxygen System (Sheet 2 of 3)

15-8
 TURBOCHARGED
THRU P20600603 AND U20601444

1 10
2 132

FILLERVALVE DETAILS

NON-TURBOCHARGED
16

NOTE

When replacing O-rings (6), 11

3
0
4 order by part number listed
5 in Parts Catalog.
6

OUTLET 19
Detail 15

1. Adapter 14. Arm

2. Spacer 15. Cover
3. Housing 16. Knob 14
4. Filter 17. Outlet
5. Poppet 18. Pressure Gage 16
6. O-Ring 19. Lock Ring
7. Flange 20. Cover BEGINNING WITH P20600604 AND U20601445
8. Cap and Chain Assembly 21. Escutcheon
9. Cover 22, Core
10. Pressure Gage Line 23. Spring
11. Low Pressure Line 24. Jam Nut
12. ON-OFF Control 25. Base
13. Bracket

Figure 15-3. Oxygen System (Sheet 3 of 3)

15-9
 e. Hydrostatic test date: The dates of subsequent hydrostatic test.
hydrostatic tests shall be steel stamped (month and b. FILLER VALVE. The valve shall be functional-
year) directly below the original manufacture date. ly tested every two years and overhauled every five
The dash between the month and year figures can be years or at time of hydrostatic test.
replaced with the mark of the testing agency. c. QUICK-RELEASE COUPLING. The coupling
f. A Cessna identification placard is located near shall be functionally tested every two years and
the center of the cylinder body. overhauled every five years or at time of hydrostatic
g. Halogen test stamp: "Halogen Tested", date of test.
test (month, day and year) and inspector's mark d. PRESSURE GAGE. The gage shall be checked
appears directly underneath the Cessna identification for accuracy and overhauled by an FAA approved
placard. facility every five years.
e. OUTLETS. The outlets shall be disassembled
15-22. OXYGEN CYLINDER SERVICE REQUIRE- and inspected and the sealing core replaced, re-
MENTS. gardless of condition, every five years.
a. Hydrostatic test requirements:
1. Standard weight (ICC or DOT-3AA1800) 15-25. OXYGEN SYSTEM COMPONENT INSPEC-
cylinders must be hydrostatically tested to 5/3 their TION REQUIREMENTS.
working pressure every five years commencing with a. Examine all parts for cracks, nicks, damaged
the date of the last hydrostatic test. threads or other apparent damage.
2. Light weight (ICC or DOT-3HT1850) cylin- b. Actuate regulator controls and valve to check
ders must be hydrostatically tested to 5/3 their for ease of operation.
working pressure every three years commencing c. Determine if the gage is functioning properly
with the date of the last hydrostatic test. by observing the pressure build-up and the return to
b. Service life requirements: zero when the system oxygen is bled off.
1. Standard weight (ICC or DOT-3AA1800) d. Replace any oxygen line that is chafed, rusted,
cylinders have no age life limitations and may con- corroded, dented, cracked or kinked.
tinue to be used until they fail hydrostatic test. e. Check fittings for corrosion around the thread-
2. Light weight (ICC or DOT-3HT1850) cylin- ed area where lines are joined together. Pressur-
ders must be retired from service after 12 years ize the system and check for leaks.
or 4, 380 filling cycles after date of manufacture,
whichever occurs first. 15-26. MASKS AND HOSE.
a. Check oxygen masks for fabric cracks and rough
NOTE face seals. If the mask is a full-faced model, in-
spect glass or plastic for cleanliness and state of
These test periods and life limitations are repair.
established by the Interstate Commerce b. Flex the mask hose gently over its entirety and
Commission Code of Federal Regulations, check for evidence of deterioration or dirt.
Title 49, Chapter 1, Para. 73. 34. c. Examine mask and hose storage compartment
for cleanliness and general condition.
15-23. OXYGEN CYLINDER INSPECTION REQUIRE-
MENTS. 15-27. MAINTENANCE AND CLEANING.
a. Inspect the entire exterior surface of the cylin- a. Clean and disinfect maskassemblies after use,
der for indication of abuse, dents, bulges and strap as appropriate.
chafing.
b. Examine the neck of cylinder for cracks, dis- NOTE
tortion or damaged threads.
c. Check the cylinders to determine if markings Use care to avoid damaging microphone
are legible. assembly while cleaning and sterilizing.
d. Check date of last hydrostatic test. If the peri-
odic retest date is past, do not return the cylinder b. Wash mask with a mild soap solution and rinse
to service until the test has been accomplished. it with clear water.
e. Inspect the cylinder mounting bracket, bracket c. To sterilize, swab mask thoroughly with a
hold-down bolts and cylinder holding straps for gauze or sponge soaked in a water/merthiolate so-
cracks, deformation, cleanliness, and security of lution. This solution should contain 1/5 teaspoon of
attachment. merthiolate per one quart of water. Wipe the mask
f. In the immediate area where the cylinder is with a clean cloth and let air dry.
stored or secured, check for evidence of any types d. Observe that each mask breathing tube end is
of interference, chafing, deformation or deterio- free of nicks and that the tube end will slip into the
ration. cabin oxygen receptacle with ease and will not leak.
e. If a mask assembly is defective (leaks, does not
15-24. OXYGEN SYSTEM COMPONENT SERVICE allow breathing or contains a defective microphone)
REQUIREMENTS. it is advisable to return the mask assembly to the
a. PRESSURE REGULATOR. The regulator shall manufacturer or a repair station.
be functionally tested every two years or 1, 000 hours f. Replace hose if it shows evidence of deterio-
for aircraft operating under 15, 000 ft. and one year ration.
for aircraft operating over 15, 000 ft. The regulator g. Hose may be cleaned in the same manner as the
shall be overhauled every five years ao at time of mask.

15-10
15-28. SYSTEM PURGING. Whenever components
have been removed and reinstalled or replaced, it is
advisable to purge the system. Charge oxygen sys- Do not attempt to tighten any connections
tem in accordance with procedures outlined in para- while the system is charged.
graph 15-31. Plug masks into all outlets and turn
the pilot's control to ON position and purge system 15-31. SYSTEM CHARGING.
by allowing oxygen to flow for at least 10 minutes.
Smell oxygen flowing from outlets and continue to
purge until system is odorless. Refill cylinders as
required during and after purging. BE SURE TO GROUND AIRCRAFT AND
GROUND SERVICING EQUIPMENT BE-
15-29. FUNCTIONAL TESTING. Whenever the reg- FORE CHARGING OXYGEN SYSTEM.
ulator and cylinder assembly has been replaced or
overhauled, perform the following flow and internal a. Do not attempt to charge oxygen cylinders if
leakage tests to check that the system functions prop- servicing equipment fittings or filler valve are
erly. corroded or contaminated. If in doubt, clean with
a. Fully charge oxygen system in accordance with stabilized trichlorethylene and let air dry. Do not
procedures outlined in paragraph 15-31. allow solvent to enter any internal parts.
b. Disconnect line and fitting assembly from pi- b. If cylinder is completely empty, do not charge,
lot's mask and line assembly. Insert outlet end of as the cylinder must then be removed, inspected
line and fitting assembly into cabin outlet and attach and cleaned.
opposite end of line to a pressure gage (gageshould
be calibrated in one-pound increments from 0 to 100
PSI). Place control lever in ON position. Gage
pressure should read 75±10 PSI. A cylinder which is completely empty may
c. Insert mask and line assemblies into all re- well be contaminated. The regulator and
maining cabin outlets. With oxygen flowing from all cylinder assembly must then be disas-
outlets, test gage pressure should still be 75±10 PSI. sembled, inspected and cleaned by an FAA
d. Place oxygen control lever in OFF position and approved facility, before filling. Con-
allow test gage pressure to fall to O PSI. Remove tamination, as used here, means dirt, dust
all adapter assemblies except the one with the pres- or any other foreign material, as well as
sure gage. The pressure must not rise above 0 PSI ordinary air in large quantities. If a gage
when observed for one minute. Remove pressure line or filler line is disconnected and the
gage and adapter from oxygen outlet. fittings capped immediately, the cylinder
will not become contaminated unless tem-
NOTE perature variation has created a suction
within the cylinder. Ordinary air contains
If pressures specified in the foregoing pro- water vapor which could condense and
cedures are not obtained, the oxygen reg- freeze. Since there are very small orifices
ulator is not operating properly. Remove in the system, it is very important that
and replace cylinder-regulator assembly this condition not be allowed to occur.
with another unit and repeat test procedure.
c. Connect cylinder valve outlet or outside filler
e. Connect mask and line assemblies to each cabin valve to manifold or portable oxygen cascade.
outlet and check each mask for proper operation. d. Slowly open valve on cascade cylinder or mani-
f. Check pilot's mask microphone and control fold with lowest pressure, as noted on pressure gage,
wheel switch for proper operation. After checking, allow pressure to equalize, then close cascade cy-
return all masks to mask case. linder valve.
g. Recharge oxygen system in accordance with e. Repeat this procedure, using a progressively
procedures outlined in paragraph 15-31. higher pressure cascade cylinder, until system has
been charged to the pressure indicated in the chart
15-30. SYSTEM LEAK TEST. When oxygen is being immediately following step "f" of this paragraph.
lost from a system through leakage, a sequence of f. Ambient temperature listed in the chart is the
steps may be necessary to locate the opening. Leak- air temperature in the area where the system is to
age may often be detected by listening for the dis- be charged. Filling pressure refers to the pres-
tinct hissing of escaping gas. If this check proves sure to which aircraft cylinders should be filled.
negative, it will be necessary to soap-test all lines This table gives approximations only and assumes
25°F.
and connections with a castile soap and water so- a rise in temperature of approximately due
lution or specially compounded leak-test material. to heat of compression. This table also assumes
Make the solution thick enough to adhere to the con- the aircraft cylinders will be filled as quickly as pos-
tours of the fittings. At the completion of the leak- sible and that they will only be cooled by ambient
age test, remove all traces of the leak detector or air; no water bath or other means of cooling be used.
soap and water solution. Example: If ambient temperature is 70°F., fill

15 -11
 NOTE

Each interconnected series of oxygen cylinders is

equipped with a single gage. The trailer type
cascade may also be equipped with a nitrogen cyl-
inder (shown reversed) for filling landing gear
accumulators, etc. Cylinders are not OXYGEN CYLINDER
struts,
available for direct purchase, but are usually
leased and refilled by a local compressed gas NITROGEN CYLINDER
supplier.
PRESSURE GAGE

OXYGEN PURIFIER
W/REPLACEABLE
CARTRIDGE

Figure 15-4. Portable Oxygen Cascades

aircraft cylinders to approximately 1, 975 psi or as TABLE OF FILLING PRESSURES

close to this
pressure as the gage may read. Upon
cooling, cylinders should have approximately 1, 850 Ambient Filling Ambient Filling
psi pressure. Temp. Press. Temp. Press.
°F
F psig psig

0 1650 50 1875
10 1700 60 1925
20 1725 70 1975
30 1775 80 2000
40 1825 90 2050

SHOP NOTES:

15-12
 SECTION 16

INSTRUMENTS AND INSTRUMENT SYSTEMS

TABLE OF CONTENTS Page

INSTRUMENTS AND INSTRUMENT SYSTEM 16-1 Description . . . . . . . . . . . .

16-15
General . . . . . . . . . . . . . . .
16-1 Trouble Shooting-Fuel Flow Indicator .
16-15
Instrument Panel . . . . . . . . . . .
16-1 Trouble Shooting-Manifold Pressure
Description . . . . . . . . . . . . .
16-2 Gage • · - - - - - - . . . . . . . 16-16
Removal and Installation . . . . . . .
16-2 Cylinder Head Temperature Gage . . . .
16-17
Shock Mounts . . . . . . . . . . . . .
16-4 Description • • • • • • • • • . . . .
16-17
Instruments . . . . . . . . . . . . . .
16-4 Trouble Shooting . - · · · · · · · ·
16-17
Removal . . . . . . . . . . . . . .
16-4 Oil Pressure Gage . . . . . . . . . .
16-17
Installation . . . . . . . . . . . . .
16-4 Description · · - · · · · · · · · ·
16-17
Pitot and Static Systems . . . . . . . .
16-4 Trouble Shooting • - · · · · .. . . .
16-18
Description . . . . . . . . . . . . .
16-4 Oil Temperature Gage . . . . . . . . .
16-18
Maintenance . . . . . . . . . . . .
16-5 Description • - · · · · · · · · · ·
16-18
Static Pressure System Inspection and Fuel Quantity Indicating System . . . .
16-18
Leakage Test . . . . . . . . . . .
16-5 Description . • • • • • • • . . . .
16-18
Pitot System Inspection and Trouble Shooting . . . . . . . . . .
16-18A
Leakage Test . . . . . . . . . . .
16-5 Transmitter Calibration . . . . . . .
16-18A
Blowing Out Lines . . . . . . . . . .
16-5 Removal and Installation
Removal and Installation of . . . . .
16-7 Fuel Quantity Transmitter . . . . .
16-18A
Trouble Shooting-Pitot Static System .
16-7 Removal and Installation Heat Sink . .
16-19
True Airspeed Indicator . . . . . . .
16-7 Hourmeter . . . . . . . . . . . . . .
16-19
Trouble Shooting-Airspeed Indicator . .
16-8 Description · · · · - · · · · · · . .
16-19
Trouble Shooting-Altimeter . . . . . .
16-9 Economy Mixture Indicator . . . . . . .
16-20
Trouble Shooting-Vertical Speed Description . . . . . . . . . . . .
16-20
Indicator . . . . . . . . . . . . .
16-9 Trouble Shooting . . . . . . . . . .
16-20
Trouble Shooting-Pitot Tube Heater . .
16-10 Calibration . . . . . . . . . . . .
16-20
Vacuum System . . . . . . . . . . . .
16-10 Removal and Installation . . . . . .
16-20
Description . . . . . . . . , . . . .
16-10 Magnetic Compass . . . . . . . . . . .
16-20
Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .
16-20
(Wet) . . . . . . . . . . . . . .
16-10 Stall Warning Horn and Transmitter . . . .
16-20
Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .
16-20
(Dry) . . . . . . . . . . . . . .
16-12A Turn-and-Slip Indicator . . . . . . . . .
16-21
Trouble Shooting-Gyros . . . . . . .
16-13 Description . . . . . . . . . . . . . .
16-21
Trouble Shooting-Vacuum Pump (Wet) .
16-14 Trouble Shooting . . . . . . . . . . .
16-21
Trouble Shooting-Vacuum Pump (Dry) .
16-14 Turn Coordinator . . . . . . . . . . . .
16-22
Removal and Installation of . . . . .
16-14A Description . . . . . . . . . . . . . .
16-22
Cleaning . . . . . . . . . . . . . .
16-14A Trouble Shooting . . . . . . . . . . .
16-22
Vacuum Relief Valve Adjustment . . .
16-14A Electric Clock . . . . . . . . . . . . .
16-23
Engine Indicators . . . . . . . . . . .
16-15 Description . . . . . . . . . . . . .
16-23
Tachometer ............
WingLeveler..............16-23
Description . . . . . . . . . . . .
16-15 Description . . . . . . . . . . . . . .
16-23
Manifold Pressure/Fuel Flow Indicator .
16-15 Rigging. . . . . . . . . . . . . . . .
16-23

16-1. INSTRUMENT AND INSTRUMENT SYSTEMS. and correct them, up to the defective instrument it-
self, at which point instrument technicians should
16-2. GENERAL. This section describes typical be called in. Some instruments, such as fuel quan-
instrument installations and the systems operating tity and oil pressure gages, are so simple and inex-
them, with emphasis on trouble shooting and correc- pensive repairs usually will be more costly than a
tive measures for the systems themselves. It does new instrument. On the other hand, aneroid and
NOT deal with specific instrument repairs since this gyro instruments usually are well worth repairing.
usually requires special equipment and data and The words "replace instrument" in the text, there-
should be handled by instrument specialists. Federal fore, should be taken only in the sense of physical
Aviation Regulations require malfunctioning instru- replacement in aircraft. Whether replacement is
ments be sent to an approved instrument overhaul to be with a new instrument, an exchange or orig-
and repair station or returned to manufacturer for inal instrument is to be repaired must be decided on
servicing. Our concern here is with preventive basis of individual circumstances.
maintenance on various instrument systems and cor-
rection of system faults which result in instrument 16-3. INSTRUMENT PANEL. (Refer to figure
malfunctions. The descriptive material, maintenance 16-1.)
and trouble shooting information in this section is in-
tended to help the mechanic determine malfunctions 16-4. DESCRIPTION. The instrument panel assem-

Change 1 16-1
 3 15
4
3 16 >

2
1

12 11 7 10 Detail A
G 7N4GMODELS
6
1

BEGINNING

DE2LS
M

12 11 10 g
1. Nut 11. Switch and Circuit Breaker Panel 15
2. Washer 12. Protective Padding
3. Lock Washer 13. Windshield
4. Shock Mount 14. Guide Pin
5. Ground Strap 15. Velcro Hook
6. Shock-Mounted Panel 16. Velcro Pile
7. Radio Switch Panel 17. Shim 16 Detail A
8. Fuel and Engine Instruments 18. Grommet
9. Heating and Vent Controls 19. Decorative Cover THRU 1973 MODELS
10. Engine Controls 20. Instrument Panel

Figure 16-1. Typical Instrument Panel Installation

bly consists of a stationary, removable and shock- The shock mounted panel is secured to the removable
mounted panel. The stationary panel, normally NOT panel with rubber shock-mounts. To remove flight in-
considered removable, contains instruments such as strument panel proceed as follows:
tachometer, manifold/fuel pressure, fuel and oil a. Thru 1971 Models remove retainer clips securing
gages. The removable panel contains flight instru- decorative cover by carefully prying under clip buttons.
ments such as airspeed, vertical speed and altimeter Beginning with 1972 Models covers are installed with
which ARE NOT sensitive to vibration. The shock- Velcro fasteners,beginning with 1974 models a comb-
mounted panel, located in the removable panel, con-
ination of Velcro fasteners, guide pins andgrommet
tains the major flight instruments such as horizon¯ arrangement is used to install the decorative covers.
tal and directional gyros which ARE affected by vi- To remove, pull gently on the cover until released.
bration. Most of the instruments are screw-mounted
b. Remove control knobs or switches from panel as
on the panel.
necessary and remove panel.
16-5. REMOVAL AND INSTALLATION. The station- c. Remove screws securing panel to stationary
ary panel is secured to engine mount stringers and or- panel, tag and disconnect instrument wiring and
dinarily not considered removable. The removable plumbing and pull panel straight back.
panel is secured to the stationary panel with screws.

16-2 Change 2
 * P206-0520 AND ON
U206-0276 THRU U20601596,
13 U20601619 THRU U20601632

** U20601597 THRU U20601618, ,

'
U20601633 AND ON

'
15
12

17 D

14 '
19**

19
STANDARD INSTALLATION
ALTERNATE SOURCE INSTALLATION
Detail 9
Detail A
521

0 e 20
10
11 ---24

11
N12

Detail g 23 BEGINNING WITH 11 Detail D

AIRCRAFT SERIAL BEGINNING WITH U20601661
U20602236 THRU U20602235

1. Line (To Right Sump) 9. Spacer 17. Bracket

2. Altimeter 10. Clamp 18. Line (To Sumps)
3. Vertical Speed Indicator 11. Screw 19. Valve
4. Airspeed Indicator 12. Sump 20. Static Port
5. Line (To Pitot Tube) 13. Line (Airspeed to Left Sump) 21. Connector
6. Line (Airspeed to Left Sump) 14. Insert 15. 22. Pitot Tube Mast Body
7. Stringer 15. Line (To Instruments) 23. Heater Element
8. Nutplate 16. Line (To Alternate Air) 24. Sta-Strap

Figure 16-2. Pitot-Static Systems

Change 1 16-3
 NOTE
7
Do not overtighten screws (2) and do not
lubricate any parts.
5
Use spacers (6) as required for adequate
friction on ring assembly (4).

1 NOTE

Specific airspeed indicators, listed

by part number in applicable Parts
Catalogs, must be used in the true air-
speed installation. Internal mechanism,
face plate, and calibration are different
from those of a standard instrument.

1. Instrument Panel Cover 5. Instrument Panel

2. Mounting Screw 6. Spacer
3. Retainer 7. Airspeed Indicator
4. True Airspeed Ring 8. Nut

Figure 16-3. True Airspeed Indicator

NOTE to prevent thread damage and entrance of foreign

matter. Wire terminals should be insulated or tied
If panel is to be removed from aircraft, up so they will not ground accidentally or short-
remove control wheel. circuit on another terminal.

d. To remove shock-mounted panel remove nuts 16-9. INSTALLATION. Generally, installation pro-
from shock mounts and pull panel straight back. cedure is the reverse of removal procedure. Make
e. Reverse preceding steps for installation. sure mounting screw nuts are tightened firmly, but
do not overtighten, particularly on instruments hav-
NOTE ing plastic cases. The same rule generally applies
to connecting plumbing and wiring.
A light coat of paraffin, beeswax or soap on
prongs of retainer clips will ease installation. NOTE

16-6. SHOCK MOUNTS. Service life of instruments All instruments (gagesand indicators), re-
is directly related to adequate shock-mounting of quiring a thread seal or lubricant, shall be
panel. If removal of panel is necessary, check installed using teflon tape on male fittings
mounts for deterioration and replace as necessary. only. This tape is available through Cessna
Service Parts Center.
16-7. INSTRUMENTS. (Refer to figure 16-1.)
When replacing an electrical gage in an instrument
16-8. REMOVAL. Most instruments are secured to cluster assembly, avoid bending pointer or dial
panel with screws inserted through panel face, under plate. Distortion of dial or back plate could change
decorative cover. To remove an instrument, remove calibration of gages.
decorative cover, disconnect plumbing or wiring to
instrument concerned, remove retainer screws and 16-10. PITOT AND STATIC SYSTEMS. (Refer to
take instrument out from behind, or, in some cases figure 16-2.)
from front of instrument panel. Instrument clusters
are installed as units, secured by a screw on each 16-11. DESCRIPTION. The pitot system conveys
corner of cluster. Cluster must be removed from ram air pressure to the airspeed indicator. The
panel to replace an individual gage. In all cases static system vents vertical speed indicator, alti-
when an instrument is removed, lines or wires meter and airspeed indicator to atmospheric pres-
disconnected from it should be protected. Cap open sure through plastic tubing connected to static ports.
lines and cover pressure connections on instrument

16-4
A static line sump is installed at each source button 100 feet of altitude loss as indicated on altimeter.
to collect condensation in static system. Beginning h. If leakage rate is within tolerance, slowly re-
with 1974 models a new smaller diameter static line lease suction source, then remove tape used to
sump is installed and is located on the firewall. An seal static source.
alternate static source may be installed and is used
only in emergencies. When used as a static source NOTE
on Aircraft Serials thru U20601632 the cabin air
becomes another source of static air and the external If leakage rate exceeds maximum allowable,
source is not shut off unless totally obstructed. Be- first tighten all connections, then repeat
ginning with Serial U20601633 the static source valve leakage test. If leakage rate still exceeds
is so connected to the system that when the control is maximum allowable, use following procedure.
pulled on the external source is mechanically shut off
and the cabin air becomes the only source of static i. Disconnect static pressure lines from airspeed
air. When used as a static source, cabin pressure is indicator and vertical speed indicator. Use suitable
substituted for atmospheric pressure, causing instru- fittings to connect lines together so altimeter is the
ment readings to vary from normal. Refer to Owner's only instrument still connected into static pressure
Manual for flight operation using alternate static system.
source pressure. A pitot tube heater and stall warn- j. Repeat leakage test to check whether static pres-
ing heater may be installed. The heating elements sure system or the removed instruments are cause of
are controlled by a switch at the instrument panel and leakage. If instruments are at fault, they must be
powered by the electrical system. repaired by an "appropriately rated repair station"
or replaced. If static pressure system is at fault,
16-12. MAINTENANCE. Proper maintenance of use following procedure to locate leakage.
pitot and static system is essential for proper opera_ k. Attach a source of positive pressure to static
tion of altimeter, vertical speed and airspeed indi- source opening. Figure 16-4 shows one method of
cators. Leaks, moisture and obstructions in pitot obtaining positive pressure.
system will result in false airspeed indications,
while static system malfunctions will affect readings
of all three instruments. Under instrument flight
conditions, these instrument errors could be hazar- Do not apply positive pressure with airspeed
dous. Cleanliness and security are the principal indicator or vertical speed indicator connect-
rules for system maintenance. The pitot tube and ed to static pressure system.
static ports MUST be kept clean and unobstructed.
1. Slowly apply positive pressure until altimeter
16-13. STATIC PRESSURE SYSTEM INSPECTION indicates a 500-foot decrease in altitude and main-
AND LEAKAGE TEST. The following procedure tain this altimeter indication while checking for leaks.
outlines inspection and testing of static pressure Coat line connections, static pressure alternate
system, assuming altimeter has been tested and in- source valve and static source flange with solution of
spected in accordance with current Federal Aviation mild soap and water, watching for bubbles to locate
Regulations. leaks.
a. Ensure static system is free from entrapped m. Tighten leaking connections. Repair or replace
moisture and restrictions. parts found defective.
b. Ensure no alterations or deformations of air n. Reconnect airspeed and vertical speed indicators
frame surface have been made which would affect into static pressure system and repeat leakage test
the relationship between air pressure in static pres- per steps "c" thru "h".
sure system and true ambient static air pressure for
any flight configuration. 16-14. PITOT SYSTEM INSPECTION AND LEAKAGE
c. Seal off one static pressure source opening with TEST. To check pitot system for leaks, fasten a
plastic tape. This MUST be an air-tight seal. piece of rubber or plastic tubing over pitot tube, close
d. Close static pressure alternate source valve, if opposite end of tubing and slowly roll up tube until
installed. airspeed indicator registers in cruise range. Se-
e. Attach a source of suction to remaining static cure tube and after a few minutes recheck airspeed
pressure source opening. Figure 16-4 shows one indicator. Any leakage will have reduced the pres-
method of obtaining suction. sure in system, resulting in a lower airspeed indi-
f. Slowly apply suction until altimeter indicates a cation. Slowly unroll tubing before removing it, so
1000-foot increase in altitude. pressure is reduced gradually. Otherwise instru-
ment may be damaged. If test reveals a leak in sys-
tem, check all connections for tightness.

When applying or releasing 16-15. BLOWING OUT LINES. Although pitot sys-
suction, do not
exceed range of vertical speed indicator or tem is designed to drain down to pitot tube opening,
airspeed indicator. condensation may collect at other points in system
and produce a partial obstruction. To clear line,
g. Cut off suction source to maintain a "closed" disconnect at airspeed indicator. Using low pres-
system for one minute. Leakage shall not exceed sure air, blow from indicator end of line toward
pitot tube.

Change 1 16-5
 THICK-WALLED
SURGICAL HOSE
PRESSURE

RREESSURE BSLEEDED-OFF

AIR BULB
WITH CHECK ye
VALVES

CLAMP

CLAMP
THICK-WALLED
SURGICAL HOSE

CHECK VALVE

NOTE

Air bulb with check valves may be obtained

locally from a surgical supply company.
SUCTION CHECK VALVE This is the type used in measuring blood
pressure.

TO APPLY SUCTION:

1. Squeeze air bulb to expel as much air as possible.

2. Hold suction hose firmly against static pressure source opening.

3. Slowly release air bulb to obtain desired suction, then pinch hose shut tightly to trap suction in
system.

4. After leak test, release suction slowly by intermittently allowing a small amount of air to enter
static system. To do this, tilt end of suction hose away from opening, then immediately tilt it
back against opening. Wait until vertical speed indicator approaches zero, then repeat. Con-
tinue to admit this small amount of air intermittently until all suction is released, then remove
test equipment.
TO APPLY PRESSURE:

(CAUTION)
Do not apply positive pressure with airspeed indicator or vertical speed
indicator connected into static system.

1. Hold pressure hose firmly against static pressure source opening.

2. Slowly squeeze air bulb to apply desired pressure to static system. Desired pressure may be
maintained by repeatedly squeezing bulb to replace any air escaping through leaks.

3. Release pressure by slowly opening pressure bleed-off screw, then remove test equipment.

Figure 16-4. Static System Test Equipment

16-6
 16-16. REMOVAL AND INSTALLATION.
(Refer to figure 16-2.) To remove pitot mast
through remove four mounting screws on side of
Never blow pitot or static lines toward
instruments. connector (21) and pull mast out of connector far
enough to disconnect pitot line (5). Electrical con-
Like pitot lines, static pressure lines must be kept nections to heater assembly (if installed) may be
clear and connections tight. All models have static disconnected through wing access plate just inboard
source sumps which collect moisture of mast. Pitot and static lines are removed in the
and keep sys
tem clear. However, when necessary, usual manner, after removing wing access plates,
disconnect
static line at first instrument to which it is connect- lower wing fairing strip and upholstery as required.
ed, then blow line clear with low-pressure Installation of tubing will be simpler if a guide wire
air.
is drawn in as tubing is removed from wing. The
NOTE
tubing may be removed intact by drawing it out
through cabin and right door. When replacing com-
On aircraft ponents of pitot and static pressure systems, use
equipped with alternate static anti-seize compound sparingly on male threads on
source, use same procedure, opening
alternate both metal and plastic connections. Avoid excess
static source valve momentaril
to clear line, then close valve and clear compound which might enter lines. Tighten con-
nections firmly, but avoid overtightening and dis-
remainder of system
torting fittings. If twisting of plastic tubing is
encountered when tightening fittings, VV-P-236
Check all static pressure line connections for ti ht-
n ess. If h oses or hose connections are used, check (USP Petrolatum), may be applied sparingly between
for general condition and clamps for security. Re-
tubing and fittings.
place hoses which have cracked, hardened or show
other signs of deterioration.

16-17. TROUBLE SHOOTING--PITOT STATIC SYSTEM.

TROUBLE PROBABLE CAUSE REMEDY

LOW OR SLUGGISH AIRSPEED Pitot tube obstructed, leak or Test pitot tube and line for leaks
INDICATION. (Normal altimeter obstruction in pitot line. or obstructions. Blow out tube
and vertical speed.) and line, repair or replace dam-
aged line.

INCORRECT OR SLUGGISH Leaks or obstruction in static Test line for leaks and obstruc-
RESPONSE. (all three line. tions. Repair or replace line,
instruments, ) blow out obstructed line,

16-18. TRUE AIRSPEED INDICATOR. A true air- on adjustable ring aligns with 120 mph on indicator.
60°F
speed indicator may be installed. This indicator, Holding this setting, move retainer (3) until
equipped with a conversion ring, may be rotated until aligns with zero pressure altitude, then tighten
pressure altitude is aligned with outside air tempera- mounting screws (2) and replace decorative cover.
ture, then airspeed indicated on instrument is read
as true airspeed on adjustable ring. Refer to figure NOTE
16-3 for removal and installation. Upon installation,
before tightening mounting screws (2), calibrate the On indicators graduated in knots, use 105
instrument as follows: Rotate ring (4) until 120 mph knots instead of 120 miles per hour in the
above calibration procedure.
SHOP NOT ES:

Change 3 16-7
16-19. TROUBLE SHOOTING--AIRSPEED INDICATOR.

TROUBLE PROBABLE CAUSE REMEDY

HAND FAILS TO RESPOND. Pitot pressure connection not Test line and connection for leaks.
properly connected to pres- Repair or replace damaged line,
sure line from pitot tube. tighten connections.
Pitot or static lines clogged. Check line for obstructions. Blow
out lines.

INCORRECT INDICATION Leak in pitot or static lines. Test lines and connections for
OR HAND OSCILLATES. leaks. Repair or replace dam-
aged lines, tighten connections.

Defective mechanism or Substitute known-good indicator

leaking diaphragm. and check reading. Replace
instrument.

Leaking diaphragm. Substitute known-good indicator

and check reading. Replace
instrument.

Alternate static source valve Check visually. Close for

open. THRU U20601596, normal operation.
(Refer to Paragraph 16-11) U20601619 THRU U20601632
AND THRU P20601587.

HAND VIBRATES. Excessive vibration. Check panel shock mounts. Re-

place defective shock mounts.

Excessive tubing vibration. Check clamps and line connections

for security. Tighten clamps and
connections, replace tubing with
flexible hose.

SHOP NOTES:

16-8 Change 1
16-20. TROUBLE SHOOTING--ALTIMETER

TROUBLE PROBABLE CAUSE REMEDY

INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.

OPERATE. Blow out lines.

Defective mechanism. Substitute known-good alti-

meter and check reading.
Replace instrument.

INCORRECT INDICATION. Hands not carefully set. Reset hands with knob.

Leaking diaphragm. Substitute known-good alti-

meter and check reading.
Replace instrument.

Pointers out of calibration. Compare reading with known-

good altimeter. Replace
instrument.

HAND OSCILLATES. Static pressure irregular. Check lines for obstruction

or leaks. Blow out lines,
tighten connections.

Leak in airspeed or vertical Check other instruments and

speed indicator installations. system plumbing for leaks.
Blow out lines, tighten con-
nections.

16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR.

TROUBLE PROBABLE CAUSE REMEDY

INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.

OPERATE. Blow out lines.

Static line broken. Check line for damage, con-

nections for security. Re-
pair or replace damaged line,
tighten connections.

INCORRECT INDICATION. Partially plugged static line. Check line for obstructions.
Blow out lines.

Ruptured diaphragm. Substitute known-good indicator

and check reading. Replace
instrument.

Pointer off zero. Reset pointer to zero. Reset

pointer to zero.

POINTER OSCILLATES. Partially plugged static line. Check line for obstructions.
Blow out lines.

16-9
16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR. (Cont)

TROUBLE PROBABLE CAUSE REMEDY

POINTER OSCILLATES. (cont). Leak in static line. Test lines and connections for
leaks. Repair or replace dam-
aged lines, tighten connections.

Leak in instrument case. Substitute known-good indicator

and check reading. Replace
instrument.

HAND VIBRATES. Excessive vibration. Check shock mounts. Replace

defective shock mounts.

Defective diaphragm. Substitute known-good indicator

and check for vibration. Re-
place instrument.

16-22. TROUBLE SHOOTING--PITOT TUBE HEATER.

TROUBLE PROBABLE CAUSE REMEDY

TUBE DOES NOT HEAT OR Switch turned "OFF." Turn switch "ON."
CLEAR ICE.
Blown fuse. Check fuse. Replace fuse.

Break in wiring. Test for open circuit. Repair

wiring.

Heating element burned out. Check resistance of heating

element. Replace element.

16-23. VACUUM SYSTEM (Refer to Figure 16-5) the system. A discharge tube is connected to the
pump to expell the air from the pump overboard. A
16-24. DESCRIPTION. Through Aircraft Serial suction relief valve is used to control system pres-
U20601956 suction to operate the gyros is provided sure and is connected between the pump inlet and the
by an engine-driven vacuum pump, gear-driven instruments. In the cabin, the vacuum line is routed
through a spline-type coupling. The vacuum pump from the gyro instruments to the relief valve at the
discharge air passes through an oil separator, where firewall. A central air filtering system is utilized.
the oil, which passes through the pump for lubrica- The reading of the suction gage indicates net differ-
tion, is returned to the engine and the air is expelled ence in suction before and after air passes through
overboard. Beginning with Aircraft Serial U20601957 a gyro. This differential pressure will gradually
a dry vacuum system is installed. This system uti- decrease as the central air filter becomes dirty,
lizes a sealed bearing, engine-driven vacuum pump, causing a lower reading on the suction gage.
which eliminates the oil separation components from

16-25. TROUBLE SHOOTING--VACUUM SYSTEM --THRU U20601956 (WET SYSTEM)

TROUBLE PROBABLE CAUSE REMEDY

HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, than valve. Com-
valve screen clogged, relief pare gage readings with new gage.
valve malfunction. Clean screen, reset valve. Re-
place gage.

16-10 Change 1
 13

NOTE

Refer to paragraph
16-30 for relief valve
adjustment.

FIREWALL

Detail

12
12

11 8

6
10

10

8
BEGINNING WITH 1972 MODELS THRU 1971 MODELS
Detail 6 Detail 6
1. Oil Separator 7. Filter Element 13. Relief Valve
2. Vent 8. Wing Nut 14. Vacuum Adjust
3. Bracket 9. Suction Hose 15. Tube Locator
4. Oil Return (To Engine) 10. Suction Gage 16. Firewall
5. Vacuum Pump 11. Directional Gyro 17. O-Ring
6. Bracket 12. Gyro Horizon 18. Fitting
THRU AIRCRAFT 19. Cross Assembly
SERIAL U20602199

Figure 16-5. Vacuum System (Sheet 1 of 3) Wet System

Change 3 16-11
 10

NOTE oco a o

Refer
16-30
to paragraph g Detail D
for relief valve
adjustment. THRU U20603020

5 16

13

Detail Û

BEGINNING WITH
9 5 AIRCRAFT SERIAL
U20601957
#FOR TU206 MODELS, VENT
(DRY SYSTEM) D
TUBE IS POSITIONED AS SHOWN

Figure 16-5. Vacuum System (Sheet 2 of 3) Dry System

16-12 Change 3
 7

19

Detaii D

BEGINNING WITH U20603021

Figure 16-5. Vacuum System (Sheet 3 of 3) Dry System

Change 3 16-12A
16-25. TROUBLE SHOOTING--VACUUM SYSTEM--THRU U20601956 (WET SYSTEM) (cont)

TROUBLE PROBABLE CAUSE REMEDY

NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter as
READING, SLUGGISH OR necessary.
ERRATIC GYRO RESPONSE.

LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnect
READINGS. instruments and relief valve, and test pump. Repair or replace
relief valve out of adjustment, lines, adjust or replace relief
defective pump, restriction valve, repair or replace pump.
in oil separator or pump clean oil separator.
discharge line.

Central air filter dirty. Clean or replace filter as

necessary.

SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.
valve. Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve.

OIL COMES OVER IN PUMP Oil seperator clogged, oil return Check oil seperator, return line.
DISCHARGE LINE. line obstructed, excessive oil flow Check that pump oil return rate
through pump. does not exceed 120 cc/hour
(approx. 8 drops/minute), at 50
psi oil pressure. Clean oil sepa-
rator is Stoddard solvent, blow
dry. Blow out lines. If pump oil
consumption is excessive, re-
place oil metering collar and pin
in pump.

16-25A. TROUBLE SHOOTING--VACUUM SYSTEM--BEGINNING WITH U20601957 (DRY SYSTEM)

TROUBLE PROBABLE CAUSE REMEDY

HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, then valve. Com-
valve screen clogged, relief pare gage readings with new gage.
valve malfunction. Clean screen, reset valve. Re-
place gage.

NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter as
READING, SLUGGISH OR necessary.
ERRATIC GYRO RESPONSE.

LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnect
READINGS. instruments and relief valve, and test pump. Repair or replace
relief valve out of adjustment, lines, adjust or replace relief
defective pump. valve, repair or replace pump.

Central air filter dirty. Clean or replace filter as

necessary

16-12B Change 3
16-25A. TROUBLE SHOOTING--BEGINNING WITH U20601957 DRY SYSTEM (Cont)

TROUBLE PROBABLE CAUSE REMEDY

SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.
valve. Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve.

16-26. TROUBLE SHOOTING--GYROS.

TROUBLE PROBABLE CAUSE REMEDY

HORIZON BAR FAILS TO Central filter dirty. Check filter. Clean or replace
RESPOND. filter.

Suction relief valve improperly Adjust or replace relief valve.

adjusted.

Faulty suction gage. Substitute known-good suction

gage and check gyro response.
Replace suction gage.

Vacuum pump failure. Check pump. Replace pump.

Vacuum line kinked or leaking. Check lines for damage and leaks.
Repair or replace damaged lines,
tighten connections.

HORIZON BAR DOES NOT Defective mechanism. Substitute known-good gyro and
SETTLE. check indication. Replace in-
strument.

Insufficient vacuum. Adjust or replace relief valve.

Excessive vibration. Check panel shock-mounts.

Replace defective shock-mounts.

HORIZON BAR OSCILLATES Central filter dirty. Check filter. Clean or replace
OR VIBRATES EXCESSIVELY. filter.

Suction relief valve im- Adjust or replace relief valve.

properly adjusted.

Faulty suction gage. Substitute known-good suction

gage and check gyro indication.
Replace suction gage.

Defective mechanism. Substitute known-good gyro and

check indication. Replace in-
strument.

Excessive vibration. Check panel shock-mounts. Re-

place defective shock-mounts.

Change 1 16-13
16-26. TROUBLE SHOOTING--GYROS. (Cont).

TROUBLE PROBABLE CAUSE REMEDY

EXCESSIVE DRIFT IN Central air filter dirty. Check filter. Clean or replace
EITHER DIRECTION. filter.

Low vacuum, relief valve Adjust or replace relief valve.

improperly adjusted.

Faulty suction gage. Substitute known-good suction

gage and check gyro indication.
Replace suction gage.

Vacuum pump failure. Check pump. Replace pump.

Vacuum line kinked or Check lines for damage and

leaking. leaks. Repair or replace dam-
aged lines, tighten connections.

DIAL SPINS IN ONE Operating limits have been Replace instrument.

DIRECTION CONTINU- exceeded.
OUSLY.
Defective mechanism. Substitute known-good gyro
and check indication. Replace
instrument.

16-27. TROUBLE SHOOTING--VACUUM PUMP (Wet System)

TROUBLE PROBABLE CAUSE REMEDY

EXCESSIVE OIL IN DISCHARGE. Damaged engine drive seal. Replace gasket.

Oil separator clogged, oil Clean oil separator with Stoddard

return line obstructed, ex- solvent, then blow dry. Blow out
cessive oil flow through pump. lines. If pump oil consumption is
excessive, replace oil metering
pin in pump.

HIGH SUCTION. Suction relief valve Clean or replace screen.

screen clogged.

LOW SUCTION. Relief valve leaking. Replace relief valve.

Vacuum pump failure. Replace vacuum pump.

16-27A. TROUBLE SHOOTING --

VACUUM PUMP (Dry System)

TROUBLE PROBABLE CAUSE REMEDY

OIL IN DISCHARGE. Damaged pump drive seal. Replace gasket.

16-14 Change 1
16-27A. TROUBLE SHOOTING--VACUUM PUMP (Wet System) (Cont)

TROUBLE PROBABLE CAUSE REMEDY

HIGH SUCTION. Suction relief valve Clean or replace screen.

screen clogged.

LOW SUCTION. Relief valve leaking. Replace relief valve.

Vacuum pump failure. Replace vacuum pump.

16-28. 16-29. CLEANING. Low pressure, dry compressed

REMOVAL AND INSTALLATION OF COM-
PONENTS. Through Aircraft Serial U20601956 the air should be used in cleaning vacuum system com-
various components of the vacuum system are se- ponents. The suction relief valve should be washed
cured by conventional clamps, mounting screws and with Stoddard solvent then dried with low-pressure
nuts. To remove a component, remove mounting air. Refer to Section 2 for central air filter. Check
screws and disconnect inlet and discharge lines. hose for collapsed inner liners as well as external
When replacing a vacuum system component, ensure damage.
connections are made correctly. Use thread lubri-
cant sparingly and only on male threads. Avoid over-
tightening connections. Before reinstalling a vacuum Never apply compressed air to lines or com-
pump, probe oil passages in pump and engine, to ponents installed in aircraft. The excessive
make sure they are open. Place mounting pad gasket pressures will damage gyros. If an obstruc-
in position over studs and ensure it does not block oil ted line is to be blown out, disconnect at both
passages. Coat pump drive splines lightly with a ends and blow from instrument panel out.
high-temperature grease such as Dow Silicone #30
(Dow-Corning Co., Midland, Mich.). After install- 16-30. VACUUM RELIEF VALVE ADJUSTMENT.
ing pump, before connecting plumbing, start engine A suction gage reading of 5. 3 inches of mercury is
and hold a piece of paper over pump discharge to desirable for gyro instruments. However, a range
check for proper lubrication. Proper oil flow through of 4. 6 to 5. 4 inches of mercury is acceptable. To
pump is one to four fluid ounces per hour. adjust relief valve, remove control air filter, run
engine to 2200 rpm on ground and adjust relief valve
16-28A. REMOVAL AND INSTALLATION OF COM- to 5. 3 ± 1 inches of mercury.
.

PONENTS. Beginning with U20601957 the various

components of the vacuum system are secured by con-
ventional clamps, mounting screws and nuts. To re-
move a component, remove mounting screws and dis- Do not exceed maximum engine temperature.
connect inlet and discharge lines. Cap open lines and
NOTE
fitting to prevent dirt from entering the system.
When replacing a vacuum system component, ensure The relief valve on turbocharged aircraft
connections are made correctly. Use no lubricants is alitude compensated by an internal an-
on any components when assembling a dry vacuum eroid. Operation of the compensating
system. Avoid over-tightening connections. Before mechanism is automatic. Standard relief
installing the vacuum pump, place mounting pad gas- valve adjustment applies to the compens-
ket in position over studs. Be sure all lines and fit- ated relief valve.
tings are open and caps are removed.
Be sure filter element is clean before installing. If
SHOPNOTES : reading drops noticeably, install new filter element.

Change 1 16-14A/16-14B(blank)
16-30. VACUUM RELIEF VALVE ADJUSTMENT. NOTE
A suction gage reading of 5. 3 inches of mercury is
desirable for gyro instruments. However, a range Before replacing a tachometer cable in hous-
of 4.6 to 5.4 inches of mercury is acceptable. To ing, coat lower two thirds with AC Type ST-
adjust relief valve, remove control air filter, run 640 speedometer cable grease or Lubriplate
engine to 2200 rpm on ground and adjust relief valve No. 110. Insert cable in housing as far as
to 5. 3 ± 1 inches of mercury.
. possible, then slowly rotate to make sure it
is seated in engine fitting. Insert cable in
tachometer, making sure it is seated in drive
shaft, then reconnect housing and torque to
Do not exceed maximum engine temperature. 50 pound-inches (at instrument).

Be sure filter element is clean before installing. If 16-34. MANIFOLD PRESSURE/FUEL FLOW INDI-
reading drops noticeably, install new filter element. CATOR.

16-31. ENGINE INDICATORS. 15-35. DESCRIPTION. The manifold pressure and

fuel flow indicators are in one instrument case.
16-32. TACHOMETER. However, each instrument operates independently.
The manifold pressure gage is a barometric instru-
16-33. DESCRIPTION. The tachometer is a mechan- ment which indicates absolute pressure in the intake
ical indicator driven at half crankshaft speed by a manifold inches of mercury. The fuel flow indicator
flexible shaft. Most tachometer difficulities will be is a pressure instrument calibrated in gallons per
found in the drive-shaft. To function properly, the hour, indicating approximate gallons of fuel metered
shaft housing must be free of kinks, dents and sharp per hour to the engine. Pressure for operating the
bends. There should be no bend on a radius shorter indicator is obtained through a hose from the fuel
than six inches and no bend within three inches of manifold valve. The fuel flow indicator is vented to
either terminal. If a tachometer is noisy or pointer atmospheric pressure with standard engines and to
oscillates, check cable housing for kinks, sharp turbocharger outlet pressure on turbocharged en-
bends and damage. Disconnect cable at tachometer gines.
and pull it out of housing. Check cable for worn
spots, breaks and kinks.

16-36. TROUBLE SHOOTING --

FUEL FLOW INDICATOR.

TROUBLE PROBABLE CAUSE REMEDY

DOES NOT REGISTER. Pressure line clogged. Blow out line.

Pressure line broken. Repair or replace damaged line.

Fractured bellows or Replace instrument.

damaged mechanism.

Clogged snubber orifice. Replace instrument.

Pointer loose on staff. Replace instrument.

POINTER FAILS TO RETURN Foreign matter in line. Blow out line.

TO ZERO.
Clogged snubber orifice. Replace instrument.

Damaged bellows or Replace instrument.

mechanism.

INCORRECT OR ERRATIC Damaged or dirty mechanism. Replace instrument.

READING.
Pointer bent, rubbing on dial Replace instrument.
or glass.

Leak or partial obstruction Blow out dirty line, repair

in pressure or vent line. or tighten loose connections.

16-15
16-37. TROUBLE SHOOTING --
MANIFOLD PRESSURE INDICATOR.

TROUBLE PROBABLE CAUSE REMEDY

EXCESSIVE ERROR AT EXIST- Pointer shifted. Replace instrument.

ING BAROMETRIC PRESSURE.
Leak in vacuum bellows. Replace instrument.

Loose pointer. Replace instrument.

Leak in pressure line. Repair or replace damaged

line, tighten connections.

Condensate or fuel in line. Blow out line.

JERKY MOVEMENT OF Excessive internal friction. Replace instrument.

POINTER.
Rocker shaft screws tight. Replace instrument.

Link springs too tight. Replace instrument.

Dirty pivot bearings. Replace instrument.

Defective mechanism. Replace instrument.

Leak in pressure line. Repair or replace damaged

line, tighten connections.

SLUGGISH OPERA TION OF Foreign matter in line. Blow out line.

POINTER.
Damping needle dirty. Replace instrument.

Leak in pressure line. Repair or replace damaged line,

tighten connections.

EXCESSIVE POINTER VIBRA- Tight rocker pivot bearings. Replace instrument.

TION.
Excessive vibration. Tighten mounting screws.

IMPROPER CALIBRATION. Faulty mechanism. Replace instrument.

NO POINTER MOVEMENT. Faulty mechanism. Replace instrument.

Broken pressure line. Repair or replace damaged

line.

16-16
16-38. CYLINDER HEAD TEMPERATURE GAGE. on the gage for calibration purposes.

16-39. DESCRIPTION. The temperature bulb regu- NOTE

lates electrical power through the cylinder head tem-
perature gage. The gage and bulb require little or no A Cylinder Head Temperature Gage Calibra-
maintenance other than cleaning, making sure lead is tion Unit, SK182-43 is available and may be
properly supported and all connections are clean, tight ordered through the Cessna Service Parts
and properly insulated. A potentiometer is installed Center.

16-40. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

GAGE INOPERATIVE. No current to circuit. Repair electrical circuit.

Defective gage, bulb or Repair or replace defective

circuit. items.

GAGE FLUCTUATES Loose or broken wire per- Repair or replace defective

RAPIDLY. mitting alternate make and wire.
break of gage circuit.

GAGE READS TOO HIGH High voltage. Check "A" terminal.

ON SCALE.
Gage off calibration. Recalibrate or replace gage.

GAGE READS TOO LOW Low voltage. Check voltage supply and
ON SCALE. "D" terminal.

Gage off calibration. Recalibrate or replace gage.

GAGE READS OFF SCALE Break in bulb. Replace bulb.

AT HIGH END.
Break in bulb lead. Replace bulb.

Internal break in gage. Replace gage.

OBVIOUSLY INCORRECT Defective gage mechanism. Replace gage.

READING.
Incorrect calibration. Recalibrate .

16-41. OIL PRESSURE GAGE. main oil gallery. The oil pressure line from the in-
strument to the
engine should be filled with kerosene,
16-42. DESCRIPTION. The Bourdon tube-type oil especially during cold weather operation, to attain
pressure gage is a direct-reading instrument, opera- an immediate oil indication.
ted by a pressure pickup line connected to the engine

16-17
 16-43. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

GAGE DOES NOT REGISTER. Pressure line clogged. Check line for obstructions. Clean
line.

Pressure line broken. Check line for leaks and damage.

Repair or replace damaged line.

Fractured Bourdon tube. Replace instrument.

Gage pointer loose on staff. Replace instrument.

Damaged gage movement. Replace instrument.

GAGE POINTER FAILS Foreign matter in line. Check line for obstructions.
TO RETURN TO ZERO. Clean line.

Foreign matter in Bourdon Replace instrument.

tube.
Bourdon tube stretched. Replace instrument.

GAGE DOES NOT REGISTER Faulty mechanism. Replace instrument.

PROPERLY.

GAGE HAS ERRATIC Worn or bent movement. Replace instrument.

OPERATION.
Foreign matter in Bourdon Replace instrument.
tube.
Dirty or corroded movement. Replace instrument.

Pointer bent and rubbing on Replace instrument.

dial, dial screw or glass.

Leak in pressure line. Check line for leaks and dam-

age. Repair or replace
damaged line.

16-44. OIL TEMPERATURE GAGE. operated variable-resistance transmitter in each

fuel tank. The full position of float produces a mini-
16-45. DESCRIPTION. The oil temperature gage is mum resistance through transmitter, permitting
a Bourdon-type pressure instrument connected by maximum current flow through the fuel quantity indi-
armored capillary tubing to a temperature bulb in the cator and maximum pointer deflection. As fuel level
engine. The temperature bulb, capillary tube and is lowered, resistance in transmitter is increased,
gage are filled with fluid and sealed. Expansion and producing a decreased current flow through fuel quan-
contraction of fluid in the bulb with temperature tity indicator and a smaller pointer deflection. Be-
changes operates gage. Checking capillary tube for ginning with Serial U206-01573, a heat sink assembly
damage and fittings for security is the only mainte- (Voltage Regulator) is incorporated into the fuel quan-
nance required. Since the tube's inside diameter tity indicating system of aircraft equipped with a 24-
is small, small dents and kinks which would be quite volt system. The unit is mounted on top of the glove
acceptable in larger tubing ma y partially or completly box thru U20602199 and is located under the glove
close off capillary, making gage inoperative. box beginning with U20602200. The unit converts 28-
volt current flow from the bus to a 14-volt current
16-46. FUEL QUANTITY INDICATING SYSTEM. flow to the fuel quantity indicators and transmitters.
Refer to the 24-volt part of Section 20 in this Service
16-47. DESCRIPTION. The magnetic type fuel quan- Manual for a schematic wiring diagram of the Heat
tity indicators are used in conjunction with a float- Sink Assembly.
16-18 Change 1
 16-48. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

FAILURE TO INDICATE. No power to indicator or trans- Check fuse and inspect for open
mitter. (Pointer stays below E.) circuit. Replace fuse, repair
or replace defective wire.

Grounded wire. (Pointer stays Check for partial ground between

above F.) transmitter and gage. Repair or
replace defective wire.

Low voltage. Check voltage at indicator.

Correct voltage.

Defective indicator. Substitute known-good indicator.

Replace indicator.

OFF CALIBRATION. Defective indicator. Substitute known-good indicator.

Replace indicator.

Defective transmitter. Substitute known-good transmitter.

Recalibrate or replace.

Low or high voltage. Check voltage at indicator.

Correct voltage.

STICKY OR SLUGGISH Defective indicator. Substitute known-good indicator.

INDICATOR OPERATION. Replace indicator.

Low voltage. Check voltage at indicator.

Correct voltag

ERRATIC READINGS. Loose or broken wiring on Inspect circuit wiring.

indicator or transmitter. Repair or replace defective wire.

Defective indicator or trans- Substitute known-good component.

mitter. Replace indicator or transmitter.
Defective master switch. Replace switch.

16-49. TRANSMITTER CALIBRATION. Chances of arm to rest against lower float arm stop and read
transmitter calibration changing in normal service indicator. The pointer should be on E (empty) posi-
is remote, however, it is possible that float arm or tion. If not, adjust lower stop so pointer indicator
float arm stops may become bent if transmitter is is on E (empty). Raise float until arm is against
removed from cell. Transmitter calibration is ob- upper stop and adjust stop to permit indicator point-
tained by adjusting float travel. Float travel is er to be on F (full). Install transmitter in accordance
limited by float arm stops. with Paragraph 16-49A and Section 13.

16-49A, REMOVAL AND INSTALLATION FUEL

QUANTITY TRANSMITTERS. (Refer to Section 13,
Use extreme caution while working with electri- figure 13-5.) Observe precautions of Section 13-3
cal components of fuel system. The possi- when working with fuel components.
bility of electrical sparks around an "emptyn a. Drain fuel from cell.
fuel cell creates a hazardous situation. b. Remove wing root fairing.
c. Disconnect electrical lead and ground strap from
Before installing transmitter, attach electrical wires transmitter,
and place master switch in "ON" position. Allow float d. Remove screws through transmitter and wing
root rib, and remove transmitter.

Change 1 16-18A/16-18B(blank)
 HEAT SINK ASSEMBLY

GLOVE BOX COVER

Figure 16-6. Heat Sink Assembly (Voltage Regulator) Installation

e. Install transmitter by reversing preceding steps. b. Disconnect 3 wires from heat sink assembly and
No gasket paste should be used. tag for identification.
f. Fill fuel cell. Check for leaks and correct fuel c. Remove nuts, screws and washers attaching unit
quantity indication. to glove box and remove the unit.
d. Reverse preceding steps to install the heat sink
NOTE unit.

Be sure grounding is secure and in accordance 16-50. HOURMETER.

with figure 13-5.
16-51. DESCRIPTION. The hourmeter is electri-
cally operated instrument, actuated by a pressure
16-49B. REMOVAL AND INSTALLATION HEAT switch in the oil pressure gage line. Electrical
SINK. (Refer to figure 16-6.) power is supplied through a one-amp fuse from the
a. Turn off master switch or disconnect battery electrical clock circuit, and therefore will operate
leads. independent of master switch.

SHOP NOTES:

Change 1 16-19
16-52. ECONOMY MIXTURE INDICATOR. desirable fuel-air mixture for cruising flight at
less than 75°/o power. Exhaust gas temperature (EGT)
16-53. DESCRIPTION. The economy mixture indi- varies with ratio of fuel-to-air mixture entering
cator is an exhaust gas temperature (EGT) sensing engine cylinders. Refer to Owner's Manual for
device which is used to aid pilot in selecting most operating procedure of system.

16-54. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

GAGE INOPERATIVE. Defective gage, probe or Repair or replace defective

circuit. part.

INCORRECT READING. Indicator needs calibrating. Calibrate indicator in accordance

with paragraph 15-56.

FLUCTUATING READING. Loose, frayed or broken Tighten connections and re-

lead, permitting alternate pair or replace defective
make and break of circuit. leads.

16-55. CALIBRATION. A potentiometer adjustment 16-57. MAGNETIC COMPASS.

screw is provided behind the plastic cap at the back
of the instrument for calibration. This adjustment 16-58. DESCRIPTION. The magnetic compass is
screw is used to position the pointer over the refer- liquid-filled, with expansion provisions to compen-
ence increment line (4/5 of scale) at peak EGT. Es- sate for temperature changes. It is equipped with
tablish 659'e power in level flight, then carefully lean compensating magnets adjustable from the front of
the mixture to peak EGT. After the pointer has peaked, the case. The compass is internally lighted, con-
using the adjustment screw, position pointer over the trolled by the panel lights rheostat. No maintenance
reference increment line (4/5 of scale). is required on the compass except an occasional
check on a compass rose and replacement of the lamp.
NOTE The compass mount is attached by three screws to a
base plate which is bonded to the windshield with
This setting will provide relative tempera- methylene chloride. A tube containing the compass
ture indications for normal cruise power light wires is attached to the metal strip at the top of
settings within range of the instrument. the windshield. Removal of the compass is accom-
plished by removing the screw at the forward end of
Turning the screw clockwise increases the meter the compass mount, unfastening the metal strip at the
reading and counterclockwise decreases the meter top of the windshield and cutting the two wire splices.
reading. There is a stop in each direction and dam- Removal of the compass mount is accomplished by
age can occur if too much torque is applied against removing the outside air temperature probe and re-
600°F
stops. Approximately total adjustment is pro- moving the three screws attaching mount to the base
vided. The adjustable yellow pointer on the face of plate. Access to the inner screw is gained through a
the instrument is a reference pointer only. hole in the bottom of mount, through which a thin
screwdriver may be inserted. When installing the
16-56. REMOVAL AND INSTALLATION. Removal compass, it will be necessary to splice the compass
of the indicator is accomplished by removing the light wires.
mounting screws and disconnecting the leads. Tag
leads to facilitate installation. The thermocouple 16-59. STALL WARNING HORN AND TRANSMITTER.
probe is secured to the exhaust stack with a clamp.
When installing probe, tighten clamp to 45 pound- 16-60. DESCRIPTION. The stall warning horn is
inches and safety as required. mounted on the glove box. It is electrically operated

16-20 Change 1
and controlled by a stall warning transmitter mount- 16-62. DESCRIPTION. The turn-and-slip indicator
ed on leading edge of left wing. For further infor- is operated by the aircraft electrical system and
mation on warning horn and transmitter, refer to operates ONLY when the master switch is on. Its
Section 17. circuit is protected by an automatically-resetting
circuit breaker.
16-61. TURN-AND-SLIP INDICATOR.

16-63. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

INDICATOR POINTER FAILS TO Automatic resetting circuit Check circuit breaker.

RESPOND. breaker defective. Replace circuit breaker.
Master switch "OFF" or Check switch "ON." Replace
switch defective. defective switch.

Broken or grounded lead to Check circuit wiring. Repair

indicator. or replace defective wiring.

Indicator not grounded. Check ground wire. Repair

or replace defective wire.

Defective mechanism. Replace instrument.

HAND SLUGGISH IN Defective mechanism. Replace instrument.

RETURNING TO ZERO.
Low voltage. Check voltage at indicator.
Correct voltage.

POINTER DOES NOT INDICATE Defective mechanism. Replace instrument.

PROPER TURN.

HAND DOES NOT SIT Gimbal and rotor out of balance. Replace instrument.
ON ZERO.
Hand incorrectly sits on rod. Replace instrument.

Sensitivity spring adjustment Replace instrument.

pulls hand off zero.

IN COLD TEMPERATURES, Oil in indicator becomes too Replace instrument.

HAND FAILS TO RESPOND thick.
OR IS SLUGGISH.
Insufficient bearing end play. Replace instrument.

Low voltage. Check voltage at indicator.

Correct voltage.

NOISY GYRO. High voltage. Check voltage at indicator.

Correct voltage.

Loose or defective rotor Replace instrument.

bearings.

16-21
 16-64. TURN COORDINATOR. motion roll and yaw axes which is projected on a
single indicator. The gyro is a non-tumbling type re-
16-65. DESCRIPTION. The turn coordinator is an quiring no caging mechanism and incorporates an
electrically operated, gyroscopic, roll-rate turn a.c. brushless spin motor with a solid state inver-
indicator. Its gyro simultaneously senses rate of ter.
16-66. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

INDICATOR DOES NOT Friction caused by contamination Replace instrument.

RETURN TO CENTER. in the indicator damping.

Friction in gimbal assembly. Replace instrument.

DOES NOT INDICATE A Low voltage. Measure voltage at instrument.

STANDARD RATE TURN Correct voltage.
(TOO SLOW).
Inverter frequency changed. Replace instrument.

NOISY MOTOR. Faulty bearings. Replace instrument.

ROTOR DOES NOT START. Faulty electrical connection. Check continuity and voltage.
Correct voltage or replace
faulty wire.

Inverter malfunctioning. Replace instrument.

Motor shorted. Replace instrument.

Bearings frozen. Replace instrument.

IN COLD TEMPERATURES, Oil in indicator becomes Replace instrument.

HAND FAILS TO RESPOND too thick.
OR IS SLUGGISH.
Insufficient bearing end play. Replace instrument .

Low voltage. Check voltage at instrument.

Correct voltage.

NOISY GYRO. High voltage. Check voltage to instrument.

Correct voltage.

Loose or defective rotor Replace instrument.

bearings.

16-22
 3 1 sh Id
2 4 5
1

4
2
1 ass Card
8. Compass
9. Mount
10. Lockwasher
11. Washer
12. Electrical Lead
13. Metal Strip
6 y

BEGINNING MTH
1973 THRU 1972 1

4 1
12
Detail

Figure 16-7. Magnetic Compass Installation

16-67. ELECTRIC CLOCK. Manual override of the system may be accomplished

without damage to the aircraft or system. The
16-68. DESCRIPTION. The electric clock is con- ON-OFF valve (11) controls vacuum supply to distri-
nected to the battery through a one-ampere fuse butor valve, but does not affect electrically operated
mounted adjacent to the battery box. The electrical turn coordinator
gyro. Installation of wing leveler
circuit is separate from the aircraft electrical sys- does vacuum relief valve settings.
not change Refer
tem and will operate when the master switch is OFF. to appropriate publication issued by manufacturer for
trouble shooting procedures.
16-69. WING LEVELER. (Refer to figure 16-8).
THRU AIRCRAFT SERIAL U20602199. 16-71. RIGGING.
a. Remove access plates as necessary to expose
16-70. DESCRIPTION. The wing leveler control components.
system, consisting of a turn coordinator (9), pneuma- b. Check distance between clamp (7) and swaged
tic servos (3), connecting cables (4) and hose (1 and ball (8). Adjust to 10.94 inches and tighten clamp
2) may be installed. The turn coordinator gyro sen- on cable.
ses changes in roll attitude, then electrically meters c. Position aileron in full UP position.
vacuum power from engine-driven vacuum pump to d. Adjust turnbuckle (5) until servo seal is fully
cylinder-piston servos, operating ailerons for lat- extended but not stretched. Spring (6) should now
eral stability. Manual control of system is afforded have cable (4) and clamp (7) pulled away from its
by the roll trim knob (10). Roll trim should not be normal angle approximately one inch.
used to correct faulty rigging or "wing heaviness".

Change 1 16-23
 NOTE

Restrictor valve (16), inverter (14)

and turn coordinator (9) must be re-
placed as a matched set.
1 * For field adjustment of
.
::, restrictor valve item (16)
-.
refer to Brittian Level- ---.

... Matic Operation and -/

j...
Service manual. .3:r'

1 14 15 16 10 4
5

6
11 Detail B
1. Right Aileron Vacuum Hose
2. Left Aileron Vacuum Hose
/ 3. Servo
4. Servo Cable
5. Turnbuckle
13 6. Spring
7. Clamp
8. Swaged Ball
9. Turn Coordinator
10. Roll Trim Knob
11. ON-OFF Control
12. Filter
12 2 13. Relief Valve Hose
THRU AIRCRAFT 14. Inverter
Detail SERIAL U20602199 15. Gyro Hose
16. Restrictor Valve

Figure 16-8. Wing Leveler Control System

16-24 Change 1
 SECTION 17

ELECTRICAL SYSTEMS

TABLE OF CONTENTS Page

Transistorized Voltage Regulator
ELECTRICAL SYSTEMS . . . . . . . . . .
17-2 24 Volt . . . . . . . . . . .
17-19
General................17-2 Description .........
17-19
Electrical Power Supply System . . . . .
17-2 Adjustment . . . . . . . . .
17-19
Description . . . . . . . . . . . .
17-2 Trouble Shooting . . . . . . .
17-19
Split Bus Bar . . . . . . . . . . .
17-2 Removal and Installation (12 Volt) 17-19
Description . . . . . . . . . . .
17-2 Removal and Installation (24 Volt) 17-19
Split Bus Power Relay . . . . . . .
17-2 Over-Voltage Warning Circuit
Description ...........17-2
24Volt ...........
17-21
Master Switch . . . . . . . . . . .
17-3 Description . . . . . . . . .
17-21
Description ...........17-3
Adjustment .........
17-21
Ammeter . . . . . . . . . . . . .
17-3 Removal and Installation . . .
17-21
Description . . . . . . . . . . .
17-3 Over-Voltage Sensor and Warning
Battery Power System . . . . . . . . .
17-3 Light-12 Volt (Beginning 1972
Battery..............17-3 Models ...........
17-21
Description ...........17-3

Description .........
17-21
Trouble Shooting . . . . . . . . .
17-3 Rigging Throttle Operated Micro-
Removal and Installation (12 Volt). .
17-4 Switch . . . . . . . . . . . . .
17-21
Removal and Installation (24 Volt). .
17-4 Auxiliary Electric Fuel Pump Flow
Cleaning the Battery . . . . . .
17-10 Rate Adjustment . . . . . . . .
17-21
Adding Electrolyte or Water Aircraft Lighting System . . . . . . .
17-22
to the Battery . . . . . . . .
17-10 Description . . . . . . . . . . .
17-22
Testing the Battery . . . . . . .
17-10 Trouble Shooting . . . . . . . . .
17-27
Charging the Battery . . . . . .
17-10 Landing and Taxi Lights . . . . . .
17-27
Battery Box . . . . . . . . . . .
17-10 Description . . . . . . . . . .
17-27
Description . . . . . . . . . .
17-10 Removal and Installation
Removal and Installation of thru 1971 Models . . . . . . .
17-27
12 Volt Battery Box . . . . .
17-11 Removal and Installation
Removal and Installation of Beginning with 1972 Models . .
17-27
24 Volt Battery Box . . . . .
17-11 Navigation Lights . . . . . . . . .
17-27
Maintenance of Battery Box . . .
17-11 Description 17-27
Battery Contactor . . . . . . . .
17-11 Removal and Installation . . . .
17-27
Description . . . . . . . . . .
17-11 Anti-Collision Strobe Lights . . . .
17-27
Removal and Installation 17-11 Description . . . . . . . . . .
17-27
Battery Contactor Closing Operational Requirements . . . .
17-27
Circuit . . . . . . . . . . . .
17-11 Removal and Installation . . . .
17-28
Description . . . . . . . . . .
17-11 Flashing Beacon Light . . . . . .
17-28
Ground Service Receptacle . . . .
17-12 Description . . . . . . . . . .
17-28
Description . . . . . . . . . .
17-12 Removal and Installation . . . .
17-30
Trouble Shooting . . . . . . . .
17-12 Instrument Lighting . . . . . . . .
17-30
Removal and Installation . . . .
17-13 Description . . . . . . . . . .
17-30
Alternator Power System . . . . .
17-13 Removal and Installation . . . .
17-30
Description . . . . . . . . . .
17-13 Removal and Installation of
Alternator . . . . . . . . . .
17-13 Transistorized Light Dimming .
17-30
Description . . . . . . . . .
17-13 Electroluminescent Panel Lighting .
17-30
Alternator Reverse Voltage Description . . . . . . . . . .
17-30
Damage . . . . . . . . . .
17-13 Pedestal Lights . . . . . . . . .
17-35
Trouble Shooting . . . . . . . .
17-15 Description . . . . . . . . . .
17-35
Removal and Installation . . . .
17-18 Removal and Installation . . . .
17-35
Alternator Field Circuit Instrument Post Lighting . . . . .
17-35
Protection . . . . . . . . . .
17-18 Description . . . . . . . . . .
17-35
Alternator Voltage Regulator-12 Removal and Installation . . . .
17-38
Volt ............
17-18 CourtesyLights .........
17-38
Description . . . . . . . . .
17-18 Description . . . . . . . . . .
17-38

Change 3 17-1
 Removal and Installation . . . .
17-38 Removal and Installation . . . .
17-44
Interior Lighting . . . . . . . . .
17-38 Cigar Lighter . . . . . . . . . .
17-44
Removal and Installation . . . .
17-38 Description . . . . . . . . . .
17-44
Control Wheel Map Lighting . . . .
17-38 Removal and Installation . . . .
17-44
Description . . . . . . . . . .
17-38 SkydivingKit. . . . . . . . . . .
17-45
Removal and Installation Description . . . . . . . . . .
17-45
Thru U206-1444 . . . . . . .
17-38 Removal and Installation . . . .
17-45
Removal and Installation Emergency Locator Transmitter . .
17-46
U20601445 thru U20601700 . . .
17-38 Description . . . . . . . . . .
17-46
Removal and Installation Operation . . . . . . . . . . .
17-46
U20601701 thru U20601757 . . .
17-38 Checkout Interval. . . . . . . .
17-46
Removal and Installation Removal and Installation of
Beginning with U20601758 Transmitter . . . . . . . . .
17-48
and All Service Parts Beginning Removal and Installation of
with U20601701 . . . . . . .
17-40 Antenna . . . . . . . . . . .
17-48
Compass and Radio Dial Lights. . .
17-40 Removal and Installation of Magne-
Description . . . . . . . . . .
17-40 sium Six Cell Battery Pack . .
17-48
Electric Clock . . . . . . . . . .
17-43 Removal and Installation of Lithium
Description . . . . . . . . . .
17-43 Four Cell Battery Pack . . . .
17-48
Stall Warning System . . . . . . .
17-43 Trouble Shooting . . . . . . . .
17-49
Description . . . . . . . . . .
17-43 Electrical Load Analysis Chart . .
17-51
Pitot and Stall Warning Heaters . .
17-44
Description . . . . . . . . . .
17-44

17-1. ELECTRICAL SYSTEMS. 17-5. SPLIT BUS BAR.

17-2. GENERAL. This section contains service in- 17-6. DESCRIPTION. Electrical power is supplied
formation necessary to maintain the Aircraft Electri- through a split bus bar. One side of the bus bar sup-
cal Power Supply System, Battery and External Power plies power to the electrical equipment while the other
Supply System, Alternator Power System, Aircraft side supplies the electronic installations. When the
Lighting System, Pitot Heater, Stall Warning, Cigar master switch is closed the battery contactor engages
Lighter and Electrical Load Analysis. and battery power is supplied to the electrical side of
the split bus bar. The electrical bus feeds battery
17-3. ELECTRICAL POWER SUPPLY SYSTEM- power to the electronics bus through a normally-
closed relay; this relay opens when the starter switch
17-4. DESCRIPTION. Electrical energy for the air- is engaged or when an external power source is used,
craft is supplied by a 14-volt or optional 24-volt, preventing transient voltages from damaging the semi-
direct-current, single wire, negative ground electri- conductor circuitry in the electronic installations.
cal system. A single 33 Amp-Hour 12-volt battery (Refer to figure 17-1.)
or optional 17 Amp-Hour, 24-volt battery supplies
power for starting and furnishes a reserve source of 17-7. SPLIT BUS POWER RELAY.
power in the event of alternator failure. An engine-
driven alternator is the normal source of power dur- 17-8. DESCRIPTION. A power relay is installed
ing flight and maintains a battery charge controlled behind the instrument panel on all aircraft utilizing
by a voltage regulator. An external power source a split bus bar. The relay is a normally-closed
receptacle is offered as optional equipment to supple- type, opening when external power is connected or
ment the battery alternator system for starting and when the starter is engaged, thus removing battery
ground operation. power from the electronic side of the split bus bar
and preventing transient voltages from damaging the
electronic installations. (Refer to figure 17-1.)

17-2 Change 3
17-9. MASTER SWITCH. between the battery and the aircraft bus. The meter
indicates the amount of current flowing either to or
17-10. DESCRIPTION. On models prior to 1970, from the battery. With a low battery and the engine
the operation of the battery and alternator system is operating at cruise speed the ammeter will show the
controlled by a single master switch. The switch is full alternator output when all electrical equipment is
a rocker type with double-pole, single-throw con- off. When the battery is fully charged and cruise
tacts. The switch, when operated, connects the bat- RPM is maintained with all electrical equipment off,
tery contactor coil to ground and the alternator field the ammeter will show a minimum charging rate.
circuit to the battery, activating the power systems.
On 1970 models and on, a new master switch is uti- 17-13. BATTERY POWER SYSTEM.
lized. This switch is an interlocking split rocker
with the battery mode on the right hand side and the 17-14. BATTERY.
alternator mode on the left hand side. This arrange-
ment allows the battery to be on the line without the 17-15. DESCRIPTION. On 14-volt systems, the
alternator, however, operation of the alternator battery is 12-volts and is approximately 33 ampere-
without the battery on the line is not possible. The hour capacity. On all 14-volt aircraft the battery is
switch is labeled "BAT" and "ALT" below the switch mounted on the forward, left side of the firewall.
and is located on the left hand side of the switch panel.
On the 1971 & on optional 28-volt systems, the bat-
17-11. AMMETER. tery is 24-volts and is approximately 17 ampere-
hour capacity. On 28-volt aircraft thru 1973 models
17-12. DESCRIPTION. The ammeter is connected the battery is mounted below the engine in the nose
wheel tunnel. Beginning with 1974 models the battery
is mounted on the left hand side of the firewall.
17-16. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

BATTERY WILL NOT SUPPLY Battery discharged. 1. Measure voltage at "BAT"

POWER TO BUS OR IS INCAP- terminal of battery contactor
ABLE OF CRANKING ENGINE with master switch and a suit-
able load such as a taxi light
turned on. Normal battery will
indicate 11. 5 volts or more on
a 14 volt system or 23 volts or
more on a 28 volt system. If
voltage is low proceed to step
2. If voltage is normal, pro-
ceed to step 3.

Battery faulty. 2. Check fluid level in cells

and charge 12-volt battery at
14 volts or 24-volt battery at
28 volts for approximately 30
minutes or until battery voltage
rises to 14 volts on 12-volt bat-
tery or 28 volts on 24-volt bat-
tery. If tester indicates a good
battery, the malfunction may be
assumed to be a discharged bat-
tery. If the tester indicates a
faulty battery, replace the
battery.

Faulty contactor or wiring. 3. Measure voltage at master

between contactor and master switch terminal (smallest) on
switch. contactor with master switch
closed. Normal indication is
zero volts. If voltage reads
zero, proceed to step 4. If a
voltage reading is obtained,
check wiring between contactor
and master switch. Also check
master switch.

Change 1 17-3
17-16. TROUBLE SHOOTING. (Cont.)

TROUBLE PROBABLE CAUSE REMEDY

BATTERY WILL NOT SUPPLY Open coil on contactor. 4. Check continuity between
POWER TO BUS OR IS INCAP- "BAT" terminal and master
ABLE OF CRANKING ENGINE switch terminal of contactor.
(Cont.) Normal indication on 14 volt
aircraft is 16-24 ohms. Nor-
mal indication on 28 volt air-
craft is 50-70 ohms. If ohm-
meter indicates an open coil,
replace contactor. If ohm-
meter indicates a good coil,
proceed to step 5.
Faulty contactor contacts. 5. Check voltage on "BUS"
side of contactor with master
switch closed. Meter nor-
mally indicates battery voltage.
If voltage is zero or intermit-
tent, replace contactor. If
voltage is normal, proceed to
step 6.

Faulty wiring between con- 6. Inspect wiring between con-

tactor and bus. tactor and bus. Repair or
replace wiring.

17-17. REMOVAL AND INSTALLATION OF 12 VOLT thus causing damage to the battery and bat-
BATTERY. (Refer to figure 17-2.) tery box support assembly.
a. To gain access to the battery, remove the upper
left half of cowling. e. Remove the upper engine cowling half to gain
b. Remove the battery box lid and disconnect the access to the nuts, washers and bolts securing the
battery ground cable. battery support assembly and ground strap to the
tunnel walls.
f. Remove the nut securing the ground strap to the
right side of the tunnel wall and push the bolt thru
Always remove the ground cable first and con- the tunnel hole to ensure the ground strap is free for
nect it lastto prevent accidentally shorting the removal.
battery to the airframe with tools. g. Remove three nuts and washers from each side of
the tunnel which secure the battery support assembly.
c. Disconnect the positive cable from the battery h. Inside the tunnel, remove the three bolts from
and remove the battery from aircraft. each side of the tunnel which secure the battery sup-
d. To install a battery, reverse this procedure. port assembly to the tunnel walls.
j. To reinstall the battery, reverse this procedure.
17-18. REMOVAL AND INSTALLATION OF 24 VOLT
BATTERY. (Refer to figure 17-2.) 17-18A. REMOVAL AND INSTALLATION. (28 VOLT
a. Turn Master Switch to OFF position. BEGINNING WITH 1974 MODELS.) (Refer to figure
b. Remove lower cowling access plate from tunnel 17-2.)
located under the engine. a. To gain access to the battery, remove the upper
c. Remove drain tube from battery box assembly. the engine cowling.
left half of
d. Remove quick disconnect cable assembly from b. Remove the battery box lid and disconnect the
battery box by loosening knob on the cable assembly. battery ground cable.

icAulL M icaulL M
Place a stand under the battery box and sup- Always remove the ground cable first and con-
port assembly before removing the nuts, nect to prevent accidentally shorting
it last
washers and bolts securing the battery sup- the battery to the airframe with tools.
port assembly to the tunnel. When these
nuts, washers and bolts are removed, the c. Disconnect the positive cable from the battery
complete battery and battery box support and remove the battery from the aircraft.
assembly will fall free from the aircraft, d. To install the battery, reverse this procedure.

17-4 Change 1
 3 4
2 3

1 6

1. Split Bus Power Relay

2. Washer
3. Screw
4. Radio Light Rheostat
5. Bracket Relay Mounting
-

6. Nut
7. Tandem Rheostat Assembly
8. Bracket Rheostat
-
Mounting
9. Diode Assembly Board
10. Spacer

610

6 9 8

987654 13 21

20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL

11. Master Switch 26. Cabin Light Circuit Breaker

12. Fuel Pump Switch 27. Flap Circuit Breaker
13. Magneto Switch 28. Fuel Pump Circuit Breaker
14. Console Light Switch (Opt) 29. Beacon Light Circuit Breaker
15. Oil Dilution Switch (Opt) 30. Electronics Bus Bar
16. Pitot Heat Switch (Opt) 31. Radio #4 Circuit Breaker (Opt)
17. Navigation Light Switch 32. Radio #3 Circuit Breaker (Opt)
18. Flashing Beacon Light Switch 33. Radio #2 Circuit Breaker (Opt)
19. Landing Light Switch 34. Radio #1 Circuit Breaker (Opt)
20. Generator Circuit Breaker 35. Auto Pilot Circuit Breaker (Opt)
21. Landing Light Circuit Breaker 36. Audio Amp Circuit Breaker (Opt)
22. Primary Bus Bar 37. Automatic Circuit Breaker, Gen.
23. Navigation Lights Circuit Breaker Field
24. Pitot Heat Circuit Breaker (Opt) 38. Automatic Circuit Breaker, Turn
25. Instrument Light Circuit Breaker Coordinator and Stall Horn
THRU 1969 MODELS ONLY

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 1 of 3) A
Change 1 17-5
 1. Screw 1
2. Washer 2
3. Bracket Relay Mounting
-
1
4. Set Screw 3
5. Instrument Light Control 5
6. Engine Radio Light Control
-

4
7. Lower Panel Light Control g
8. Rheostat 7
9. Spacer
10. Diode Assembly Board .
-

SNulit
Bus Power Relay
12

1 42 ‡

* NOTE 10

Beginning with aircraft serials

P20600635 and U20601493. 11

Detail

21 20 9 8 7 8 15 4

22 23 24 25 28 27 28 29 30 31 32 33 34 35 38 37 38 39 40 41 23
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL

13. Master Switch 28. Cabin Light Circuit Breaker

14. Fuel Pump Switch 29. Flap Circuit Breaker
15. Magneto Switch 30. Fuel Pump Circuit Breaker
16. Console Light Switch (Opt) 31. Flashing Beacon Light Circuit Breaker (Opt)
17. Oil Dilution Switch (Opt) 32. Electronics Bus Bar
18. Pitot Heat Switch (Opt) 33. Radio #4 Circuit Breaker (Opt)
19. Navigation Light Switch 34. Radio #3 Circuit Breaker (Opt)
20. Flashing Beacon Light Switch (Opt) 35. Radio #2 Circuit Breaker (Opt)
21. Landing Light Switch 36. Radio #1 Circuit Breaker (Opt)
22. Alternator Circuit Breaker 37. Auto Pilot Circuit Breaker (Opt)
23. Primary Bus Bar 38. Audio Amp Circuit Breaker (Opt)
24. Landing Light Circuit Breaker 39. Alt Reg Circuit Breaker
-
(Opt)
25. Navigation Lights Circuit Breaker 40. Turn Coordinator Circuit Breaker (Opt)
26. Pitot Heat Circuit Breaker (Opt) 41. Stall Warning Circuit Breaker (Opt)
27. Instrument Light Circuit Breaker 42. Resistor

1970 MODELS THRU 1973

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 2 of 3)
17-6 Change 1
 1 12O

O BEGINNING WITH U20603020 e i

A THRU U20602724 ON ' .

24 VOLT AIRCRAFT
1. Bolt 5 g
2. Washer
3. Split Bus Relay
4. Rheostat 4 '
5. Nut
6. Set Screw
7. Instrument Light Control 3
8. Engine-Radio Light Control 1 4
9. Lower Panel (EL Panel) Light Control
10. Resistor
10

Detail

3 14 15 16 7 18 19 20 21 2

12

11

43 23 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL (TYPICAL INSTALLATION)

11. Jumper Wire 28. Audio Amp Circuit Breaker

12. Diode 29. Autopilot Circuit Breaker
13. Landing Light Switch 30. Radio #1 Circuit Breaker
14. Taxi Light Switch 31. Radio #2 Circuit Breaker
15. Strobe Light Switch 32. Electronics Bus Bar
16. Flashing Beacon Light Switch 33. Radio #3 Circuit Breaker
17. Navigation Light Switch 34. Radio #4 Circuit Breaker
18. Pitot Heat Switch 35. Flashing Beacon Circuit Breaker
19. Post Light and Flood Light Switch 36. Fuel Pump Circuit Breaker
20. Magneto Switch 37. Flap Circuit Breaker
21. Fuel Pump Switch 38. Cabin Light Circuit Breaker
22. Master Switch 39. Instrument Light Circuit Breaker
23. Primary Bus Bar 40. Pitot Heat Circuit Breaker
24. Strobe Light Circuit Breaker 41. Naviagtion Light Circuit Breaker
25. Stall Warning Circuit Breaker 42. Landing Light Circuit Breaker
26. Turn Coordinator Circuit Breaker 43. Alternator Circuit Breaker
27. Alt-Reg Circuit Breaker 44. Spacer

BEGINNING WITH 1974 MODELS

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 3 of 3)

Change 3 17-6A
 11

10

13

12
14 2 1

12-VOLT SYSTEMS ONLY

1. Nut 6. Bolt 12. Power Cable

2. Lockwasher 7. Ground Cable 13. Clock Wire
3. Gnd Ser Recpt Cable 8. Fuse 14. Diode Wire
4. Starter Contactor Cable 9. Cap-Fuse 15. Battery Solenoid
5. Washer 10. Battery Box 16. Master Switch Wire
11. Fasteners

Figure 17-2. Battery Installation (Sheet 1 of 3)

17-6B Change 1
24-VOLT INSTALLATION
9

10

15

14
13
Detail
12
THRU 1973 MODELS

1. Battery Box 6. Bolt 12. Cable Ground

-

2. Drain Hose 7. Contactor Assembly 13. Bolt

3. Screw 8. Cover Terminal
-
14. Diode Assembly
4. Shield 9. Cable Negative
-

Terminal 15. Cable Assembly

5. Nut 10. Cable -

Positive Terminal 16. Grommet

11. Battery

Figure 17-2. Battery Installation (Sheet 2 of 3)

Change 1 17-7
 18 6
11
13

16
15
o ,

14
15

10
16
15
17
1. Support Assembly
2. Bolt
3. Washer
4. Nut 4
5. Strap Assembly
6. Strap Assembly
7. Placard
8. Lid -
Battery Box 2Ž
9. Battery Box
10 Adapter Assembly 24-VOLTINSTALLATION ---21

11. Screw
12. Screw
13. Spacer
aacheerr 23
16. Nut
17. Nut
18. Cable Assembly -
Positive
19. Cable Assembly -
Negative
20. Bolt
21. Hose Drain
-

22. Clamp THRU 1973 MODELS

23. Grommet

Figure 17-2. Battery Installation (Sheet 3 of 3)

17-8 Change 1
 24-VOLT INSTALLATION S: i

4 10

Detail A
5
Detail A
(Cover Removed)

BEGINNING WITH 1974 MODELS

1. Battery Box 5. Bolt 9. Cable Assembly-Negative

2. Grommet 6. Diode 10. Battery
3. Clip 7. Contactor 11. Cable Assembly-Positive
4. Firewall 8. Fuse 12. Hose Drain

Figure 17-2. Battery Installation (Sheet 4 of 4)

Change 1 17-9
17-19. CLEANING THE BATTERY. For maximum BATTERY HYDROMETER READINGS
efficiency, the battery and connections should be kept
clean at all times. 1. 280Specific Gravity 100% Charged
a. Remove the battery in accordance with preceding 1.250 Specific Gravity 75% Charged
paragraph. 1.220 Specific Gravity 50% Charged
b. Tighten battery cell filler caps to prevent the 1. 190Specific Gravity 25% Charged
cleaning solution from entering the cells. 1.160 Specific Gravity Practivally Dead
c. Wipe battery cable ends, battery terminals and
entire surface of the battery with a clean cloth mois- NOTE
tened with a solution of bicarbonate of soda (baking
soda) and water. All readings shown are for an electrolyte
d. Rinse with clear water, wipe off excess water temperature of 80° Fahrenheit. For higher
and allow battery to dry, temperatures the readings will be slightly
e. Brighten up cable ends and battery terminals loWer. For cooler temperatures the read-
with emery cloth or a wire brush. ings will be slightly higher. Some hydrome-
f. Install the battery according to the preceding ters have a built-in temperature compensa-
paragraph, tion chart and a thermometer. If this type
g. Coat the battery terminals and the cable ends tester is used, disregard this chart.
with petroleum jelly.
17-20. ADDING ELECTROLYTE OR WATER TO
THE BATTERY. A battery being charged and dis- If a specific gravity reading indicates that the battery
charged with use will decompose the water from the is not fully charged, the battery should be charged on
electrolyte by electrolysis. When the water is de- 12-volt systems at 14-volts, or on 24-volt systems at
composed, hydrogen and oxygen gases are formed 28-volts for approximately 30 minutes, or until bat-
which escape into the atmosphere through the battery tery voltage rises to 14-volts on 12-volt systems or
vent system. The acid in the solution chemically 28-volts on 24-volt systems. After charging, a load
combines with the plates of the battery during dis- tester will give more meaningful results. A special
charge or is suspended in the electrolyte solution gravity check can be used after charging but the check
during charge. Unless the electrolyte has been spill- cannot spot cells which short under load, broken con-
ed from a battery, acid should not be added to the nectors between plates of a cell, etc.
solution. The water will decompose into gases and
should be replaced regularly. Add distilled water as 17-22. CHARGING THE BATTERY. When the bat-
necessary to maintain the electrolyte level even with tery is to be charged, the level of electrolyte should
the horizontal baffle plate inside the battery. When be checked and adjusted by adding distilled water to
"dry charged" batteries are put into service, fill as cover the tops of the internal battery plates. The bat-
directed with electrolyte. However, as the electro- tery cables and connections should be clean.
lyte level falls below normal with use add only dis-
tilled water to maintain the proper level. The bat- W ARNING
tery electrolyte contains approximately 25c/osulphu-
ric acid by volume. Any change in this volume will When a battery is charging, hydrogen and oxy-
hamper the proper operation of the battery. gen gases are generated. Accumulation of
these gases can create a hazardous explosive
condition. Always keep sparks and open flame
away from the battery. Allow unrestricted ven-
Do not add any type of "battery rejuvenator" tilation of the battery area during charging.
to the electrolyte. When acid has been
spilled from a battery, the acid balance may The main points of consideration during a battery
be adjusted by following instructions pub- charge are excessive battery temperature and violent
lished by the Association of American Battery gassing. Under a reasonable rate of charge, the bat-
125°F
Manufacturers. tery temperature should not rise over nor
should gassing be so violent that acid is blown from
17-21. TESTING THE BATTERY. The specific grav- the vents.
ity check method of testing the battery is preferred
when the condition of the battery is in a questionable 17-23. BATTERY BOX.
state-of-charge. However, when the aircraft has
been operated for a period of time with an alternator 17-24. DESCRIPTION. On 12-volt aircraft, the
output voltage which is known to be correct, the ques- battery is enclosed in a metal battery box which is
tion of battery capability may be answered more cor- painted with acid proof paint and is riveted to the
rectly with a load type tester. If testing the battery forward side of the firewall. On 24-volt aircraft,
is deemed necessary, the specific gravity should be thru 1973 models, the battery is enclosed in a acid
checked first and compared with the following chart. resistant plastic box which is mounted in the tunnel

17-10 Change 1
 below the engine. Beginning with 1974 models the 17-29. DESCRIPTION. The battery contactor on
24-volt aircraft, the battery box is mounted on the 12-volt systems is bolted to the firewall below the
left hand firewall and constructed of metal covered battery box. Thru 1973 models on the 24 volt system
with acid proof paint. On all three systems, the bat- the battery contactor is bolted to the tunnel wall be-
tery box completely encloses the battery preventing low the engine, beginning with 1974 models on the
any spillage of electrolyte or accumulation of battery 24 volt system the battery contactor is bolted to the
gases inside the aircraft. All three battery boxes battery box support bracket on the firewall. The
are vented by a tube which attaches to the bottom of contactor is a solenoid plunger type, which is actu-
the battery box and extends downward through the ated by turning the master switch on. Beginning
,
bottom of the fuselage· with U20601912 a vented battery contactor is installed.
When the master switch is off, the battery is dis-
17-25. REMOVAL AND INSTALLATION OF 12 VOLT connected from the electrical system. A silicon
BATTERY BOX. (Refer to figure 17-2.) The battery diode is used to eliminate spiking of the transistor-
box is riveted to the firewall. The rivets must be ized radio equipment. The cathode (+) terminal of
drilled out to remove the box. When a battery box is the diode connects to the battery terminal of the bat-
installed and riveted into place, all rivets and scratch- tery contactor. The anode (-) terminal of the diode
es inside the box should be painted with acid-proof connects to the same terminal on the contactor as
lacquer, Part No. CES1054-381, available from the the master switch wire. This places the diode
Cessna Service Parts Center. directly across the contactor solenoid coil so the
inductive spikes originating in the coil are clipped
17-26. REMOVAL AND INSTALLATION OF 24 VOLT when the master switch is opened. Refer to figure
BATTERY BOX. (Refer to figure 17-2.) 17-2 for pictorial installation of the battery contactor
a. Use paragraph 17-18 as a guide for removal and and diode.
replacement of the battery box.
17-30. REMOVAL AND INSTALLATION. (Refer to
NOTE figure 17-2.)
a. On 12-volt aircraft and 24-volt aircraft begin-
If rivets are removed from battery box, new ning with 1974 models, open battery box and dis-
rivets should be painted with acid-proof lac- connect negative battery terminal. Pull cable clear
quer, Part No. CES1054-381, available from of aircraft.
the Cessna Service Parts Center. b. On 24-volt aircraft thru 1973 models, remove
17-27. The
the quick disconnect cable assembly from the battery
MAINTENANCE OF BATTERY BOX.
box by loosening the knob on the cable assembly.
battery box should be inspected and cleaned periodi-
c. Refer to figure 17-2 as a guide for removal and
cally. The box and cover should be cleaned with a installation.
strong solution of bicarbonate of soda (baking soda)
d. For installation of battery contactor, reverse
and water. Hard deposits may be removed from a
this procedure.
metal box with a wire brush or from a plastic box
with a plastic scraper. When all corrosive deposits a. On 12-volt aircraft, open battery box and dis-
have been removed from the box, flush it thoroughly connect negative battery terminal. Pull cable clear
with clean water. of aircraft.
b. On 24-volt aircraft, remove the quick disconnect
WA RNIN G cable assembly from the battery box by loosening the
knob on the cable assembly.
Do not allow acid deposits to come in contact c. Refer to figure 17-2 and use as a guide for re-
with skin or clothing. Serious acid burns moval.
may result unless the affected area is washed d. For replacement of battery contactor, reverse
immediately with soap and water. Clothing this procedure.
will be ruined upon contact with battery acid.
17-31. BATTERY CONTACTOR CLOSING CIRCUIT.
Inspect the cleaned box and cover for physical dam-
age and for areas lacking proper acid proofing. A 17-32. DESCRIPTION. This circuit consists of a
badly damaged or corroded box should be replaced. fuse, a resistor and a diode mounted on the ground
If the box or lid require acid proofing, paint the area service receptacle bracket. This serves to shunt a
with acid-proof black lacquer, Part No. CES1054- small charge around the battery contactor so that
381, available from the Cessna Service Parts Center. ground power may be used to close the contactor
when the battery is too dead to energize the contactor
17-28. BATTERY CONTACTOR. by itself. Refer to figure 17-3.

Change 1 17-11
17-33. GROUND SERVICE RECEPTACLE. NOTE

17-34. DESCRIPTION. A ground service receptacle When using ground power to start the air-
is installed to permit the use of external power for craft, close the master switch before re-
cold weather starting or when performing lengthy moving the ground power plug. This will
electrical maintenance. A reverse polarity protec- ensure closure of the battery contactor
tion system is utilized whereby ground power must and excitation of the alternator field in the
pass through an external power contactor to be con- event that the battery is completely dead.
nected to the bus. A silicon junction diode is con-
nected in series with the coil on the external power
contactor so that if the ground power source is inad-
Vertently connected with a reversed polarity, the Failure to observe polarity when connecting
external power contactor will not close. This feature an external power source directly to the bat-
protects the diodes in the alternator, and other semi- tery or directly to the battery side of the bat-
conductor devices used in the aircraft, from possible tery contactor, will damage the diodes in the
reverse polarity damage. alternator and other semiconductor devices
in the aircraf
NOTE

Maintenance of the electronic installations

cannot be performed when using external External power receptacle must be function-
power. Application of external power opens ally checked after wiring, or after replace-
the relay supplying voltage to the electronics ment of components of the external power or
bus. For lengthy ground testing of electronics split bus systems. Incorrect wiring or mal-
systems, connect a well regulated and filtered functioned components can cause immediate
power supply directly to the battery side of engagement of starter when ground service
the battery contactor. Adjust the supply for plug is inserted.
14-volts on 12-volt systems or 28-volt on
24-volt systems and close the master switch,

i.7-35. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

STARTER ENGAGES WHEN Shorted or reversed diode in Check wiring to, and condition
GROUND POWER IS CON- split bus-bar system. of diode mounted on the split
NECTED. bus relay bracket adjacent to
the magneto switch. Correct
wiring. Replace diode board
assembly.

GROUND POWER WILL NOT Ground service connector 1. Check for voltage at all
CRANK ENGINE. wired incorrectly. three terminals of external
power contactor with ground
power connected and master
switch off. If voltage is pre-
sent on input and coil termin-
als but not on the output ter -

minal, proceed to step 4. If

voltage is present on the input
terminal but not on the coil
terminal, proceed to step 2.
If voltage is present on all three
terminals, check wiring between
contactor and bus.

2. Check for voltage at small

terminal of ground service re-
ceptacle. If voltage is not pre-
sent, check ground service plug
wiring. If voltage is present,
proceed to step 3.

17-12
17-35. TROUBLE SHOOTING. (Cont).

TROUBLE PROBABLE CAUSE REMEDY

GROUND POWER WILL NOT Open or mis-wired diode on 3. Check polarity and continuity
CRANK ENGINE. (Cont). ground service diode board of diode on diode board at rear
assembly. of ground service receptacle. If
diode is open or improperly wired,
replace diode board assembly.

Faulty external power con- 4. Check resistance from small

tactor. (coil) terminal of external power
contactor to ground (master switch
off and ground power unplugged).
Normal indication is 16-24 ohms.
on 12-volt system or 50-70 ohms
on the 24-volt systems.
If resistance indicates an open
coil, replace contactor. If
resistance is normal, proceed
to step 5.

Faulty contacts in external 5. With master switch off and

power contactor. ground power applied, check for
voltage drop between two large
terminals of external power
(turn on taxi light for a load).
Normal indication is zero volts.
If voltage is intermittently pres-
ent or present all the time,
replace contactor.

17-36. REMOVAL AND INSTALLATION. (Refer 17-40. DESCRIPTION. The 60-ampere alternator
to figure 17-3.) used on the aircraft are three-phase, delta connected
a. On 12-volt systems, open the battery box and with integral silicon diode rectifiers. The alternator
disconnect the ground cable from the negative termi- is rated at 14-volts or 28-volts at 60-amperes con-
nal of the battery and pull the cable free of the box. tinuous output. The moving center part of the alter-
b. On 24-volt systems, remove the quick-discon- nator (rotor) consists of an axial winding with radial
nect cable assembly from the battery box assembly interlocking poles which surround the winding.
by loosening the knob on the cable assembly.
c. Remove the nuts, washers, ground strap, bus With excitation applied to the winding through slip
bar and diode board from the studs of the receptacle rings the pole pieces assume magnetic polarity. The
and remove battery cable. rotor is mounted in bearings and rotates inside the
d. Remove the screws and nuts holding the recep- stator which contains the windings in which the ac
tacle; ground strap will then be free from the bracket. current is generated. The stator windings are three-
e. To install a ground service receptacle, reverse phase, delta connected and are attached to two diode
this procedure. plates, each of which contains three silicon diodes.
The diode plates are connected to accomplish full-
17-37. ALTERNATOR POWER SYSTEM. wave, rectification of the ac. The resulting de output
is applied to the aircraft bus and sensed by the volt-
17-38. DESCRIPTION. The alternator system con- age regulator. The regulator controls the excitation
sists of an engine driven alternator, a voltage regu- applied to the alternator field thus controlling the out-
lator and a circuit breaker located on the instrument put voltage of the alternator.
panel. The system is controlled by the left hand por-
tion of the split rocker, master switch labeled ALT. 17-41. ALTERNATOR REVERSE VOLTAGE DAM-
Beginning with 1972 models an over-voltage sensor AGE. The alternator is very susceptible to reverse
switch and red warning light labeled HIGH VOLTAGE polarity damage due to the very low resistance of the
are incorporated to protect the system, (refer to output windings and the low resistance of the silicon
paragraph 17-57). The aircraft battery supplies the diodes in the output. If a high current source, such
source of power for excitation of the alternator, as a battery or heavy duty ground power cart is at-
tached to the aircraft with the polarity inadvertently
17-39. ALTERNATOR. reversed, the current through the alternator will flow
almost without limit and the alternator will be imme-
diately damaged.

Change 1 17-13
 1

12 4 11
10
Detail
13 1 3
14
1 3
15 5

23
18

22 1 3 21 18
20
6
17
19

1. Nut 9. Diode 17. Cover Plate

2. Lockwasher 10. Wire to Ext. Pwr. Recept. 18. Screw
3. Washer 11. Solder Terminal 19. Receptacle
4. Insulating Washer 12. Spacer 20. Ground Strap
5. Fuse 13. Diode Board 21. Ext. Power Contactor
6. Bracket 14. Bus Bar 22. Cover -
Late Airplanes
7. Wire to Battery Contactor 15. Nipple Used before
-
23. Power Cable
8. Resistor-.75 ohm resistor was added 24. Contactor Control Wire
16. Doubler

Figure 17-3. Ground Service Receptacle Installation

17 -14
17-42. TROUBLE SHOOTING.

TROUBLE PROBABLE CAUSE REMEDY

AMMETER INDICATES HEAVY Shorted field in alternator. 1. Remove plug from regulator
DISCHARGE WITH ENGINE with master switch on and ob-
NOT RUNNING OR ALTERNA- serve if heavy drain persists.
TOR CIRCUIT BREAKER OPENS If heavy drain is reduced, pro-
WHEN MASTER SWITCH IS ceed to step 2. If heavy drain
TURNED ON. is not reduced, proceed to step 3.

2. Check resistance from ter-

minal "F" on alternator to the
alternator case. Normal indi-
cation on 12-volt systems is
6-7 ohms of 11-12 ohms on
24-volt systems. If resistance
is too low, repair or replace
alternator.

Shorted radio noise filter 3. Remove cable from output

or shorted wire. terminal of alternator. Check
resistance from end of cable
to ground (MASTER SWITCH
MUST BE OFF). If resistance
does not indicate a direct short,
proceed to step 6. If resistance
indicates a direct short, proceed
to step 4.
4. Remove cable connections
from radio noise filter. Check
resistance from the filter input
terminal to ground. Normal
indication is infinite resistance.
If reading indicates a direct
short, replace filter. If no
short is evident, proceed to
step 5.

5. Check resistance from ground

to the free ends of the wires which
were connected to the radio noise
filter (or alternator if no noise
filter is installed). Normal indi-
cation does not show a direct short.
If a short exists in wires, repair
or replace wiring.

Shorted diodes in alternator. 6. Check resistance from out-

put terminal of alternator to
alternator case. Reverse leads
and check again. Resistance
reading may show continuity in
one direction but should show
an infinite reading in the other
direction. If an infinite reading
is not obtained in at least one
direction, repair or replace
alternator.

17 -15
17-42. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ALTERNATOR SYSTEM Regulator faulty or improp- 1. Start engine and adjust for
WILL NOT KEEP BAT- erly adjusted. 1500 RPM. Ammeter should
TERY CHARGED. indicate a heavy charge rate
with all electrical equipment
turned off. Rate should taper
off in 1-3 minutes. On 12-
volt aircraft a voltage check at
the bus should indicate a read-
ing consistant with the voltage
vs temperature chart on page
17-19. If charge rate tapers off
very quickly and voltage is
normal, check battery for mal-
function. If ammeter shows a
low charge rate or any discharge
rate, and voltage is low, proceed
to step 2.
2. Stop engine, remove cowl,
and remove cover from voltage
regulator. Turn master switch
ON/OFF several times and ob-
serve field relay in regulator.
Relay should open and close
with master switch and small
arc should be seen as contacts
open. If relay is inoperative,
proceed to step 3. If relay op-
erates, proceed to step 4.

3. Check voltage at "S" terminal

of regulator with master switch
closed. Meter should indicate
bus voltage. If voltage is present,
replace regulator. If voltage is
not present, check wiring between
regulator and bus.

4. Remove plug from regulator

and start engine. Momentarily
jumper the "A+" and "F" termi-
nals together on the plug. Air-
craft's ammeter should show
heavy rate of charge. If heavy
charge rate is observed, replace
regulator. If heavy charge rate
is not observed, proceed to step 5.

Faulty wiring between alter- 5. Check resistance from "F"

nator and regulator, or
faulty alternator.
terminal of regulator to "F" ter-
minal of alternator. Normal in-
dication is a very low resistance.
If reading indicates no, or poor
continuity, repair or replace wir-
ing from regulator to alternator.

17-16
17-42. TROUBLE SHOOTING.(Cont).

TROUBLE PROBABLE CAUSE REMEDY

ALTERNATOR SYSTEM Faulty wiring between alter- 6. Check resistance from "F"
WILL NOT KEEP BAT- nator and regulator, or terminal of alternator to alter-
TERY CHARGED. (Cont). faulty alternator. (Cont). nator case. Normal indication
on 12-volt systems is 6-7 ohms
or 11-12 ohms on 24-volt systems.
If resistance is high or low, re-
pair or replace alternator.

7. Check resistance from case of

alternator to airframe ground.
Normal indication is very low re-
sistance. If reading indicates no,
or poor continuity, repair or
replace alternator ground wiring.

ALTERNATOR OVERCHARGES Regulator faulty or improp- Check bus voltage with engine
BATTERY -
BATTERY USES erly adjusted. running. Normal indication
EXCESSIVE WATER. agrees with voltage vs temper-
ature chart on page 17-13. Ob-
serve aircraft's ammeter, am-
meter should indicate near zero
after a few minutes of engine
operation. Replace regulator.

OVER-VOLTAGE WARNING Faulty regulator. Reset over-voltage relay by

LIGHT STAYS ON. (24-VOLT). turning master switch (ALT
side) off and on. Check
regulator by replacement.
Replace regulator.

Over-voltage relay out of Warning light comes on without

adjustment. over-voltage. Adjust over-volt
relay assembly, thru 1973 models.
Faulty over-voltage relay. Repair or replace. Substitute
relay.

Faulty field wiring. Test wiring look for field

-

wire shorted to primary

voltage. Repair.

OVER-VOLTAGE WARNING Regulator faulty or improperly 1. With engine running turn off
LIGHT ON. (12 VOLT) adjusted. Faulty sensor switch. and on battery portion of the
master switch. If the light stays
on shut down engine then turn on
the "BAT" and "ALT" portions of
the master switch. Check for
voltage at the "S" terminal of the
voltage regulator.If voltage is
present adjust or replace regula-
tor. If voltage is not present
check master switch and wiring
for short or open condition. If
wiring and switch are normal
replace sensor.

Change 1 17-17
17-43. REMOVAL AND INSTALLATION. (Refer to resettable circuit breaker located on the switch panel
figure 17-4.) is provided to protect the alternator field circuit.
a. Make sure that the master switch remains in
the off position or disconnect the negative lead from 17-45. ALTERNATOR VOLTAGE REGULATOR.
the battery. 12 VOLT AIRCRAFT ONLY.
b. Disconnect the wiring from the alternator.
c. Remove the safety wire from the upper adjust- 17-46. DESCRIPTION. The alternator voltage regu-
ing bolt and remove the bolt from the alternator. lator contains two relays. The field relay is actuated
d. Remove the nut and washer from the lower by the aircraft master switch and connects the regu-
mounting bolt. lator to the battery. The voltage limiter relay is a
e. Remove the alternator drive belt and lower two-stage, voltage sensitive device, which is used to
mounting bolt to remove the alternator. control the current applied to the field winding of the
f. To replace alternator, reverse this procedure. alternator. When the upper set of contacts on the
g. Adjust belt tension to obtain 3/8" deflection at the voltage regulator relay are closed, full bus voltage is
center of the belt when applying 12 pounds pressure to applied to the field. This condition will exist when the
the belt. After belt is adjusted and bolt is safety battery is being heavily charged or when a very heavy
wired, tighten the bottom bolt to 100-140 lb.in. torque load is applied to the system. When the upper con-
to remove any play between alternator mounting foot tacts open, as the voltage begins to rise toward nor-
and the U-shaped support assembly. mal bus voltage, the voltage to the alternator field is
reduced through a resistor network in the base of the
regulator, thus reducing the output from the alterna-
tor. As the voltage continues to rise, assuming a
When new belt in installed, belt tension should very light load on the system, the lower contacts will
be checked withih 10 to 25 hours of operation. close and ground the alternator field and shut the alter-
nator completely off. Under lightly loaded conditions
NOTE the voltage relay will vibrate between the intermediate
charge rate and the lower (completely off) contacts.
When tightening the alternator belt, apply pry Under a moderate load, relay will vibrate between
bar pressure only to the end of the alternator intermediate charge and upper (full output) contacts.
nearest to the belt pulley. The voltage relay is temperature compensated so that
the battery is supplied with the proper charging volt-
17-44. ALTERNATOR FIELD CIRCUIT PROTECe age for all operating temperatures. With the battery
TION. On models prior to 1970, a 2-amp automatic fully charged (ship's ammeter indicating at or near
resetting circuit breaker located on the back of the zero) and a moderate load applied to the system (a
instrument panel is provided to protect the alterna- taxi light turned on), the voltage at the bus bar should
tor field circuit. On 1970 models and on, a manually- be within the range shown according to the air tem-

12 2 2
asher 1
3
3. Adjusting Bracket
4 Alternator

6 Supph rt Assembly
2 21
NOTE
' When replacement of the alternator
5 ' support bracket is required refer to
Cessna Single-engine Service Letter
2 SE71-42, dated, December 10, 1971.

On Models manufactured prior to mid 1971

should alternator thru-bolt loosening or
1
breaking occur, Cessna Service Letter
SE71-40 dated November 24, 1971 should
2 be complied with. On models manufactured
2 after mid 1971 a new high strength thru-
5 bolt and a K shaped retainer are installed.
Torque bolts 45 to 55 pound-inches.
G

Figure 17-4. Alternator Installation

17-18 Change 2
perature on the temperature and bus voltage chart. Transistor regulator calibration can be changed by
screwdriver adjustment of potentiometer. Adjusting
Beginning with U20602200 a solid state voltage regu- the potentiometer performs the same function as ad-
lator is installed. The Voltage Limiter relay in this justing the voltage limiter armature spring tension
regulator is replaced by a circuit board. The regu- on a mechanical regulator.
Iator is a remove and replace item and not repairable.
The regulator may be adjusted by removing the cover A capacitor, in series with two resistors, causes the
and adjusting the potentiometer either up or down. driver transistor and the power transistor to switch
on and off faster, for proper flip-flop action.
12-VOLT SYSTEM
The remaining resistors in the unit provide proper
TEMPERATURE BUS VOLTAGE operating voltages for the zener diode and the two
transistors.
75°F 13. 8 14.. 1
60 - -

90°F 17-49. ADJUST-

75 -
13.7 -
14.0 TRANSISTORIZED REGULATOR
100°F
91 -
13.6 -
13.9 MENTS -
24 VOLT AIRCRAFT ONLY. Regulator
voltage limiter adjustments.
The voltage regulator is adjustable but adjustments
on the aircraft is not recommended. A bench adjust- The only adjustment on the transistorized alternator
ment procedure is outlined in the Cessna Alternator regulator is the voltage limiter adjustment. The
Charging Systems Service/Parts Manual. voltage setting can be tailored to meet the require-
ments of a given aircraft in order to maintain proper
17-47. TRANSISTORIZED VOLTAGE REGULATOR. battery specific gravity. Never shift the voltage set-
(24-VOLT AIRCRAFT ONLY.) ting by more than 0. 3 volt from the previous setting.
Always allow an adequate time interval between each
17-48. DESCRIPTION. The transistorized voltage new voltage setting in order to obtain an accurate
regulator controls the alternator output in a similar reading of battery specific gravity.
manner to a mechanical voltage regulator: by regu-
lating the alternator field current. The regulation NOTE
is accomplished electronically with the use of trans-
istors and diodes rather than by a vibrating arma- Clockwise adjustment decreases voltage and
ture relay. The voltage sensing component is a counterclockwise adjustment increases vol-
zener diode which has the characteristic of suddenly tage. Refer to the Cessna Alternator Charg-
changing its resistance when a specified voltage is ing Systems Manual for bench testing.
reached.
17-50. TROUBLE SHOOTING THE VOLTAGE REG-
When the engine is started, battery current is sup- ULATOR. For trouble shooting the voltage regulator,
plied to the field through a "bias" diode, and power refer to paragraph 17-42.
transistor. The bias diode aids high temperature
stability of the power transistor. A second diode, 17-51. REMOVAL AND INSTALLATION 12-VOLT
-

connected from the field terminal to common ground, AIRCRAFT ONLY (Refer to Figure 17-5.)
absorbs undesirable field voltage peaks more effici- a. Make sure that the master switch is off or dis-
ently than the resistor used in electro-mechanical connect the negative lead from the battery.
regulators. As the alternator begins to supply cur- b. Remove the connector plug from the regulator.
rent, battery voltage will increase. When battery c. Remove two screws holding the regulator on the
voltage reaches approximately 28 volts, the zener firewall.
diode suddenly reduced its resistance and turns on d. To replace the regulator, reverse this proced-
the driver transistor. When the driver transistor ure. Be sure that the connections for grounding the
turns on, the power transistor is caused to turn off. alternator, wiring shields and the base of the regu-
Battery voltage is reduced slightly because the alter- lator are clean and bright before assembly. Other-
nator output was reduced when the power transistor wise, poor voltage regulation and/or excessive radio
turned off the field current. Zener diode voltage is noise may result.
reduced at the same time as battery voltage, causing
the zener diode to increase its resistance and turn 17-52. REMOVAL AND INSTALLATION OF TRANS-
off the driver transistor. The power transistor is ISTORIZED VOLTAGE REGULATOR 24-VOLT AIR-
-

caused to turn on again, resulting in a complete cycle CRAFT ONLY.

of events. The transistors alternate in the on-off a. Ensure that the master switch is off.
action. When the driver transistor turns on the pow- b. Remove the quick-disconnect cable assembly
er transistor turns off. from the battery box assembly by loosening the knob
on the cable assembly.
The temperature compensating resistor is made of c. Remove the upper cowling to gain access to the
a special material that changes its resistance with regulator mounted on the forward left side of the fire-
temperature in such a manner that during cold weath- wall.
er the battery charging voltage is increased. This d. Disconnect wiring from regulator and label wires.
resistor performs the same function as the bimetal e. Remove the three mounting bolts and nuts.
hinge on the voltage limiter armature of a mechan- f. To replace the regulator, reverse this procedure.
ical regulator.

Change 1 17-19
 12-VOLT SYSTEM ONLY (TYPICAL)

NOTE

Beginning with 1974 Models 10

a solid state voltage regulator
is installed on the 12 volt
system.
11

12 12

24-VOLT SYSTEM ONLY

BEGINNING WITH 1974
MODELS. 24-VOLT SYSTEM ONLY
THRU 1973 MODELS

1. Filter -

Radio Noise 6. Wire Shields to Ground 10. Support Assembly -

Regulator
2. Wire to Master Switch 7. Wire to Alternator "F" 11. Bolt
3. Shield Ground
-

8. Wire to Alternator "A+" 12. Alternator Regulator

4. Screw 9. Wire to Alternator Ground 13. Regulator Ground Wire
5. Voltage Regulator 14. Alternator Ground Wire

Figure 17-5. Voltage Regulator Installation

17 -20
Change 3
17-53. OVER-VOLTAGE WARNING CIRCUIT -
24- 17-57. OVER-VOLTAGE SENSOR AND WARNING
VOLT AIRCRAFT ONLY. (Refer to Figure 17-6.) LIGHT. (12 VOLT AIRCRAFT ONLY, BEGINNING
WITH 1972 MODELS.)
17-54. DESCRIPTION. Thru 1973 models the over-
voltage warning system consists of a relay assembly, 17-58. DESCRIPTION. The over-voltage system con-
condenser and red indicator light. The relay is volt- sists of a over-voltage sensor switch and a red warn-
age sensitive, opening the alternator field circuits ing light labeled, "HIGH VOLTAGE", on the instru-
and turning on a red warning light if excessive volt- ment panel. When an over-voltage tripoff occurs the
age is present. Simultaneously with lamp illumina- over-voltage sensor turns off the alternator system
tion, the alternator will automatically shut down. To and the red warning light comes on. The ammeter
turn the over-volt light out, the ALT side of the mas- will show a discharge. Turn off both sections of the
ter switch must be turned OFF and then back ON to Master Switch to recycle the over-voltage sensor.
reset the system. Monitor the output of the alterna- If the over-voltage condition was transient, the nor-
tor on the ammeter and shut off enough electronic mal alternator charging will resume and no further
equipment to bring the reading below full scale. Be- action is necessary. If the over-voltage tripout
ginning with 1974 models the system operation re- recurs, then a generating system malfunction has
mains the same except the relay and capacitor are occurred such that the electrical accessories must
replaced by a new type relay. This relay is a remove be operated from the aircraft battery only. Conser-
and replace item and not adjustable. Vation of electrical energy must be practiced until
the flight can be terminated. The over-voltage red
17-55. ADJUSTMENT OF OVER-VOLTAGE RELAY warning light filament may be tested at any time by
ASSEMBLY. (THRU 1973 MODELS, 24 VOLT). turning off the "Alternator" portion of the Master
Connect a well filtered D. C. supply to terminals Switch and leaving the "Battery" portion turned on.
E (negative) and B (positive) of the relay. Connect This test does not induce an over-voltage condition
a 28 volt light bulb between terminals B and F of the on the electrical system.
relay. Increase the voltage of the supply until the
lamp lights. The lamp should come on when the NOTE
power supply voltage reaches 31. 5 volts. The relay
may be adjusted with a screwdriver until proper pull- Should nuisance trip-outs occur on aircraft
in voltage is obtained. prior to U20601751, Single-engine Service
letter SE72-15, Dated April 21, 1972 should
17-56. REMOVAL AND INSTALLATION OF OVER- be complied with.
VOLTAGE RELAY ASSEMBLY.
a. Turn Master Switch (BAT side) to OFF position. 17-58A. RIGGING THROTTLE OPERATED MICRO-
b. Label wires for identification and use figure 17-6 SWITCH. Refer to Section 13.
as a guide for removal and replacement.
17-58B. AUXILIARY ELECTRIC FUEL PUMP
FLOW RATE ADJUSTMENT. Refer to Section 13.

1. Overvolt Relay 4
2. Housing -

Plug 4
3. Ground Wire Detail 7 8
4. Screw 6
24 VOLT 12
5. Capacitor 10
BEGINNING WITH
6. Battery Box
1974 MODELS Detail
7. Overvolt Sensor
8. Tie Strap 11 24 VOLT
3 1973 MODELS
9. Wire Bundle n THRU
10. Grommet Detail D
11. Wire -

To Circuit Breaker 12 VOLT

12. Wire -

To Master Switch

Figure 17-6. Overvolt Relay Installation

Change 3 17-21
17-59. AIRCRAFT LIGHTING SYSTEM. light, compass and radio dial lights.
On the 1969 model, snap-in type rocker switches are
17-60. DESCRIPTION. The aircraft lighting system introduced. These switches have a design feature
consists of landing and taxi lights, navigation lights, which permits them to snap into the panel from the
anti-collision strobe lights, flashing beacon light, panel side and can subsequently be removed for easy
interior and instrument panel flood lights, electro- maintenance. These switches also feature spade
luminescent panel lighting, instrument post lighting, type slip-on terminals.
pedestal lights, courtesy lights, control wheel map

17-61. TROUBLE SHOOTING

TROUBLE PROBABLE CAUSE REMEDY

1. Inspect circuit breaker. If

LANDING AND TAXI LIGHTS Short circuit in wiring. circuit breaker is open, proceed
OUT. to step 2. If circuit breaker is
OK, proceed to step 3.

Defective wiring. 2. Test each circuit separately

until short is located. Repair
or replace wiring.

Defective switch. 3. Check voltage at lights with

master and landing and taxi light
switches ON. Should read bat-
tery voltage. Replace switch.

LANDING OR TAXI LIGHT Lamp burned out. 1. Test lamp with ohmmeter or
OUT. new lamp. Replace lamp.

Open circuit in wiring. 2. Test wiring for continuity.

Repair or replace wiring.

1. Inspect circuit breaker. If

FLASHING BEACON DOES Short circuit in wiring. circuit breaker is open, proceed
NOT LIGHT. to step 2. If circuit breaker is
OK, proceed to step 3.
Defective wiring. 2. Test circuit until short is 10-
cated. Repair or replace wiring.

Lamp burned out. 3. Test lampwith ohmmeter or

a new lamp. Replace lamp. If
lamp is good, proceed to step 4.
Open circuit in wiring. 4. Test circuit from lamp to
flasher for continuity. If no
continuity is present, repair or
replace wiring. If continuity is
present, proceed to step 5.
Defective switch. 5. Check voltage at flasher with
master and beacon switch on.
Should mad battery voltage.
Replace switch. If voltage is
present, proceed to step 6.

Defective flasher. 6. Install new flasher.

FLASHING BEACON Defective flasher, 1. Install new flasher.

CONSTANTLY LIT.

17-22 Change 3
17-61. TROUBLE SHOOTING (Cont.)

TROUBLE PROBABLE CAUSE REMEDY

1. Inspect circuit breaker. If

ALL NAV LIGHTS OUT. Short circuit in wiring. circuit breaker is open, proceed
to step 2. If circuit breaker is
OK, proceed to step 3.
Defective wiring. 2. Isolate and test each nav light
circuit until short is located.
Repair or replace wiring.

Defective switch. 3. Check voltage at nav light with

master and nav light switches on.
Should read battery voltage. Re-
place switch.

ONE NAV LIGHT OUT. Lamp burned out. 1. Inspect lamp. Replace lamp.

Open circuit in wiring. 2. Test wiring for continuity.

Repair or replace wiring.

ONE ANTI-COLLISION Flash tube burned out. Test with new flash tube. Replace
STROBE LIGHT WILL flash tube.
NOT LIGHT. THRU
1972 MODELS. Faulty wiring. Test for continuity. Repair or
replace.

Faulty trigger head. Test with new trigger head.

Replace trigger head.

BOTH ANTI-COLLISION Circuit breaker open. Inspect. Reset.

STROBE LIGHTS WILL
NOT LIGHT. THRU
1972 MODELS.

Faulty power supply. Listen for whine in power supply

to determine if power is operating.

Faulty switch. Test for continuity. Repair or

replace.

Faulty wiring. Test for continuity. Repair or

replace.

The anti-collision system is a high voltage device. Do not remove

or touch tube assembly while in operation. Wait at least 5 minutes
after turning off power before starting work.

BOTH ANTI-COLLISION Open circuit breaker. 1. Check, if open reset. If

STROBE LIGHTS WILL circuit breaker continues to
NOT LIGHT. BEGINNING open proceed to step 2.
WITH 1973 MODELS.

Change 3 17-23
17-61. TROUBLE SHOOTING (Cont.)

TROUBLE PROBABLE CAUSE REMEDY

BOTH ANTI-COLLISION Open circuit breaker. Cont. 2. Disconnect red wire be-
STROBE LIGHTS WILL tween aircraft power supply
NOT LIGHT. BEGINNING (battery/external power) and
WITH 1973 MODELS. Cont, strobe power supplies, one
at a time. If circuit breaker
opens on one strobe power
supply, replace strobe power
supply. If circuit breaker
opens on both strobe power
supplies proceed to step 3.
If circuit breaker does not
open proceed to step 4.

3. Check aircraft wiring.

Repair or replace as neces-
sary.

4. Inspect strobe power sup-

ply ground wire
for contact
with wing structure.

Extreme care should be taken when exchanging flash tube. The tube
is fragile and can easily be cracked in a place where it will not be
obvious visually. Make sure the tube is seated properly on the base
of the nav light assembly and is centered in the dome.

NOTE

When checking defective power supply and flash tube, units from
opposite wing may be used. Be sure power leads are protected
properly when unit is removed to prevent short circuit.

ONE ANTI-COLLISION Defective Strobe Power Supply, 1. Connect voltmeter to red lead
STROBE LIGHT WILL or flash tube. between aircraft power supply
NOT LIGHT. BEGINNING (battery/external power) and
WITH 1973 MODELS. strobe power supply, connecting
negative lead to wing structure.
Check for 12 volts. If OK proceed
to step 2. If not, check aircraft
power supply (battery/external
power).

2. Replace flash tube with known

good flash tube. If system still
does not work, replace strobe
power supply.

17-24 Change 3
17-61. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

1. Inspect circuit breaker. If

DOME LIGHT TROUBLE. Short circuit in wiring. circuit breaker is open, proceed
to step 2. If circuit breaker is
OK, proceed to step 3.
Defective wiring. 2. Test circuit until short is
located. Repair or replace
wiring.

3. Test for open circuit. Repair

or replace wiring. If no short or
open circuit is found, proceed to
step 4.

Lamp burned out. 4. Test lamp with ohmmeter or

new lamp. Replace lamp.

Defective switch. 5. Check for voltage at dome

light with master and dome light
switch on. Should read battery
voltage. Replace switch.

ELECTROLUMINESCENT Short circuit in wiring. 1. Inspect circuit breaker. If

PANELS WILL NOT LIGHT. circuit breaker is open, proceed
to step 2. If circuit breaker is
OK, proceed to step 3.

Defective wiring. 2. Test circuit until short is

located. Repair or replace wiring.

3. Test for open circuit. Repair

or replace wiring. If no open or
short circuit is found, proceed to
step 4.

Defective resistor. 4. Check resistor for continuity.

(Located in line between rheostat
and inverta-pak.) Replace resistor.

SHOP NOTES:

Change 3 17-24A/(17-24B blank)

17-61. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

ELECTROLUMINESCENT Defective rheostat. 5. Check input voltage at inverta-

PANELS WILL NOT LIGHT. pak with master switch on. Volt-
(Cont). meter should give a smoothly varied
reading over the entire control range
of the rheostat. If no voltage is pre-
sent or voltage has a sudden drop
before rheostat has been turned full
counterclockwise, replace rheostat.

Defective inverta-pak. 6. Check output voltage at inverta-

pak with ac voltmeter. Should read
about 125 volts ac with rheostat set
for full bright. Replace inverta-
pak.

INSTRUMENT LIGHTS WILL Short circuit in wiring. 1. Inspect circuit breaker. If

NOT LIGHT (THRU 1969 circuit breaker is open, proceed
MODELS ONLY). to step 2. If circuit breaker is OK,
proceed to step 3.
Defective wiring. 2. Test circuit until short is locat
ed. Repair or replace wiring

3. Test for open circuit. Repair or

replace wiring. If no short or open
circuit is found, proceed to step 4.

Defective rheostat. 4. Check voltage at instrument

light with master switch on.
Should read battery voltage with
rheostat turned full clockwise and
voltage should decrease as rheostat
is turned counterclockwise. If no
voltage is present or voltage has
a sudden drop before rheostat has
been turned full counterclockwise,
replace rheostat.

Lamp burned out. 5. Test lamp with ohmmeter or

new lamp. Replace lamp.

INSTRUMENT LIGHTS WILL Short circuit wiring. 1. Inspect circuit breaker. If

NOT LIGHT (1970 MODELS circuit breaker is open, proceed to
& ON). step 2. If circuit breaker is OK,
proceed to step 3.
Defective wiring. 2. Test circuit until short is locat-
ed. Repair or replace wiring.

3. Test for open circuit. Repair

or replace wiring. If no short or
open circuit is found, proceed to
step 4.

Faulty section in 4. Lights will work when control

dimming potentiometer. is placed in brighter position. Re-
place potentiometer.

17-25
17-61. TROUBLE SHOOTING (CONT.)

TROUBLE PROBABLE CAUSE REMEDY

INSTRUMENT LIGHTS WILL Faulty light dimming 5. Test both transistors with new
NOT LIGHT (1970 MODELS transistor. transistor. Replace faulty transis-
& ON). (Cont). tor.

Faulty selector switch. 6. Inspect. Replace switch.

INSTRUMENT LIGHTS WILL Open resistor or wiring 1. Test for continuity. Replace
NOT DIM (1970 MODELS & ON). in minimum intensity end resistor or repair wiring.
of potentiometer.

Shorted transistor. 2. Test transistor by substitution.

Replace defective transistor.

CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to be ON
LIGHT WILL NOT LIGHT before map light will light.
THRU 1969 MODELS
ONLY, Short circuit in wiring. 2. Check lamp fuse on terminal
board located on back of stationary
panel with ohmmeter. If fuse is
open, proceed to step 3. If fuse is
OK, proceed to step 4.

Defective wiring. 3. Test circuit until short is lo-

cated. Repair or replace wiring,

4. Test for open circuit. Repair

or replace wiring. If a short or
open circuit is not found, proceed
to step 5.

Defective map light assembly. 5. Check voltage at map light

assembly with master and nav
switches on. If battery voltage
is present, replace map light
assembly.

Failure to observe polarity shown on wiring diagram 11. 11. 0

will result in immediate failure of the transistor on the map
light circuit board assembly.

CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to be
LIGHT WILL NOT LIGHT ON before map light will light.
1970 MODELS & ON.
Short circuit in wiring. 2. Check lamp fuse on terminal
board located on back of station-
ary panel with ohmmeter. If
fuse is open, proceed to step 3.
If fuse is OK, proceed to step 4.

17-26
17-61. TROUBLE SHOOTING (Cont).

TROUBLE PROBABLE CAUSE REMEDY

CONTROL WHEEL MAP Defective wiring. 3. Test circuit until short is 10-
LIGHT WILL NOT LIGHT cated. Repair or replace wiring.
1970 MODELS AND ON.
(Cont). 4. Test for open circuit. Repair
or replace wiring. If a short or
open circuit is not found, proceed
to step 5.
Defective map light assembly. 5. Check voltage at map light
assembly with master and nav
switches on. If battery voltage
is present, replace map light
assembly.

17-62. LANDING AND TAXI LIGHTS. 17-66. NAVIGATION LIGHTS.

17-63. DESCRIPTION. Thru 1971 Models the land- 17-67. DESCRIPTION. The navigation lights are
ing and taxi lights are mounted in the leading edge of located on each wing tip and the stinger. Operation
the left wing. A clear plastic cover provides weather of the lights is controlled by a single switch. A
protection for the lamps and is shaped to maintain the plastic light detector on each wing tip allows the
leading edge curvature of the wing. The landing lamp pilot to determine if the lamps are working properly
is mounted on the inboard side and is adjusted to during flight.
throw its beam further forward than the taxi lamp.
Both lamps are controlled by an interlocking split 17-68. REMOVAL AND INSTALLATION. Refer to
rocker switch. Beginning with 1972 Models the land- Figure 17-8 for removal and installation.
ing and taxi lights are mounted in the lower nose
cowl. Beginning with 1974 models the interlocking 17-69. ANTI-COLLISION STROBE LIGHTS.
split rocker switch is replaced by two separate
rocker switches interconnected by a jumper wire and 17-70. DESCRIPTION. A white strobe light is inst-
a diode assembly. a.11ed on each wing tip. These lights are vibration
resistant and operate on the principle of a capacitor
17-64. REMOVAL AND INSTALLATION. (THRU discharge into a xenon tube, producing an extremely
1971 MODELS). (Refer to Figure 17-7.) high intensity flash. Thru 1972 Models energy is
a. Remove the 18 screws securing the landing light supplied to the strobe lights from a power supply.
window assembly (1) and the assembly will then be The power supply is mounted inside the left wing,
free for removal. on the rib at wing station 118.00 just forward of the
b. Remove the four attaching screws (6) from the wing rear spar. Beginning with 1973 Models
bracket assembly and remove the bracket. energy is supplied from individual power supplies
mounted on the wing tip rib.
NOTE
17-70A. OPERATIONAL REQUIREMENTS.
Do not reposition the landing and taxi light
adjustment screws (2). If readjustment is WA RNING
required refer to figure 17-7.
The capacitors in the strobe light power
c. Remove the two screws securing the wiring supplies must be reformed if not used for
to the lamp contacts and remove the lamp. a period of six (6) months. The following
d. Install new lamp and reassemble. procedure must be used.

17-65. REMOVAL AND INSTALLATION. (BEGIN- Connect the power supply, red wire to plug, black to
NING WITH 1972 MODELS.) (Refer to Figure 17-7.) ground to 6 volt DC source. Do Not connect strobe
a. Remove screws securing support assembly (2) tube. Turn on 6 volt supply. Note current draw after
to cowl and pull assembly forward from cowl. One minute. If less than 1 ampere, continue opera-
b. Remove screws securing the wiring to lamp tion for 24 hours. Turn off DC power source. Then
contacts. connect to the proper voltage, 12/24 volt. Connect
c. Remove the tinnerman screws from the bracket tube to output of strobe power supply and allow to
(5) and remove bracket and lamp. operate, flashing, for 15 minutes. Remove strobe
d. Install new lamp and reassemble. tube. Operating power supply at 12/24 volts, note

Change 3 17-27
the current after one minute.
drain If less than 0. 5 assembly while in operation. Wait at least
amperes, operatefor 6 hours. If current draw is five minutes after turning off power before
greater than 0. 5 amperes, reject the unit. starting work.

17-71. REMOVAL AND INSTALLATION. Refer to 17-72. FLASHING BEACON LIGHT.

Figure 17-8 as a guide for removal and installation.
17-73. DESCRIPTION. The flashing beacon light
WA RNING is attached to the (ABS constructed) vertical fin tip.
The assembly consists of a red dome cover and a
The anti-collision system is a high voltage iodine vapor lamp electrically switched by a solid-
device. Do not remove or touch the tube

3 6
VIEW A-A

DIMENSION D

NO. 206
1 0. 68

4 0. 50
0.85 3
5
4

1. Window
•
' -
2. Adjusting Screw
3. Lamp
4. Spring
5. Bracket
6. Screw

Figure 17-7. Landing and Taxi Light Installation (Sheet 1 of 2)

17-28 Change 3
 Detail A
1973 MODELS

- ' 3

1. Screw 1
2. Support Assembly NOTE
3. Plate
4. Lamp Detail Should further adjustment be
5. Bracket desired washers may be add-
6. Tinnerman Screw 1972 MODELS ed between retainer (2) and
7. Nose Cap plate (3).
8. Gasket

Figure 17-7. Landing and Taxi Light Installation (Sheet 2 of 2)

17-29
state flasher assembly. Thru U20601966 a 100 watt trolled by a dimming rheostat located on the left side
lamp is installed. Beginning with U20601967 a 125 of the instrument panel. A remotely located two-cir-
watt lamp is installed. The flasher assembly is lo- cuit, transistorized dimmer is installed as standard
cated in the vertical fin tip. A 1. 5 ohm resistor on equipment to control the instrument panel lighting on
12 volt and 6 ohm resistor on the 24 volt, is installed 1970 and on models. Panel lighting dimming con-
on the forward upper side of the stabilizer to prevent trols are increased from two to three. Th1s is ac-
pulsing of the aircraft lighting when the beacon is complished by concentric knob arrangement on one
operating. The switching frequency of the flasher of the existing control knobs. Transistor light dim-
assembly operates the beacon at approximately 45 ming is used on two of three circuits, thereby allow-
flashes per minute. ing greater dimming load variation and better lin-
earity of control. One circuit controls the engine
17-74. REMOVAL AND INSTALLATION. Refer to instruments and radio lights while the other circuit
Figure 17-9 for removal and installation. controls the instrument flood lights and post lights.

17-75. INSTRUMENT LIGHTING. 17-77. REMOVAL AND INSTALLATION. Refer to

Figure 17-10 and 17-12 for removal and installation.
17-76. DESCRIPTION. The instrument panel light-
ing is fabricated in two separate sections. The lower 17-78. REMOVAL AND INSTALLATION OF TRAN-
two-thirds of the instrument panel is illuminated by SISTORIZED LIGHT DIMMING. Refer to Figure
two lights mounted in the overhead light console. The 17-11 for removal and installation.
lighting for the upper one-third of the instrument
panel is provided by (four small lights thru 1972 17-79. ELECTROLUMINESCENT PANEL LIGHTING.
Models and five small lights beginning with the 1973
Models) located in the instrument panel glare shield. 17-80. DESCRIPTION. The electroluminescent
The intensity of the instrument panel lighting is con- lighting consists of two "EL" panels; the switch panel

B Detail A

1. Detector Light
-

o 2 3 2. Base Lamp
-

3. Screw
4. Lens
5. Shield
6. Lamp
3 7. Tail Light
' 8. Tinnerman Nut
9. Stinger

Detail B
Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 1 of 2)

17-30 Change 1
 7

2 9 # BEGINNING WITH AIRCRAFT

34 SERIAL U20601875
5

0
11

17 24

18
BEGINNING WITH 1971 MODELS
13
3
15 1 20 '
W.S. 118.00

BEGINNING WITH
19 1973 MODELS

20
22
21
7
THRU 1972 MODELS

9. Wing Tip
1. Electrical Leads 10. Wing Navigation Light 18. Bracket
2. Cap 11. Spacer 19. Nutplate
3. Washer 12. Flash Tube Assembly 20. Bolt
4. Insulated Washer 13. Lens 21. Power Supply
5. Spring 14. Screw 22. Inspection Plate
6. Insulator 15. Lens Retainer 23. Rear Spar
7. Housing -

Plug 16. Bulb 24. Wing Tip Rib

8. Housing -

Cap 17. Seal 25. Gasket

Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 2 of 2)

Change 1 17-31
 ‡ THRU 1972 MODELS

A BEGINNING WITH 1973 MODELS

1
2
A

16

18
10

118 13
114

15 Detail
13

12 CA TION
• ,.
When inserting lamp into socket
y ,
always use a handkerchief or a
, tissue to prevent getting finger-
prints on the lamp.

NOTE
Detail Â
Fingerprints on lamp may short-
en the life of the lamp.

1. Dome 7. Socket Assembly 13. Housing -

Cap
2. Gasket 8. Nutplate 14. Housing -

Plug
3. Lamp 9. Tip Assembly -
Fin 15. Plate
4. Screw 10. Spacer 16. Stabilizer Skin -
Upper
5. Baffle 11. Flasher Assembly 17. Resistor
6. Clamp Assembly 12. Fin Assembly 18. Washer

Figure 17-9. Flashing Beacon Light Installation

17-32 Change 1
 B A
'
A C
AIRCRAFT SERIALS THRU P20600648
AND U206-1235 THRU P20601587

10
10 2

2
10 56 65

DETAIL A DETAIL DETAIL

TYPICAL
INSTALLATION

1. Light Fitting Assembly 4. Retainer 8. Cover

2. Nut 5. Washer 9. Screw
3. Light Assembly 6. Bracket 10. Bulb
7. Gasket

Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 1 of 2)

17-33
 AIRCRAFT SERIAL U20601588
THRU U20601700

AIRCRAFT SERIAL U20601701

THRU U20601874

BEGINNING WITH AIRCRAFT

SERIAL U20601875

12 VOLT 24 VOLT
Detail A Detail

1. Reflector 5. Screw
2. Lamp 6. Nut
3. Lamp Socket 7. Tinnerman Screw
4. Housing 8. Tinnerman Nut

Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 2 of 2)

17-34
 6
A
5
4
3
2
1

raraen
irs
tor
4. Mica Washer
5. Housing Socket
-

6. Heat Sink
7. Mounting Bracket

Detail Â
Figure 17-11. Transistorized Light Dimming Installation

and the comfort control panel. The ac voltage re- The pedestal lights are controlled by the instrument
quired to drive the "EL" panels is supplied by a small light rheostat.
inverta-pak (power supply) located behind the instru-
ment panel. The intensity of the "EL" panel lighting 17-83. REMOVAL AND INSTALLATION. For re-
is controlled by a rheostat located on the instrument moval and replacement of the pedestal lamp, slide
panel. Beginning with aircraft serials P20600635 the cap and lens assembly from the base. Slide the
and U20601493 a resistor is installed ahead of the lamp from the socket and replace.
dimming EL rheostat as a lood for the AC output of
the E inverter. Due to heat dissipation, the resistor 17-84. INSTRUMENT POST LIGHTING.
must be kept away from the wire bundle. Refer to
figure 17-1 and 17-13. 17-85. DESCRIPTION. Individual post lighting may
be installed as optional equipment to provide for non-
17-81. PEDESTAL LIGHTS . glare instrument lighting. The post light consists of
a cap and a clear lamp assembly with a tinted lens.
17-82. DESCRIPTION. The pedestal lights consist The intensity of the instrument post lights is con-
of two post type lights mounted on the pedestal to trolled by the radio light dimming rheostat located
illuminate the rudder and elevator trim controls. on the switch panel.

Change 1 17 -35
 NOTE

Adjust the overhead map light so that the for-

ward edge of the lighted area is 3. 0 (±1.0)
inches aft of the control wheel (when full for-
ward).

2
11

3 8

190

11

15
11
14
13
12

Detail A

1. Panel Light Bracket 7. Panel Light Housing 12. Screw

2. Nutplate 8. Lamp 13. Slide Knob
3. Washer 9. Clip 14. Panel Light Cover
4. Spacer 10. Slide Cover 15. Lamp Socket
5. Spring 11. Adjustment Screw 16. Grommet
6. Tinnerman Nut 17. Nut

Figure 17-12. Overhead Console Installation

17-36
 B
2
4

Detail A
BEGINNING WITH U20601875 \

1. Nut
2. Inverta-pak, Power Supply
3. Washer
4. Screw Detail
THRU U20601874

Figure 17-13. Electroluminescent Panel Inverta-pak Power Supply

Change 2 17-37
17-86. REMOVAL AND INSTALLATION. For re- c. Detach wires from the terminal strip along the
moval and replacement of the instrument post lamps, edge of the circuit board. Note the connection for
slide the cap and the lens assembly from the base. reference when replacing the board.
Slide the lamp from the socket and replace. d. To install the control wheel map light, reverse
the procedure.
17-87. COURTESY LIGHTS.
NOTE
17-88. DESCRIPTION. The lights consist of one
light located on the underside of each wing to pro- It is recommended that the board be replaced
vide ground lighting around the cabin area. The as an assembly if the lamps should become
courtesy lights have clear lens and are controlled defective. If personnel familiar with etched
by a single slide switch labeled, "Utility Lights, " circuit board repair work are available, emer-
located on the left rear door post. The switch also gency repairs of the map light assembly may
operates the dome lights thru 1972 Models. be made by soldering leads to #330 lamps
and then soldering the lamps to the board in
17-89. REMOVAL AND INSTALLATION. Refer to place of those provided. The lamps should be
Figure 17-14 for removal and installation, secured in place with a spot of epoxy cement
after soldering.
17-90. INTERIOR LIGHTING. Thru 1972 Models
the cabin interior is illuminated by two dome lights, 17-95. REMOVAL AND INSTALLATION (AIRCRAFT
one dome light on each side of the aft cabin. The U20601445 THRU U20601700) (Refer to Figure 17-15.)
dome lights are controlled by a single slide switch a. Rotate the control wheel 90° to the left to gain
labeled "Utility Laghts, " located on the left door post. access to the underside of the control wheel.
The switch also operates the courtesy lights. Be- b. Remove two screws and nuts holding map light
ginning with 1973 Models a single dome light is in- assembly to control wheel.
stalled overhead center aft of the rear spar. The c. Detach two wires from the terminal strip above
light is controlled by a rocker switch on the assembly. the map light. Note the connection and mark for re-
ference when replacing the wires.
17-91. REMOVAL AND INSTALLATION. Thru 1972 d. To install the control wheel map light reverse
models for removal and replacement of dome lamps, this procedure.
pry light assembly out of retainer then pry socket e. For replacement of defective lamps, remove
out of light assembly. Twist the bayonet type lamp two screws holding map light cover in place and un-
from the socket and replace. Beginning with 1973 plug rheostat to remove cover.
models the lens snap out for access to the lamp. f. Unsnap lamp sockets and replace lamps.
g. To reassemble, reverse this procedure.
17-92. CONTROL WHEEL MAP LIGHT.
17-96. REMOVAL AND INSTALLATION. (AIRCRAFT
17-93. DESCRIPTION. As optional equipment, a SERIAL U20601701 THRU U20601757).
white, dimmable map light may be installed on the a. Disconnect electrical cable connector of aft side
underside of the pilot's control wheel. On 1969 of control wheel.
models, a solid-state dimming circuit along with a b. Remove screws securing control wheel back
miniature dimming control was used. On 1970 plate to control wheel tube adapter.
thru 1971 models, a new type of optional map light c. Remove screws securing plate to control wheel.
has been installed on the underside of the pilot's d. Disconnect socket from map light lamp and re-
control wheel. The new map light assembly con- flector unit.
sists of a rectangle shaped housing containing two e. Remove lamp and reflector unit.
small lamps and a small rheostat. On both type of
installations, the dimming control extends just be- NOTE
low the edge of the control wheel map light housing
for convenient thumb or finger operation. For dim- Lamp and reflector unit are bonded to con-
ming the control should be rotated clockwise. Be- trol wheel.
ginning with 1972 models the control wheel map
light is internally mounted in the control wheel. Thru
1974 models a rheostat switch located on the right
hand forward side of the wheel controls the light, Beg Care must be taken in removing excess
Beginning with 1975 models the rheostat switch is bonding material, (do not hammer on
located on the lower right hand side of the control control wheel) as control wheel could be
wheel. damaged.

17-94. REMOVAL AND INSTALLATION (THRU U f. Using Conley Weld C1 and C2 or Hysol 5095 and
206-1444) (Refer to Figure 17-15.) 3673, bond new lamp and reflector unit.
a. Rotate the control wheel 90° to the left to gain g. To reassemble, reverse this procedure.
access to the underside of the control wheel.
b. Remove four screws at the corner of the etched
circuit board assembly.

17-38 Change 2
 1

10

11

1 6

2
1

THRU 1969 MODELS ONLY

Detaii A

1 6
10

1. Tinnerman Nut
2. Grommet 11
3. Screw
4. Reflector
5. Socket
6. Bulb
7. Inspection Plate
8. Doubler
9. Lens
10. Spacer
11. Nutplate

1970 MODELS & ON

Detaii A
Figure 17 -14.

Courtesy Light Installation

17 -39
 6

THRU 1969 MODELS ONLY

8 1
1 y
NOTE

The "NAV LIGHTS" switch must be turned

on in order to operate the control wheel
map light.

1. Screw 4. Map Light Housing 7. Resistor

2. Lamp 5. Transistor 8. Terminal Board
3. Dimming Control 6. Circuit Board 9. Control Wheel

Figure 17-15. Control Wheel Map Light Installation (Sheet 1 of 4)

17-97. REMOVAL AND INSTALLATION. (BEGINN- 17-98. COMPASS AND RADIO DIAL LIGHTS.
ING WITH AIRCRAFT SERIAL U20601758 AND ALL
SERVICE PARTS BEGINNING WITH U20601701). To 17-99. DESCRIPTION. The compass and radio dial
remove, push upward on the lamp and turn. The lamp lights are contained within the individual units. The
and reflector is replaced as a unit.

SHOP NOTES:

17 -40
Change 2
 NOTE
6
The "NAV LIGHTS" switch must be turned
on in order to operate the control wheel
map light.

1
8 12
13
1. Terminal Block
2. Nut
3. Spectastrip Cable
4. Sta-Strap
5 5. Screw
6. Control Wheel
14 7. Housing
8. Socket (Lamp)
12 9. Socket (Rheostat)
5 10. Plug Button
11. Lamp
12. Lens
Detail A 13. Cover
14. Rheostat
1970 AND 1971 MODELS

Figure 17-15. Control Wheel Map Light Installation (Sheet 2 of 4)

Change 2 17-41
 NOTE
10 11 12 13
The "NAV LIGHTS" switch must be turned 14
on in order to operate the control wheel
map light. 5

3
18

2
18
1

1972 MODELS
10 11 12 13
9

7
15
6

4 2019
3

2 16

18 21

1973 THRU 1974 MODELS

1. Tube 8. Map Light Assembly 15. Plug

2. Cover 9. Control Wheel 16. Bracket
3. Adapter 10. Pad 17. Cable
4. Rubber Cover 11. Mike Switch 18. Connector
5. Plate 12. Plug 19. Socket
6. Map Light Rheostat 13. Insulator 20. Bracket
7. Terminal Block 14. Electric Trim Switch 21. Lamp

Figure 17-15. Control Wheel Map Light Installation (Sheet 3 of 4)

17-42 Change 2
 7

11

10

14 13

BEGINNING WITH 1975 MODELS

1. Control Tube Assembly 8. Pad

2. Cover 9. Mike Switch
3. Adapter 10. Plug
4. Connector 11. Insulator
5. Plate 12. Map Light Assembly
6. Map Light Rheostat 13. Lamp
7. Control Wheel 14. Knob (Map Light)

Figure 17-15. Control Wheel Map Light Installation (Sheet 4 of 4)

Change 2 17-42A/(17-42B blank)

light intensity is controlled by the radio dial light 17-103. DESCRIPTION. The stall warning circuit
dimming rheostat mounted on the lower left side of is comprised of a warning horn and an actuating
the instrument panel. switch. The switch is installed in the leading edge
of the left wing and is actuated by airflow over the
17-100. ELECTRIC CLOCK. surface of the wing. The switch will close as a
stall condition is approached, actuating the warning
17-101. DESCRIPTION. The electric clock is con- horn which is mounted on the glove box. The stall
nected to the battery through a 1-ampere fuse mount- warning unit should actuate the stall warning horn
ed adjacent to the battery box. The clock has a sweep approximately five to ten miles per hour above the
second hand and is an electro-mechanical type which aircraft stall speed. Install the lip of the warning
rewinds approximately every one and one-half minutes· unit approximately one-sixteenth of an inch below
the centerline of the wing skin cutout. Test fly
17-102. STALL WARNING SYSTEM. the aircraft to determine if the unit actuates the

6‡ Detail A

1. Wing Skin
4 2. Actuator
3 Scinnerman Nut

5. Map Compartment
6. Stall Warning Horn

Detail *THRU 1971 MODELS

‡BEGINNING WITH 1972 MODELS

Figure 17-16. Stall Warning, Actuator and Horn Installation

Change 1 17 -43
warning horn at the desired speed. If the unit actu- ice formations on the pitot tube and stall warning
ates the warning horn at a speed in excess of ten actuator switch. The heaters are integrally mounted
miles per hour above stall speed, loosen the mount- in the pitot tube and the stall warning actuator switch.
ing screws and move the unit down. If the unit actu- Both heaters are operated by the pitot heat switch.
ates the horn five miles per hour below stall speed,
loosen the mounting screws and move the unit up. 17-106. REMOVAL AND INSTALLATION OF PITOT
HEATER. Refer to Figure 17-17 for removal and
17-104. PITOT AND STALL WARNING HEATERS. installation.

17-105. DESCRIPTION. Electrical heater units are 17-107. CIGAR LIGHTER.

incorporated in some pitot tubes and stall warning
switch units. The heaters offset the possibility of 17-108. DESCRIPTION. A special circuit breaker is

1. Electrical Leads
2. Pitot Tube -

3. Heating Element Detail

Figure 17-17. Pitot Heater Installation

ec elent
4
3 8
5. Shell
10 6. Circuit Breaker
2
7. Probe
1 8. Nut
9. Lockwasher
10. Power Wire

Figure 17-18. Cigar Lighter Installation

17-44
contained in a small cylinder screwed directly on mize the strong air flow buffeting within the cabin
the back of the cigar lighter socket. The circuit when cargo doors are removed. The rocker-type
breaker is a bi-metallic type and is resettable. To steering switch is mounted inside the cabin on the
reset a breaker, make sure that the master switch upper sill of the cargo door opening and is used by
is off, then insert a small diameter pin (end of a the sky diver to signal the pilot of his desired flight
paper clip works) into the hole in the phenolic back path over the drop zone. A steering signal light
plate of the breaker and apply pressure. A small console, with red and green lights controlled by
click will be heard when the breaker resets. operation of the steering switch, is mounted on top
of the instrument panel. Illumination of the red light
17-109. REMOVAL AND INSTALLATION (Refer to indicates to the pilot that the diver desires that the
Figure 17-18.) aircraft be steered left; conversely, a green light
a. Ensure that the master switch is "OFF. " shows that the pilot is to steer right. Removal of
b. Remove cigar lighter element. the cargo doors necessitates the installation of a
c. Disconnect wire on back of lighter. depressor plate over the wing flap circuit interrupt
d. Remove shell that screws on socket back of switch to permit flap operation with doors removed.
panel. (Under normal operations with the cargo door in-
e. The socket will then be free for removal. stalled the switch prevents flap operation whenever
f. To install a cigar lighter, reverse this proced- the front cargo door is open to prevent accidental
ure, damage to the door or wing flap if the flaps are
lowered.)
17-110. SKYDIVING KIT.
17-112. REMOVAL AND INSTALIATION. For re-
17-111. DESCRIPTION. The kit consists of a moval and installation of skydiving kit, refer to Fig-
spoiler, sky diver steering switch, and a steering ure 17-19. Refer to wing flap wiring diagrams in the
signal light console. The spoiler is installed on the Wiring Section of this manual for wiring associated
door hinges of the removed front cargo door to mini- with the flap circuit interrupt switch.

5 6
7

Detail Detail

10
1. Spoiler Assembly
2. Angle -

Flap Switch
3. Screw 12

S ceakh 4 13

8. Escutcheon
9. Cover Detail
10. Light Assembly -

Right
11. Nutplate
12. Grommet
13. Bracket Assembly
14. Bulb
15. Spoiler Assembly

Figure 17-19. Sky Diving Components Equipment Installation

17-45
17-113. EMERGENCY LOCATOR TRANSMITTER.

17-114. DESCRIPTION. The ELT is a self-contained, Do not leave the emergency locator transmitter
solid state unit, having its own power supply, with an in the ON position longer than 5 seconds or
externally mounted antenna. The C589510-0209 trans- you may activate downed aircraft procedures
mitter is designed to transmit simultaneously on dual by C. A. P. , D. O. T. or F. A. A. personnel.
emergency frequencies of 121.5 and 243.0 Megahertz.
The C589510-0211 transmitter used for Canadian WARNING
registry, operates on 121. 5 only. The unit is mount-
ed in the tailcone, aft of the baggage curtain on the Magnesium (6-cell) battery-packs (excluding
right hand side. The transmitters are designed to 4 cell lithium battery-packs) after prolonged
provide a broadcast tone that is audio modulated in a continuous use (1 hour) in a sealed environ-
swept manner over the range of 1600 to 300 Hz in a ment give off explosive gas. If your ELT
distinct, easily recognizable distress signal for re- has operated for this time period or longer,
ception by serch and rescue personnel and others as a precautionary measure, loosen the
monitoring the emergency frequencies. Power is ELT cover screws, lift the cover to break
supplied to the transmitter by a battery-pack which air tight seal and let stand for 15 minutes
has the service life of the batteries placarded on the before tightening screws. Keep sparks,
batteries and also on the outside end of the transmit- flames and lighted cigarettes away from
ter. ELT's thru early 1974 models, were equipped battery-pack.
with a battery-pack containing six magnesium "D"
size dry cell batteries wired in series. (See figure NOTE
17-20) Mid 1974 thru early 1975, ELT's are equipped
with a battery-pack containing four "in-line" lithium After relatively short periods of inactivation,
the magnesium (6-cell) battery-pack develops
"D" batteries wired in series. Early 1975 and on
ELT's are equipped with a battery-pack containing a coating over its anode which drastically
four lithium "D" size batteries which are stacked in reduces self discharge and thereby gives
two's (See figure 17-22). The ELT exhibits line of the cell an extremely long storage life.
sight transmission characteristics which correspond This coating will exhibit a high resistance
approximately to 100 miles at a search altitude of to the flow of electric current when the
10, 000 feet. When battery inspection and replacement battery is first switched on. After a short
schedules are adhered to, the transmitter will broad- while (less than 15 seconds), the battery
cast an emergency signal at rated power (75 MW_ current will completely dissolve this coating
minimum), for a continuous period of time as listed and enable the battery to operate normally.
in the following table. If this coating is present when your ELT is
table, activated, there may be a few seconds delay
before the transmitter reaches full power.
TRANSMITTER LIFE
TO 75 MILLIWATTS OUTPUT 17-116. CHECKOUT INTERVAL:

100 HOURS.
6 Cell 4 Cell
Temperature Magnesium Lithium a. Turn aircraft master switch ON.
Battery Pack Battery Pack b. Turn aircraft transceiver ON and set frequency
on receiver to 121. 5 MHz.
+130°F
89 hrs 115 hrs c. Remove the ELT's antenna cable from the ELT
70°F
+ 95 hrs 115 hrs unit.
4°F
-

49 hrs 95 hrs d. Place the ELT's function selector switch in the

40°F re-
-

23 hrs 70 hrs ON position for 5 seconds or less. Immediately

place the ELT function selector switch in the ARM
position after testing ELT.
Battery-packs have a normal shelf life of five to ten e. Test should be conducted only within the time
(5-10) years and must be replaced at 1/2 of normal period made up of the first five minutes after any
shelf life in accordance with TSO-C91. Cessna hour,
specifies 3 years replacement of magnesium (6-cell)
battery-packs and 5 years replacement of lithium
(4-cell) battery packs.
Tests with the antenna connected should be
17-115. OPERATION. A three position switch on the approved and confirmed by the nearest control
forward end of the unit controls operation. Placing tower.
the switch in the ON position will energize the unit
to start transmitting emergency signals. In the OFF NOTE
position, the unit is inoperative. Placing the switch
in the ARM position will set the unit to start trans- Without its antenna connected, the ELT will
mitting emergency signals only after the unit has produce sufficient signal to reach your receiver,
received a 5g (tolerances are +2g and -Og) impact yet it will not disturb other communications
force, for a duration of 11-16 milliseconds. or damage output circuitry.

17-46 Change 3
 i 14
11

EMERGENCY LOCATOR TRANSMITTER

INSTALLED AFT OF THIS PARTITION.
MUST BE 5ERVICED IN ACCORDANCE
WITH FAR PART 91.52

PLACARD LOCATED ON UPPER R. H.

COR AGGA2GE CURTAIN

g 6

3
1. Tailcone Skin Detail
2. Bracket *(Refer
to paragraph 17-118.)
3. Transmitter
4. Battery Pack
5. Seal
3
6. Cover
7. Connector 5
8. Arm Switch 6
9. Co-axial Cable 18
10. Sta-strap
11. Antenna 19
12. Doubler
13. Rubber Washer
14. Rubber Boot
15. Metal Strap 1
Detail
16. Suppressor

7 '
18 8
19

3 NOTE

15 Metal Strap (15) must be positioned so that

6
latch is on top of transmitter as installed
in the aircraft and not across transmitter

Detail

17. Placard
18. Fabric Fastener -

Hook
19. Fabric Fastener -

Pile

Figure 17-20. Emergency Locator Transmitter Installation

Change 3 17-47
 NOTE a. Disconnect co-axial cable from base of antenna.
b. Remove the nut and lockwasher attaching the
After accumulated test or operation time antenna base ot the fuselage and the antenna will be
equals 1 hour, battery-pack replacement free for removal.
is required. c. To reinstall the antenna, reverse the preceding
steps.
f. Check calendar date for replacement of battery- NOTE
pack. This date is supplied on a sticker attached to
the outside of the ELT case and to each battery. Upon reinstallation of antenna, cement
rubber boot (14) using RTV102, General
17-117. REMOVAL AND INSTALLATION OF TRANS- Electric Co. or equivalent, to antenna
MITTER. (Refer to figure 17-20.) whip only; do not apply adhesive to fus-
a. Remove the baggage curtain to gain access elage skin or damage to paint may result.
to the transmitter and antenna.
b. Disconnect co-axial cable from end of transmit- CAUTI Ni
ter.
c. Depending upon the particular installation, either In-service 6 cell magnesium battery-pack
cut four sta-straps and remove transmitter or cut powered ELT's require the installation of a
sta-strap securing antenna cable and unlatch metal static electricity suppressor in the antenna
strap to remove transmitter. cable to prevent the possibility of damage to
the case of the ELT. Refer to Cessna Avion-
NOTE ics Service Letter AV74-16 and figure 17-20.

Transmitter is also attached to the mounting 17-119. REMOVAL AND INSTALLATION OF MAG-
bracket by velcro strips, pull transmitter to NESIUM SIX (6) CELL BATTERY-PACK. (Refer to
free from mounting bracket and velcro. figure 17-21.)
NOTE
NOTE
On aircraft incorporating Cessna ELT's
To replace velcro strips, clean surface thor- manufactured by Leigh (Shark 7 series),
oughly with clean cloth saturated in one of the when replacing battery-pack refer to
following solvents: Trichloric thylene, Ali- Cessna Avionics Service Letter AV75-5,
phatic Napthas, Methyl Ethyl Ketone or En- dated July 3, 1975.
mar 6094 Lacquer Thinner. Cloth should be
NOTE
folded each time the surface is wiped to pre-
sent a clean area and avoid redepositing of
Since replacement battery-
6 cell magnesium
grease. Wipe surface immediately with clean
packs are no longer available, when in-
dry cloth, do not allow solvent to dry on sur-
service units require replacement, use the
face. Apply Velcro #40 adhesive to each sur- 4 cell lithium battery-pack. Refer to para-
face in a thin even coat and allow to dry until graph 17-120
quite tacky, but no longer transfers to the
finger when touched (usually between 5 and
30 minutes). Porous surfaces may require TRANSMITTER
two coats. C589510-0102
Place the two surfaces in contact
and press firmly together to insure intimate
contact. Allow 24 hours for complete cure.
e. To reinstall transmitter, reverse preceding
steps.

NOTE

An installation tool is required to properly ' o -

o (o
secure sta-straps on units installed with
sta-straps. This tool may be purchased
locally or ordered from the Pandiut Cor-
ELECTRICAL BATTERY-PACK
poration, Tinley Park, Ill., part number
GS-2B (Conforms to MS90387-1). CONNECTOR C589510-0105
(6 Cell Magnesium)

Ensure that the direction of flight arrows Figure 17-21. Magnesium 6 Cell
(placarded on the transmitter) are pointing Battery-Pack Installation
towards the nose of the aircraft.
17-120. REMOVAL AND INSTALLATION OF LITHIUM
17-118.
REMOVAL AND INSTALLATION OF FOUR (4) CELL BATTERY-PACK. (Refer to figure
ANTENNA. (Refer to figure 17-20.) 17-22.)

17-48 Change 3
 NOTE

On aiteraft incorporaring Cessna ELT's Be sure to enter the new battery-pack expira-
manufactured by Leigh (Shark 7 series), tion date in the aircraft records. It is also
when replacing battery-pack refer to recommended this date be placed in your ELT
Cessna Avionics Service Letter AV75-5, Owner's Manual for quick reference.
dated July 3, 1975.

NOTE

Transmitters equipped with the 4 cell battery- TRANSMITTER BATTERY PACK

pack can only be replaced with another 4 cell C589510-0202 C589510-0205
battery-pack. (4 Cell Lithium)

a. After the transmitter has been removed from

aircraft in accordance with para. 17-117, place the Mahd28
transmitter switch in the OFF position.
b. Remove the nine screws attaching the cover to
the case and then remove the cover to gain access to C
the battery-pack.
NGI'E

ELECTRICAL JET MELT

Retain the rubber "O" ring gasket, rubber CONNECTOR ADHESIVE
washers and screws for reinstallation. 3M (PN 3738)

c. Disconnect the battery-pack electrical connector

and remove battery-pack.
d. Place new battery-pack in the transmitter with Moh 6e

four batteries as shown in the case in figure 17-22.

e. Connect the electrical connector as shown in fig-
ure17-22.

o -
fo3 ,o (o
NOT E
TRANSMITTER BATTERY PACK
Before installing the new 4 cell battery- C589510-0209 C589510-0210
pack, check to ensure that its voltage is
11.2 volts or greater.

Figure 17-22. Lithium 4 Cell

Battery Pack Installations
If it is desireable to replace adhesive mate-
rial on the 4 cell battery-pack, use only 3M
Jet Melt Adhesive #3738. Do not use other
adhesive materials since other materials
may corrode the printed circuit board assem- 17-121. TROUBLE SHOOTING. Should your Emer-
bly• gency Locating Transmitter fail the 100 Hours per-
formance checks, it is possible to a limited degree
f. Replace the transmitter cover by positioning the to isolate the fault to a particular area of the equip-
rubber "O" ring gasket if installed,
, on the cover ment. In performing the following trouble shooting
and pressing the cover and case together. Attach procedures to test peak effective radiated power,
cover with nine screws and rubber washers, you will be able to determine if battery replacement
g. Remove the old battery-pack placard from the is necessary or if your unit should be returned to
end of transmitter and replace with new battery-pack your dealer for repair.
placard supplied with the new battery-pack.

SHOP NOTES:

Change 3 17-49
 TROUBLE PROBABLE CAUSE REMEDY

*POWER LOW Low battery voltage. 1. Set toggle switch to off.

2. Remove plastic plug from the remote jack
and by means of a Switchcraft #750 jackplug,
connect a Simpson 260 model voltmeter and
measure voltage. If the battery-pack voltage
on the 6-cell magnesium battery pack trans-
mitter is 10.8 volts or less, and on the 4-cell
lithium battery pack transmitters is 11.2 volts
or less, the battery pack is below specification.

Faulty transmitter. 3. If the battery-pack voltage meets the

specifications in step 2, the battery-pack
is O. K. If the battery is O. K. , check the
transmitter as follows:
a. Remove the voltmeter.
b. By means of a switcheraft 750 jackplug
and 3 inch maximum long leads, connect a
Simpson Model 1223 ammeter to the jack.
c. Set the toggle switch to ON and observe
the ammeter current drain. If the current -

drain is in the 85-100 ma range, the

transmitter or the co-axial cable is faulty.

Faulty co-axial 4. Check co-axial antenna cable for high

antenna cable. resistance joints. If this is found to be
the case, the cable should be replaced.

*This test should be carried out with the co-axial cable provided with your unit.

SHOP NOTES:

17 -50
Change 3
 ELECTRICALLOAD ANALYSIS CHART
24 VOLT ALL MODELS

AtiPS RE3D
STANDARD EQUIPMENT (RUNNING LOAD) 1971 1972 1973 1974 1975 1976

Battery Contactor . . . . . . . . . . 0.6 .41 .41 .41 .41 .41

Clock . . . . . . . . . . . . . . . . . . . . . . . . . .
† † † † † †
Cylinder Head Tenaperature Indicator . . . . . . . . . . . 0.2 .039 .039 0.039 0.039 0.039
Fuel Quantity Irxlicators . . . . . . . . . . . . . . . . . 0.4 .12 .12 0.12 0.12 0.12
Flashing Beacon . . . . . . . . . . . . . . . . . . . . . 7.0 6.0 6.0 4.0 4.0 4.0
Instrument Lights
a. Electrohnninescent Panel . . . . . . . . . . . . . .03 .03 .03 0.02 0.02 0.02
b. Cluster . . . . . . . . . . . . . . . . . . . . . 0.2 0.2 0.2 0.16 0.16 0.16
c. Console* . . . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.14 1.14 1.14
d. Conapass . . . . . . . . . . . . . . . . . . . . .04 .04 .04 0.04 0.04 0.04
Position Lights . . . . . . . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.0
Turn Coordiretor . . . . . . . . . . . . . . . . . . . . 0.4 .28 .28 0.3 0.3 0.3

OPTIONAL EQUIPMENT (RUNNING LOAD)

Heated-Pitot . . . . . . . . . . . . . . . . . . . . . . . 5.8 5.8 5.8 5.8 5.8 5.8

Strobe Lights . . . . . . . . . . . . . . . . . . . . . . 4.0 4.0 4.0 4.0 4.0 4.0
Carburetor Air Tennp . . . . . . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03
Cessna 200A Navomatic (Type AF-295A) . . . . . . . . . .
---- --- -

1. 5 --- --

Cessna 200A Navomatic (Type AF-295B) . . . . . . . . . .

- --- - --

1. 5 1. 5
Cessna 300 10DF (Type R-521B) . . . . . . . . . . . . . . 1.6 --- ---- --- ---
---

Cessna 300 AUDF(Type R-546A) . . . . . . . . . . . . . .

---

1.0 1.0 1.0 1.0 1.0

Cessna 300ADF (Type R-546E) . . . . . . . . . . . . . .
---

1.0 1.0 1.0 1.0 1.0

Cessna 300 IdarkerBeacon (Type R-502B). . . . . . . . . . .02 .02 .02 0.02 0.02 0.02
Cessna 300 Nav/Com (90 Channel-Type RT-517R) . . . . . . 4. 5 ---- ---- -- ---
---

Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . . . . . 4. 5 --- ---- ---- --

---

Cessna 300 Nav/Com (100 Channel-Type RT-508A). . . . . .

---

1.9 1.9 ---· ----

----

Cessna300Nav/Com(360Channel-TypeRT-308C). . . . . .
--- ---- ---

1.5 1.5 1.5

Cessna 300 Nav/Com (360 Channel-Type RT-528A). . . . . .
---

1.9 1.9 --- ---

---

Cessna 300 Nav/Com (360 Channel-Type ITT-528E). . . . . .

---- ---

1.9 1.9 1.9 1.9

Cessna 300 Nav/Com (360 Channel-Type RT-328A). . . . . .
---- ---

1.9 -- ---

---

Cessna 300 Nav/Com (360 Channel-Type RT-328C) . . . . . .

-- --- --

1. 5 ---

---.-

Cessna 300 Nav/Com (720 Channel-Type RT-328D) . . . . . .

- -- --
1. 5 1. 5
Cessna 300 Transceiver (Type RT-524A) . . . . . . . . . . 2.1 2.1 2.1 2.1 2.1 2.1
Cessna 300 HF Transceiver (Type PT-10A) . . . . . . . . . 1.0 1.0 1.0 1.0 ---
--

Cessna 300 Transponder (TypeKT-75R) . . . . . . . . . . 0.7 0.7 --- --- ---

---.

Cessna 300 Transponder (TypeKT-76 & KT-78) . . . . . . .

----

1.3 1.3 --- ---

---.

Cessna 300 Transponder (Type Iff-359A) . . . . . . . . . .

--- --- ---

1.0 1.0 1.0

Cessna 300 Navomatic (Type AF-512C) . . . . . . . . . . , 1.8 --- --- ---
-----

Cessna 300 Navomatic (Type AF-512D) . . . . . . . . . . .

---

1. 8 -- - ---

---

Cessna 300 Navomatic (Type AF-394A) . . . . . . . . . . .

-- ----

1.75 1.8 ---

-.-

Cessna 300A Navomatic (Type AF-395A) , . . . . . . . . .

- - ---- -
2.0 2.0
Cessna 300 DME (Type KN-60B) . . . . . . . . . . . . . . 3.0 -- -- ---

---

Cessna 300 DME (Type KN-60C) . . . . . . . . . . . . . .

---

3.0 3.0 2.4 -

---

Cessna 400 ADF (Type R-324A) . . . . . . . . . . . . . . 1.8 -- -

Cessna 400 ADF (Type R-346A) . . . . . . . . . . . . . .

-
1.0 1.0 1.0 -

---

Cessna 400ADF (Type R-446A) . . . . . . . . . . . . . .

--- --- --- ---

1.0
Cessna400 Glideslope (Type R-543B). . . . . . . . . . . . 0.4 0.4 0.4 0.4 0.4 0.4
Cessna 400 Glideslope (Type R-443A) . . . . . . . . . . . .
---- -

0. 4 --- ---

--

Cessna 400 Glideslope (Type R-443B). . . . . . . . . . . .

--- --- --

0.32 0.32 0.32

Cessna 400 Nav/Com (Type Iff-522A). . . . . . . . . . . . 3.0 3.0 3.0 3.0 3.0 3.0
Cessna 400 Nav/Com (Type RT-422A). . . . . . . . . . . .
--- -

2. 5 1.7 ----

-.-

Cessna 400 Transceiver (Type RT-532A) . . . . . . . . . . 2.2 2.2 ---

----

Cessna 400 Transceiver (Type RT-432A) 1.7 1.4

- - ---

--
. . . . . . . . . .

Cessna400 Transponder (Type Íff-506A) 1.5 1.5 1.5 --- ---

---
. . . . . . . . . .

Cessna400 Transponder (Type ITT-459A) . . . . . . . . . .

--- --- ---

1.0 1.0 1.0

Cessna 400 Nav-O-Matic (Type AF-520C) . . . . . . . . . . 1.2 1.2
---- ---

--..-

Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . . . . . .

----

1.2 1.2 1.2 1.2

Change 3 17-51
 ELECTRICAL LOAD ANALYSIS CHART (CONT.)
24 VOLT ALL MODELS

OPTIONAL EQUIPMENT (RUNNING LOAD) AflPS RE3D

(CON T.) 1971 1972 1973 1974 1975 1976

Cessna 400 Area Nav (Type RN-478A). . . . . . . . . . .

--- - -- -- --
0. 5
Cessna 400 DME (Type R -476A) . . . . . . . . . . . . .
-- - --- --- ---
2. 5
Bendix MKR BCN RCVR (Type GM-247A) . . . . . . . . .
-- - -- --- --
.100

KingKN-65DME.................... --- -
---

1.4 1.4 1.4

SunairSSBTransceiver(TypeASB-125). . . . . . . . . . 2.5 2.5 2.5 2.5 2.5 2.5
Narco Mark 12B Nav/Com with VOA-40 or VOA-50 . . . . 4.6 -- -- -- ---
--

Narco UGR-2 Glideslope Receiver . . . . . . . . . . . . .23

-
--- --- ----
-

KingKN-60CDME................... -- --- --- --

2.4 2.4
Pantronics PT-10A HF Transceiver . . . . . . . . . . .
- --
- - ----

1. 5 1. 5

ITEMS NOT CONSIDERED AS PART OF

RUNNING LOAD.

Auxiliary Fuel Pump . . . . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. O

CigaretteLighter.................... 7.0 7.0 7.0 7.0 7.0 7.0
FlapMotor ...................... 8.5 8.5 8.5 8.5 8.5 8.5
Landing Lights (Each) . . . . . . . . . . . . . . . . . . 3. 57 3. 57 3. 57 3. 57 3. 57 3. 57
OilDilutionSystem. . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.0 1.0 1.0
StallWarningHorn................... .25 .25 .25 .28 .28 .28

WingCourtesyLightsandCabinLights. . . . . . . . . . 1.2 1.2 1.2 1.65 1.65 1.65

SkyDivingLights . . . . . . . . . . . . . . . . . . . .04 .04 .04 .04 .04 .04

*Console lights not used with post lights.

Only one or the other may be used at one time.
†Negligible

12 VOLT ALL MODELS

STANDARD EQUIPMENT AMPS REOD

(RUNN I NGLO A D) 1969 1970 1971 1972 1973 1974 1975

Battery Contactor . . . . . . . . . . . . . . . . 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6
Clock .....................
† † † † † † †
Cylinder Head Temperature Indicator. . . . . . . . 0.2 0.2 0.2 0.2 0.2 0.2 0.2
FuelQuantityIndicators . . . . . . . . .. . . . 0.4 0.4 0.4 0.4 0.4 0.4 0.4
Flashing Beacon . . . . . . . . . . . . . . . . . 7.0 7.0 7.0 7.0 7.0 7.0 7.0
InstrumentLights ................

a. ElectroluminescentPanel. . . . . . . . . 0.5 0.5 0.5 0.5 0.5 0.4 0.4

b. Cluster................. 0.3 0.3 0.3 0.3 0.3 0.32 0.32
c. Console* . . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.08 2.08
d. Compass . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.8 0.8
Position Lights . . . . . . . . . . . . . . . . . . 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6
Turn Coordinator. . . . . . . . . . . . . . . . . 0.8 0.8 0.8 0.8 0.8 0.8 0.8

OPTIONAL EQUIPMENT
(RUNNING LOAD)
Heated-Pitot,StallWarningHeater. . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0
StrobeLights ..................
-- ---

4.0 4.0 4.0 2.0 2.0

CarburetorAirTemp. . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03 0.03
Cessna 200A Navomatic Autopilot (Type AF-295A) . .
--- ---- ---- -- --

2.0 ---

Cessna 200A Navomatic Autopilot (Type AF-295B) . .

--- -- - --- ---- ----

2.0
Cessna300ADF(TypeR-521B) . . . . . . . . . . 1.6 1.6 1.6 ---
---- --- ---

17-52 Change 3
 ELECTRICALLOAD ANALYSIS CHART (CONT.)
12 VOLT ALL tsODELS

AíAPS REQD
OPTIONAL EQUIPMENT (RUNNING
1969 1970 1971 1972 1973 1974 1975
LOAD)(CONT.)
Cessna300ADF(TypeR-546A) . . . . . . . . . .
- --- --

1.0 1.0 1.0 1.0

Cessna300ADF(TypeR-546E) . . . . . . . . . .
--- - -

1.0 1.0 1.0 1.0

Cessna 300 Marker Beacon (Type R-502B) . . . . . .02 .02 .02 .02 .02 0.02 0.02
Cessna 300 Nav/Com (90 Channel-Type RT-517R) . . 4. 5 4. 5 4. 5 --- ----

Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . 4. 5 4. 5 4. 5 -- - ---

Cessna 300 Nav/Com (100 Channel-Type RT-508A). .

-- -- --
1.9 1.9 --- ---

Cessna300Nav/Com(360Channel-TypeRT-308C).. - --- --- --- -

1.5 1.5
Cessna 300 Nav/Com (360 Channel-Type RT-528A). .
--- - ---
1.9 1.9 - --

Cessna 300 Nav/Com (360 Channel-Type RT-528E). .

-- ---- - ---

1.9 1.9 1.9

Cessna 300 Nav/Com (360 Channel-Type RT-328A) . .
- - --- --
1.9 -- --

Cessna 300 Nav/Com (360 Channel-Type RT-328C) . .

- -- - --- --

1. 5 ---

Cessna 300 Nav/Com (720 Channel-Type RT-328D) . .

- --- - - - -

1. 5
Cessna 300 Transceiver (Type RT-524A) . . . . . . 3.2 3.2 3.2 3.2 3.2 3.2 3.2
Cessna 300 HF Transceiver (Type PT-10A) . . . . .
- -

1. 5 1. 5 1. 5 1. 5 -

Cessna 300 Transponder (Type KT-75R) . . . . . . 1. 5 1. 5 1. 5 1. 5 --

Cessna 300 Transponder (Type KT-76 & KT-78) . . .

- - -

1. 3 1. 3 -- -

Cessna 300 Transponder (Type RT-359A) . . . . . .

- -- - -- -

1.0 1.0
Cessna 300 Navomatic (Type AF-512C) . . . . . . . 3. 5 3. 5 3. 5 - --- -- --

Cessna 300 Navomatic (Type AF-512D) . . . . . . .

---- --- ---
3. 5 - --- ---

Cessna 300 Navomatic (Type AF-394A) . . . . . . .

--- ---- - -

2.0 2.0 ---

Cessna 300A Navomatic (Type AF-395A) . . . . . .

- -- - - - ---

2.0
Cessna 300 DME (Type KN-60B) . . . . . . . . . . 3.0 3.0 3.0 - - ----

Cessna 300 DME (Type KN-60C) . . . . . . . . . .

-- - --

3.0 3.0 3.0 -----

Cessna 400 ADF (Type R-324A) . . . . . . . . . . 2.0 2.0 2.0 --- - - ·---

Cessna400ADF(TypeR-346A) . . . . . . . . . .
--- ---- ----

1.0 1.0 1.0 ---

Cessna 400 ADF (Type R-446A) . . . . . . . . . .

-- ---- ---- ---- -- ·----

Cessna 400 Glideslope (Type R-543B) . . . . . . . . 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5

Cessna 400 Glideslope (Type R-443A) . . . . . . . .
-- -- - --

0. 4 --- ·---

Cessna400Glideslope(TypeR-443B). . . . . . . .
--- --- ---- --- -

0.4 0.4
Cessna 400 Nav/Com (Type RT-522A). . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. O
Cessna 400 Nav/Com (Type RT-422A). . . . . . . .
--- - - ----

2. 5 2. 5 --

Cessna 400 Transceiver (Type RT-532A) . . . . . . 1. 5 1. 5 1. 5 1. 5 -

Cessna 400 Transceiver (Type RT-432A) . . . . . .

--- --- --- -

1. 4 1. 4 -

Cessna 400 Transponder (Type RT-506A) . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 ---- ----

Cessna 400 Transponder (Type RT-459A) . . . . . .

-- -

1.0 1.0
Cessna 400 Nav-O-Matic (Type AF-520C) . . . . . .
- -

2.4 2.4
Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . .
---- - --- -

1.2 1.2 1.2

Sunair SSB Transceiver (Type ASB-12 5). . . . . . .
----

5. 0 5. 0 5. 0 5. 0 5. 0 5. O
FlashingBeacon................. 7.0 7.0 7.0 7.0 7.0 7.0 ----

KingKN-60CDME................ -- - - - --- -
3.0
KingKN-65DME................. -- ---- - ---- --

2.8 2.8
Pantronics PT-10A HF Transceiver . . . . . . . .
--- - - - -- ------

1. 5
Narco Mark 12A Nav/Com . . . . . . . . . . . . . 4. 6 --- -- ---- ---- -----

Narco Mark 12B Nav/Com with VOA-40 or VOA-50. . 4.6 4.6 4.6 --- --- --

Narco UGR-2 Glideslope Receiver . . . . . . . . . .23 .23 .23

-- -- ----

ITEMS NOT CONSIDERED AS PART

OF RUNNING LOAD
Auxiliary Fuel Pump . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. O
CigaretteLighter . . . . . . . . . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0
FlapMotor ................... 15.0 15.0 15.0 15.0 15.0 15.0 15.0
LandingLights. . . . . . . . . . . . . . . . . . 15.6 15.6 15.6 15.6 15.6 15.6 15.6
Oil Dilution System . . . . . . . . . . . . . . . . 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0
Stall Warning Horn . . . . . . . . . . . . . . . . 0.25 0.25 0.25 0.25 0.25 0.25 0.25
Wing Courtesy Lights and Cabin Lights . . . . . . . 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3
Sky Diving Lights . . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.1 0.1

*Console lights not used with post lights.

Only one or the other may be used at one time
†Negligible

Change 2 17-53/(17-54 blank

 SECTION 18

STRUCTURAL REPAIR

TABLE OF CONTENTS Page Repairable Damage . . . . . . . . .

18-3
Ailerons...............18-3
STRUCTURAL REPAIR . . . . . . . . . . .
18-1 Negligible Damage . . . . . . . . .
18-3
Repair Criteria . . . . . . . . . . . .
18-1 Repairable Damage . . . . . . . . .
18-3
Equipment and Tools . . . . . . . . . .
18-1 Damage Necessitating Re-
Control Balancing Fixtures . . . . . .
18-1 placement of Parts . . . . . . . .
18-3
SupportStands............18-1 Flaps................18-3
Fuselage Repair Jig . . . . . . . . .
18-1 Negligible Damage . . . . . . . . .
18-3
Wing Jig. . . . . . . . . . . . . . .
18-2 Repairable Damage . . . . . . . . .
18-3
Wing and Horizontal Stabilizer Damage Necessitating Re-
Angle-of-Incidence . . . . . . . . . .
18-2 placement of Parts . . . . . . . .
18-3
Repair Materials . . . . . . . . . . . .
18-2 Elevators and Rudders . . . . . . . . .
18-3
Wing .................18-2 NegligibleDamage..........18-3
Skin.................18-2 RepairableDamage..........18-3
Negligible Damage . . . . . . . . .
18-2 Damage Necessitating Re-
Repairable Damage . . . . . . . . .
18-2 placement of Parts . . . . . . . . .
18-3
Damage Necessitating Re- Fin and Stabilizer . . . . . . . . . . .
18-4
placement of Parts . . . . . . . .
18-2 Negligible Damage . . . . . . . . . .
18-4
Stringers . . . . . . . . . . . . . .
18-2 Repairable Damage . . . . . . . . . .
18-4
Negligible Damage . . . . . . . . .
18-2 Damage Necessitating Re-
Repairable Damage . . . . . . . . .
18-2 placement of Parts . . . . . . . . .
18-4
Damage Necessitating Re- Fuselage . . . . . . . . . . . . . . .
18-4
placement of Parts . . . . . . . .
18-2 Negligible Damage . . . . . . . . . .
18-4
Ribs.................18-3 RepairableDamage..........18-4
Negligible Damage . . . . . . . . .
18-3 Damage Necessitating Re-
Repairable Damage . . . . . . . . .
18-3 placement of Parts . . . . . . . . .
18-4
Damage Necessitating Re- Bulkheads . . . . . . . . . . . . . . .
18-4
placement of Parts . . . . . . . .
18-3 Landing Gear Bulkheads . . . . . . .
18-4
Spars . . . . . . . . . . . . . . . .
18-3 Repair after Hard Landings . . . . . .
18-4
Negligible Damage . . . . . . . . .
18-3 Replacement of Hi-Shear Rivets . . . . .
18-4
Repairable Damage . . . . . . . . .
18-3 Nose Gear Wheel Well and Firewall . . .
18-5
Damage Necessitating Re- Baffles . . . . . . . . . . . . . . . .
18-5
placement of Parts . . . . . . . .
18-3 Engine Cowling. . . . . . . . . . . . .
18-5
Leading Edge . . . . . . . . . . . .
18-3 Repair of Cowling Skins . . . . . . . .
18-5
Negligible Damage . . . . . . . . .
18-3 Repair of Reinforcement Angles . . . .
18-5
Repairable Damage . . . . . . . . .
18-3 Repair of ABS Components . . . . . . .
18-5
Damage Necessitating Re- Repair of Glass-Fiber Constructed . . . .
18-5
placement of Parts . . . . . . . .
18-3 Components . . . . . . . . . . . . .
18-5
Bonded Leading Edge Repair . . . . .
18-3 Bonded Doors . . . . . . . . . . . . . 18-5
Negligible Damage . . . . . . . .
18-3 Repairable Damage - · - · · · · · · · 18-5
18-1. REPAIR CRITERIA. 18-4. EQUIPMENT AND TOOLS.

18-2. Although this section outlines repair permis- 18-5. Equipment and tools for repair of structure
sible on structure of the aircraft, the decision of may be fabricated locally for all but major repair
whether to repair or replace a major unit of structure jobs. For major repair of wings and fuselage,
will be influenced by such factors as time and labor special jigs, available from the factory are recom-
available, and by a comparison of labor costs with mended. These jigs are precision equipment de-
the price of replacement assemblies. Past experi- signed to ensure accurate alignment of these air-
ence indicates that replacement, in many cases, is frame components.
less costly than major repair. Certainly, when the
aircraft must be restored to its airworthy condition 18-6. CONTROL BALANCING requires the use of
in a limited length of time, replacement is prefer- a fixture to determine the static balance moment of
able. the control surface assembly. Plans for, and the
use of, such a fixture are shown in figure 18-9.
18-3. Restoration of a damaged aircraft to its origi-
nal design strength, shape and alignment involves 18-7. SUPPORT STANDS shown in figure 18-1 are
careful evaluation of the damage, followed by exact- used to hold a fuselage or wing when it is removed.
ing workmanship in performing the repairs. This The stands may be manufactured locally of any suit-
section suggest the extent of structural repair practi- able wood.
cal on the aircraft and supplements Federal Aviation
Regulations, Part 43. Consult the factory when in 18-8. FUSELAGE REPAIR JIG. The fuselage jig,
doubt about a repair not specifically mentioned here. which may be obtained from the factory, is a sturdy,

Change 1 18-1
versatile fixture used to hold an entire fuselage and ings afford access to the aileron belleranks, flap
to locate the firewall, wing and landing gear attach- belleranks, electrical wiring, strut attaching fittings,
ment points. The jig is ideal for assembling new aileron control cable pulley and control cable dis-
parts in repair of a badly damaged fuselage. connect points.

18-9. WING JIG. The wing jig, which may also be 18-16. WING SKIN.
obtained from the factory, serves as a holding fix-
ture during extensive repair of a damaged wing. The 18-17. NEGLIGIBLE DAMAGE. Any smooth dents
jig locates the root rib, leading edge, and tip rib of in thewing skin that are free from cracks, abrasions
the wing. and sharp corners, which are not stress wrinkles
and do not interfere with any internal structure or
18-10. WING AND STABILIZER ANGLE-OF-INCI- mechanism, may be considered as negligible dam-
DENCE. Angle-of-incidence and wing twist are list- age. In areas of low stress intensity, cracks, deep
ed in the following chart. Stabilizers do not have scratches or deep, sharp dents, which after trim-
twist. Wings have a constant angle from the wing ming or stop drilling can be enclosed by a two-inch
root to the strut fitting station. All twist in the panel circle, can be considered negligible if the damaged
is between this station and the tip rib. The amount area is at least one diameter of the enclosing circle
of twist between these points is the difference between away from all existing rivet lines and material edges.
the angle-of-incidence at the root and the angle-of- Stop drilling is considered a temporary repair and a
incidence at the tip. See figure 18-2. permanent repair should be made as soon as practi-
cable.
WING
Angle-of-incidence, Root . . . . . . 47' 18-18. REPAIRABLE DAMAGE. Figure 18-3 out-
Angle-of-incidence, Tip. . . . . . .
-2°50'
lines typical repairs to be employed in patching skin.
Twist (Washout) . . . .
3°37' Before installing a patch, trim the damaged area to
. . . . . .

form a rectangular pattern, leaving at least a one-

STABILIZER half inch radius at each corner, and deburr. The
Angle-of-incidence . . . . . . . . .
-3°±15'
sides of the hole should lie span-wise or chord-wise.
A circular patch may also be used. If the patch is in
18-11. REPAIR MATERIALS. an area where flush rivets are used, make a flush
patch type of repair; if in an area where flush rivets
18-12. Thickness of material on which a repair is are not used, make an overlapping type of repair.
to be made can easily be determined by measuring Where optimum appearance and airflow are desired,
with a micrometer. In general, material used in the flush patch may be used. Careful workmanship
Cessna aircraft covered in this manual is made from will eliminate gaps at butt-joints; however, an epoxy
2024 aluminum alloy, heat treated to a -T3, -T4, or type filler may be used at such joints.
-T42 condition. If the type of material cannot be
readily determined, 2024-T3 may be used in making 18-19. DAMAGE NECESSITATING REPLACEMENT
repairs, since the strength of -T3 is greater than OF PARTS. If a skin is badly damaged, repair
-T4 or -T42 (-T4 and -T42 may be used interchange- should be made by replacing an entire skin panel,
ably, but they may not be substituted for -T3). When from one structural member to the next. Repair
necessary to form a part with a smaller bend radius seams should be made to lie along existing structural
than the standard cold bending radius for 2024-T4, members and each seam should be made exactly the
use 2024-0 and heat treat to 2024-T42 after forming. same in regard to rivet size, spacing, and pattern
The repair material used in making a repair must as the manufactured seams at the edges of the origi-
equal the gage of the material being repaired unless nal sheet. If the manufactured seams are different,
otherwise noted. It is often practical to cut repair the stronger should be copied. If the repair ends at
pieces from service parts listed in the Parts Cata- a structural member where no seam is used, enough
logs. repair panel should be used to allow an extra row of
staggered rivets, with sufficient edge margin, to be
A few components (empennage tips, for example) are installed.
fabricated from thermo-formed plastic or glass fiber
constructed materials. 18-20. WING STRINGERS.

18-13. WING. 18-21. NEGLIGIBLE DAMAGE. Refer to paragraph

18-17.
18-14. The wing assemblies are of the semi-canti-
lever type employing semi-monocoque type of struc- 18-22. REPAIRABLE DAMAGE. Figure 18-4 out-
ture. Basically, the internal structure consists of lines a typical wing stringer repair. Two such re-
built-up front and rear spar assemblies, formed pairs may be used to splice a new section of stringer
sheet metal nose, intermediate, and trailing edge material in position, without the filler material.
ribs. Stressed skin, riveted to the rib and spar
structures, completes the wing structure. 18-23. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. If a stringer is so badly damaged that
18-15. ACCESS openings (hand holes with removable more than one section must be spliced into it, re-
cover plates) are located in the underside of the wing place the entire stringer,
between the wing root and tip section. These open-

18 -2
Change 2
18-24. WING RIBS. 18-36. AILERONS.

18-25. NEGLIGIBLE DAMAGE. Refer to paragraph 18-37. NEGLIGIBLE DAMAGE. Refer to paragraph
18-17. 18-17.

18-26. REPAIRABLE DAMAGE. Figure 18-5 out- 18-38. REPAIRABLE DAMAGE. The repair shown
lines typical wing rib repairs. in figure 18-8 may be used to repair damage to ail-
eron leading edge skins. Figure 18-3 may be used
18-27. DAMAGE NECESSITATING REPLACEMENT as a guide to repair damage to flat surface between
OF PARTS. Leading edge and trailing edge ribs that corrugations, when damaged area includes corruga-
are extensively damaged should be replaced. How- tions refer to figure 18 -11.
It is recommended that
ever, due to the necessity of unfastening so much material used for repair be cut from spare parts of
skin in order to replace ribs, they should be repaired the same guage and corrugation spacing. Refer to
if practicable. Center ribs, between the front and figure 18-10 for balancing. If damage would require
rear spars should always be repaired if practicable. a repair which could not be made between adjacent
ribs, refer to paragraph 18-39.
18-28. WING SPARS.
18-39. DAMAGE NECESSITATING REPLACEMENT
18-29. NEGLIGIBLE DAMAGE. Due to the stresses OF PARTS. If the damage would require a repair
which wing spars encounter, very little damage can which could not be made between adjacent ribs, com-
be considered negligible. All cracks, stress wrinkles, plete skin panels should be replaced. Ribs and spars
deep scratches, and sharp dents must be repaired. may be repaired, but replacement is generally pre-
Smooth dents, light scratches, and abrasions may be ferable. Where extensive damage has occurred, re-
considered negligible. placement of the aileron assembly is recommended.
After repair and/or repainting, balance in accord-
18-30. REPAIRABLE DAMAGE. Figure 18-6 out- ance with figure 18-9.
lines typical spar repairs. It is often practical to
cut repair pieces from spare parts listed in Parts 18-40. WING FLAPS.
Catalogs. Service Kits are available for certain
types of spar repairs. 18-41. NEGLIGIBLE DAMAGE. Refer to paragraph
18-17.
18-31. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. Damage so extensive that repair is not 18-42. REPAIRABLE DAMAGE. Flap repairs should
feasible requires replacement of a complete wing be similar to aileron repairs discussed in paragraph
spar. Also refer to paragraph 18-2. 18-38. A flap leading edge repair is shown in figure
18-8.
18-32. WING LEADING EDGE.
18-43. DAMAGE NECESSITATING REPLACEMENT
18-33. NEGLIGIBLE DAMAGE. Refer to paragraph OF PARTS. Flap repairs which require replacement
18-17. of parts should be similar to aileron repairs discuss-
ed in paragraph 18-39.
18-34. REPAIRABLE DAMAGE. A typical leading
edge skin repair is shown in figure 18-8. An epoxy 18-44. ELEVATORS AND RUDDERS.
type filler may be used to fill gaps at butt joints. To
facilitate repair, extra access holes may be installed 18-45. NEGLIGIBLE DAMAGE. Refer to paragraph
in the locations noted in figure 18-7. If the damage 18-17. The exception of negligible damage on the
would require a repair which could not be made be- elevator surfaces is the front spar, where a crack
tween adjacent ribs, refer to the following paragraph. appearing in the web at the hinge fittings or in the tip
rib which supports the overhanging balance weight is
18-35. DAMAGE NECESSITATING REPLACEMENT not considered negligible. Cracks in the overhanging
OF PARTS. For extensive damage, complete lead- tip rib, in the area at the front spar intersection with
ing edge skin panels should be replaced. To facili- the web of the rib, also cannot be considered negli-
tate replacement, extra access holes may be installed gible.
in the locations noted in figure 18-7.
18-46. REPAIRABLE DAMAGE. Skin patches illus-
18-35A. BONDED LEADING EDGE REPAIR. trated in figure 18-3 may be used to repair skin dam-
age to the rudder, and between corrugations on the
18-35B. NEGLIGIBLE DAMAGE. Refer to paragraph elevator. For skin damage on the elevator which in-
18-17. cludes corrugations, refer to figure 18-11. Follow-
ing repair the elevator/rudder must be balanced.
18-35C. REPAIRABLE DAMAGE. (Refer to figure Refer to figure 18-10 for balancing. If damage would
18-12.) Cut out damaged area, as shown, to the require a repair which could not be made between
edge of undamaged ribs. Using a corresponding adjacent ribs, refer to paragraph 18-47.
section from a new leading edge skin, overlap ribs
and secure to wing using rivet pattern as shown in 18-47. DAMAGE NECESSITATING REPLACEMENT
the figure. OF PARTS. If the damaged area would require a re-
pair which could not be made between adjacent ribs,

Change 2 18-3
complete skin panels should be replaced. Ribs and considered negligible. The skin panel should
spars may be repaired, but replacement is generally be opened sufficiently to permit a thorough
preferable. Where extensive damage has occurred, examination of the lower portion of the land-
replacement of the entire assembly is recommended. ing gear bulkhead and its tie-in structure.
After repair and/or repainting, balance in accord-
ance with figure 18-9. Wrinkles occurring on open areas which disappear
when the rivets at the edge of the sheet are removed,
18-48. FIN AND STABILIZER. or a wrinkle which is hand removable, may often be
repaired by the addition of a 1/2 x 1/2 x .060 inch
18-49. NEGLIGIBLE DAMAGE. Refer to paragraph 2024-T4 extruded angle, riveted over the wrinkle and
18-17. extended to within 1/16 to 1/8 inch of the nearest
structural members. Rivet pattern should be identi-
18-50. REPAIRABLE DAMAGE. Skin patches shown cal to the existing manufactured seam at the edge of
in figure 18-3 may be used to repair skin damage. the sheet.
Access to the dorsal area of the fin may oe gained
by removing the horizontal closing rib at the bottom 18-55. REPAIRABLE DAMAGE. Fuselage skin re-
of the fin. Access to the internal fin structure is pairs may be accomplished in the same manner as
best gained by removing skin attaching rivets on one wing skin repairs outlined in paragraph 18-18.
side of the rear spar and ribs, and springing back Stringers, formed skin flanges, bulkhead channels,
the skin. Access to the stabilizer structure may be and similar parts may be repaired as shown in fig-
gained by removing skin attaching rivets on one side ure 18-4.
of the rear spar and ribs, and springing back the
skin. If the damaged area would require a repair 18-56. DAMAGE NECESSITATING REPLACEMENT
which could not be made between adjacent ribs, or OF PARTS. Fuselage skin major repairs may be
a repair vould be located in an area with compound accomplished in the same manner as wing skin re-
curves, see the following paragraph• pairs outlined in paragraph 18-19. Damaged fittings
should be replaced. Seat rails serve as structural
18-51. DAMAGE NECESSITATING REPLACEMENT parts of the fuselage and should be replaced if dam-
OF PARTS. If the damaged area would require a re- aged.
pair which could not be made between adjacent ribs
or the repair would be located in an area with com- 18-57. BULKHEADS.
pound curves, complete skin panels should be re-
placed. Ribs and spars may be repaired, but replace- 18-58. LANDING GEAR BULKHEADS. Since these
ment is generally preferable. Where damage is ex- bulkheads are highly stressed members irregularly
tensive, replacement of the entire assembly is rec- formed to provide clearance for control lines, actu-
ommended, ators, fuel lines, etc., patch type repairs will be
for the most part, impractical. Minor damage con-
18-52. FUSELAGE. sisting of small nicks or scratches may be repaired
by dressing out the damaged area, or by replace-
18-53. The fuselage is of semi-monocoque construc- ment of rivets. Any other such damage should be
tion consisting of formed bulkheads, longitudinal repaired by replacing the landing gear support as-
stringers, reinforcing channels and skin platings. sembly as an aligned unit.

18-54. NEGLIGIBLE DAMAGE. Refer to paragraph 18-59. REPAIR AFTER HARD LANDING. Duckled
18-17. Mild corrosion appearing upon alclad sur- skin or floorboards and loose or sheared rivets in
faces does not necessarily indicate incipient failure the area of the main gear support will give evidence
of the base metal. However, corrosion of all types of damage to the structure from an extremely hard
should be carefully considered, and approved reme- landing. When such evidence is present, the entire
dial action taken. Small cans appear in the skin support structure should be carefully examined and
structure of all metal airplanes. It is strongly rec- all support forgings should be checked for cracks,
ommended, however, that wrinkles which appear to using a dye penetrant and proper magnification.
have originated from other sources, or which do not Bulkheads in the area of possible damage should be
follow the general appearance of the remainder of the checked for alignment and a straightedge should be
skin panels, be thoroughly investigated. Except in used to determine deformation of the bulkhead webs.
the landing gear bulkhead area, wrinkles occurring Damaged support structure, buckled floorboards and
over stringers which disappear when the rivet pat- skins, and damaged or questionable forgings should
tern is removed may be considered negligible. How- be replaced. Landing gear components should be re-
ever, the stringer rivet holes may not align perfectly placed and rigged properly.
with the skin holes because of a permanent "set" in
the stringer. If this is apparent, replacement of the 18-60. REPLACEMENT OF HI-SEAR RIVETS.
stringer will usually restore the original strength Hi-shear rivet replacement with close tolerance bolts
characteristics of the area. or other commercial fasteners of equivalent strength
properties is permissible. Holes must not be elon-
NOTE gated, and the Hi shear substitute must be a smooth
push fit. Field replacement of main landing gear
Wrinkles occurring in the skin of the main forgings on bulkheads may be accomplished by using:
landing gear bulkhead areas should not be

18-4 Change 2
 a. NAS464P* Bolt, MS21042-* Nut and AN960-* seams on these assemblies. The strength of the
washer in place of Hi-Shear Rivets for forgings with bonded seams in cowling may be replaced by a single
machined flat surface around attachment holes. 3/32, 2117-AD rivet per running inch of bond seam.
b. NAS464P* Bolt, ESNA 2935* Mating Base Ring, The standard repair procedures outlined in AC43.13-1
ESNA LH 2935* Nut for forgings (with draft angle of are also applicable to cowling.
up to a maximum of 8°) without machined flat surface
around attachment holes. 18-66. REPAIR OF REINFORCEMENT ANGLES.
Cowl reinforcement angles, if damaged, should be
*Dash numbers to be determined according to the size replaced. Due to their small size they are easier
of the holes and the grip lengths required. The bolts to replace than to repair.
grip length should be chosen so that no threads re-
main in the bearing area. 18-67. REPAIR OF ABS COMPONENTS.

18-61. NOSE GEAR WHEEL WELL AND FIREWALL. 18-68. Rezolin Kit Number 404 may be obtained from
The nose gear wheel well is made of stainless steel, the Cessna Service Parts Center for repair of ABS
as is the firewall bulkhead. Refer to paragraph 18-17 components.
for negligible damage, and paragraph 18-18 for re-
pairable damage. Stainless steel patches should be
used in nose wheel well and firewall repairs. Any 18-69. REPAIR OF GLASS FIBER CONSTRUCTED
repairs in these areas will require resealing with COMPONENTS.
700P, or equivalent compound.
18-70. Glass fiber constructed components on the
18-62. BAFFLES. aircraft may be repaired as stipulated in instructions
furnished in SK182-12. Observe the resin manufac-
18-63. CONSIDERATIONS. Baffles ordinarily should turer's recommendations concerning mixing and ap-
be replaced if damaged or cracked. However, small plication of the resin. Epoxy resins are preferable
plate reinforcements riveted to the baffle will often for making repairs, since epoxy compounds are
prove satisfactory both to the strength and cylinder usually more stable and predictable than polyester
cooling requirements of the unit. and, in addition, give better adhesion.

18-64. ENGINE COWLING. 18-71. BONDED DOORS.

18-65. REPAIR OF COWLING SKINS. If extensively 18-72. REPAIRABLE DAMAGE. Bonded doors
damaged, complete sections of cowling should be re- may be repaired by the
same methods used for
placed. Standard flush-type skin patches, however, riveted structure. Rivets are a satisfactory substi-
may be used if repair parts are formed to fit. Small tute for bonded seams on these assemblies. The
cracks may be stop-drilled and dents straightened, strength of the bonded seams in doors may be re-
if they are reinforced on the inner side with a doubler placed by a single 3/32, 2117-AD rivet per running
inch of bond seam. The standard repair procedures
of the same material. Bonded cowling may be re- outlined in AC43.13-1 are also applicable to bonded
paired by the same methods used for riveted struc- doors.
ture. Rivets are a satisfactory substitute for bonded

Change 2 18-5
 WING

12 INCH WIDE HEAVY CANVAS

I
lX 12 X 30-3/4

--lX 12 X 48
30-3/4
lX12Xll
1X12X8

-2X4X20

l-l/2

6
14 ---•

5 INCXH 4COTTON WEBBING

42

r 2 X 4

2 X 4

34 - , 3/8 INCH DIAMETER BOLTS

2X4

2X6X4

N 3

ALL DIMENSIONS ARE IN INCHES

Figure 18-1. Wing and Fuselage Support Stands

18-6
 GRIND i
C i I

A
B

MODEL A B C WING STATION

THRU 2.00 1.00 29.50 39.00

U20601700 2. 00 1. 00 29. 50 100. 00
.79 1.00 20.00 207.00

BEGINNING 2. 00 1. 00 29. 50 39. 00

WITH 2.00 1.00 29.50 100.00
U20601701 . 66 1. 00 20. 00 207. 00
ALL WING TWIST OCCURS BETWEEN STA. 100.00 AND STA. 207.00.
(Refer to paragraph 18-10 for angle of incidence).
MEASURING WING TWIST

If damage has occurred to a wing, it is advisable to check the twist. The following method can be used with
a minimum of equipment, which includes a straightedge (32" minimum length of angle, or equivalent), three
modified bolts for a specific wing, and a protractor head with level.

1. Check chart for applicable dimension for bolt length (A or B).

2. Grind bolt to a rounded point as illustrated, checking length periodically.

3. Tape two bolts to straightedge according to dimension C.

4. Locate inboard wing station to be checked and make a pencil mark approximately one-half inch
aft of the lateral row of rivets in the wing leading edge spar flange.

5. Holding straightedge parallel to wing station (staying as clear as possible from "cans"). place
longer bolt on pencil mark and set protractor head against lower edge of straightedge.

6. Set bubble in level to center and lock protractor to hold this reading.

7. Omitting step 6, repeat procedure for each wing station, using dimensions specified in chart. Check
tosee that protractor bubble is still centered.

8. Proper twist is present in wing if protractor readings are the same (parallel). Forward or aft bolt
may be lowered from wing 10 inch maximum
. to attain parallelism.

Figure 18-2. Checking Wing Twist

Change 3 18-7
 MS20470AD4 RIVETS PATCHES AND DOUBLERS--
24 REQD 2024-T3 ALCLAD

15°

O O
6. 50 DIA.

DATUCHLER

EXISTING

SECTION THRU PATCH

3.00 DIA. HOLE

PATCH REPAIR FOR 3 INCH DIAMETER HOLE

MS20470AD4 RIVETS
1/2°
16 REQD 22
4. 00 DIA.

Û Û 3.00 DIA.-l
| \ PATCH
Of \O
O( O
O O DOUBLER
EXISTING 5.00 DIA.
SKIN
2.00 DIA. HOLE .
SECTION THRU PATCH

PATCH REPAIR FOR 2 INCH DIAMETER HOLE

2. 50 DIA.
MS20470AD4 RIVETS EXISTING
8 REQD 45°
SKIN
PATCH
(NO DOUBLER
)Û REQD)

1.75
DIA.
1.00 DIA. HOLE
SECTION THRU PATCH

PATCH REPAIR FOR 1 INCH DIAMETER HOLE

ORIGINAL PARTS

REPAIR PARTS OVERLAPPING

CIRCULAR PATCH
REPAIR PARTS IN CROSS SECTION

Figure 18-3. Skin Repair (Sheet 1 of 6)

18-8
1/4 B .
B

1/2 B

SECTION THRU ASSEMBLED PATCH

A-A
DGE MARGAINCH2 2RIVET3DALCLAD

1/2" RADIUS

CLEAN OUT
DAMAGED AREA
e
e e EDGE MARGIN 2 X RIVET
=

DIAMETER

1/2" RADIUS

e
e
RIVET SPACING =

e
6 X RIVET DIA.

1/2" RADIUS -

e à EDGE MARGIN =
2 X RIVET DIA.

DOUBLER -- 2024-T3 ALCLAD

RIVET TIBLE
OVERLAPPING REC- SKIN GAGE RIVET DIA.
ORIGINAL PARTS TANGULAR PATCH
. 020 1/8
REPAIR PARTS .025 1/8
. 032 1/8
REPAIR PARTS IN CROSS SECTION .040 1/8
.051 5/32

Figure 18-3. Skin Repair (Sheet 2 of 6)

18-9
 B 1/4 B

PATCH
EXISTING SKIN
NOTE
• •
For optimum appearance and
DOUBLER 1/2 B dim-
airflow, use flush rivets,
pled skin and patch, and counter-
SECTION THRU ASSEMBLED PATCH sunk doubler.

A-A e
EDGEAT HR N2 24-X RIVET DIA.

o o
1/2" RADIUS e

EDGE MARGIN =

2 X RIVET DIA. e CLEAN OUT

e e
,,7 DAMAGED AREA

1/2" RADIUS
o /
o o
RIVET SPACING =

6 X RIVET DIA.

EDGE MARGIN =

2 X RIVET DIA.

DOUBLER -- 2024-T3 -

ALCLAD

1/2" RADIUS

1/2" RADIUS RIVET TI 8LE

SKIN GAGE RIVET DIA.
FLUSH RECTANGULAR PATCH
ORIGINAL PARTS (CIRCULAR FLUSH PATCH IS
.020 1/8
SIMILAR) 025 1/8
REPAIR PARTS
032 1/8
O 8
REPAIR PARTS IN CROSS SECTION

Figure 18-3. Skin Repair (Sheet 3 of 6)

18-10
 NOTE
DOUBLER
Countersink doublers, and
DOUBLER dimple skin and patch.

EXISTING
SKIN PA TCH
e e DOUBLER --

2024-T4 ALCLAD

EXISTING SKIN CARRY EXISTING

RIVET PATTERN
THRU PATCH

EDGE DISTANCE e PITCH 4-8D

2D MIN. TYPICAL

.50 R. MIN.
TYPICAL

RIVET TIBLE .
*-

SKIN GAGE RIVET DIA. e e o e

.020 1/8
.025 1/8 o •
, ,
.032 1/8
.040 1/8
.051 5/32
PATCH --

2024-T3 ALCLAD
FLUSH PATCH AT
STRINGER/BULKHEAD
INTERSECTION
ORIGINAL PARTS

REPAIR PARTS NOTE

REPAIR PARTS IN CROSS SECTION This procedure is not rec-

ommended in areas where
stringers are riveted to
bulkheads.

Figure 18-3. Skin Repair (Sheet 4 of 6)

18-11
 DOUBLERS
+8D+
1/4 B (BUT NOT LESS THAN 4D)
SEKXISTING

DOUBLER --

2024-T4 ALCLAD

B
PATCH

A-A
SECTION THRU ASSEMBLED PATCH
CARRY EXISTING
RIVET PATTERN
THRU PATCH

PITCH TYPICAL FOR

PATCH SKIN & DOUBLER
(4-8D)

EXISTING SKIN

0. 5" MIN. RADIUS

TYPICAL

EDGE DISTANCE
2D MIN.
RIVET TABLE
SKIN GAGE RIVET DIA.
SPACER --

.020 1/8 2024-T3 ALCLAD

.025 1/8
.032 1/8
.040 1/8
.051 5/32

OVERLAPPING PATCH AT
STRINGER/BULKHEAD
INTERSE CTION

I I ORIGINAL PARTS PATCH --

2024-T3 ALCLAD
I 1 REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-3. Skin Repair (Sheet 5 of 6)

18-12
 FUSELAGE SKIN CLEAN OUT DAMAGED AREA

A-A
o PICK UP EXISTING
0
J SKIN RIVET PATTERN

O a 1 4" RADIUS

10 RIVETS
EACH SIDE OF 0 o
DAMAGED AREA O O

FILLER -- 2024-T4 ALCLAD

DOUBLER -- 2024-T4
1/4" EDGE MARGIN ALCLAD

MS20470AD4 RIVETS
A

ORIGINAL PARTS

REPAIR PARTS

A REPAIR PARTS IN CROSS SECTION

Figure 18-3. Skin Repair (Sheet 6 of 6)

18-13
 DOUBLER -- 2024-T4 ALCLAD

1/4" EDGE MARGIN

RIVET SPACING TO MATCH

PATTERN IN SKIN

6 RIVETS EACH SIDE STRINGER

OF DAMAGED AREA

CLEAN OUT DAMAGED AREA e" '

FILLER --- 2024-T4 ALCLAD

A-A

MS20470AD4 RIVETS

A
SKIN

ORIGINAL PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-4. Stringer and Channel Repair (Sheet 1 of 4)

18-14
 FILLER -- 2024-T4 ALCLAD

A-A
STRIP --- 2024-T3 ALCLAD

1/4" EDGE MARGIN 0

CLEAN OUT 4
DAMAGED AREA

5 RIVETS EACH SIDE

OF DAMAGED AREA
e

ANGLE 2024-T4 ALCLAD e

--

3/4" RIVET
SPACING

STRINGER

PICK UP EXISTING SKIN RIVETS

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS SKIN

REPAIR PARTS IN CROSS SECTION

Figure 18-4. Stringer and Channel Repair (Sheet 2 of 4)

18-15
 ORIGINAL PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

STOP DRILL CRACK-

e
CHANNEL
e

DOUBLER -- 2024-T3 ALCLAD

--1/4"
EDGE MARGIN

SKIN

MS20470AD4 RIVETS

SKIN

Figure 18-4. Stringer and Channel Repair (Sheet 3 of 4)

18-16
 \
\

A-A

DOUBLER 2024-T3 ALCLAD

FILLER 2024-T4 ALCLAD

CLEAN OUT DAMAGED AREA

3/4" RIVET

2 ROWS RIVETS OUTBOARD

OF LIGHTENING HOLE

1/4" MARGIN
2024-T4 CHANNEL
DOUBLER ALCLAD

AN470AD4 RIVETS

ORIGINAL PARTS

RE PAIR PARTS

REPAIR IN CROSS SECTION

Figure 18-4. Stringer and Channel Repair (Sheet 4 of 4)

18-17
 STOP DRILL CRACK IF CRACK DOES
NOT EXTEND TO EDGE OF PART
DOUBLER - 2024-T3 ALCLAD

1/4" EDGE
MARGIN

RIB

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-5. Rib Repair (Sheet 1 of 2)

18-18
 FILLER -- 2024-T4 ALCLAD

DOUBLER --

2024-T3 ALCLAD

CLEAN OUT DAMAGED AREA

---1/4" EDGE MARGIN

3/4" RIVET
SPACING

ANGLE -- 2024-T4 ALCLAD

ONE ROW RIVE TS
AROUND DAMAGED AREA

A RIB

B
e
O
MS20470AD4 RIVETS

[¯]
ORIGINAL PARTS

El REPAIR PARTS A-A

REPAIR PARTS IN CROSS SECTION

Figure 18-5. Rib Repair (Sheet 2 of 2)

18-19
 FILLER - 2024-T4 ALCLAD
FILLER -2024-T4 ALCLAD «s

STRIP --- 2024-T3 ALCLAD

FILLER--2024-T3 ALCLAD
ANGLE - 2024-T4 ALCLAD
FILLER --- 2024-T3 ALCLAD

CLEAN OUT
A

3/4ACRIVGET

ANGLE - 2024-T4 ALCLAD SPAR

DOUBLER
2024-T3 ALCLAD

3/8" EDGE AMARGIN

AD4 RIVETS

MS20470AD4
RIVETS

\ \ ORIGINA L PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-6. Wing Spar Repair (Sheet 1 of 4)

18-20
 FILLER - 2024-T4 ALCLAD

FILLER - 2024-T4 ALCLAD

DOUBLER -

2024-T3 ALCLAD

CLEAN OUT DAMAG

e a 3/8" RADIUS

ANGLE -

2024-T4 ALCLAD
SPAR

3/8" EDGE MARGIN

(TYPICAL)

O MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-6. Wing Spar Repair (Sheet 2 of 4)

18-21
 ORIGINA L PARTS
FILLER -- 2024-T4 ALCLAD
REPAIR PARTS

REPAIR PARTS IN CROSS SECTION *

1/4" EDGE MARGIN (TYP.)

CLEAN OUT DAMAGED AREA
TL3EARL
2 LAD

ANGLE
2024-T4 ALCLAD
*
7/8 × 7/8 × . 064 •

WING SPAR

3 ROWS RIVETS
1/4" MINIMUM EACH SIDE OF
3/4" RIVET SPACING EDGE MARGIN DAMAGED AREA
(TYPICAL ALL PARTS) 2024-T4
DOUBLER --
ALCLAD

1/4" EDGE MARGIN (TYP.)

MS20470AD4 RIVETS

NOTE

This repair applies to either

front or rear spar if the spar
WING SKIN
is a single channel.

Figure 18-6. Wing Spar Repair (Sheet 3 of 4)

18-22
 FILLER -- 2024-T4
ALCLAD
3/4" RIVET
SPACING

CLEAN OUT
DAMAGED AREA

1/4" EDGE MARGIN

A--A SPAR

ANGLE -- 2024-T4 ALCLAD

MS20470AD4 RIVETS

ORIGINA L PARTS

RE PAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-6. Wing Spar Repair (Sheet 4 of 4)

18-23
 G

S-1443-1 DOUBLER

NOTE

#40 (.098) HOLE

INRG

N (REF)

DIA

S-225-4F COVER

S-1022Z-8-6 SCREWS

MS20426AD3 RIVETS

PRECAUTIONS:
1. Add the minimum number of access holes necessary.
2. Any circular or rectangular access hole which is used with approved optional equipment installa-
tions may be added in lieu of the access hole illustrated.
3. Use landing light installations instead of adding access holes where possible. Do not add access
holes at outboard end of wing; remove wing tip instead.
4. Do not add an access hole in the same bay where one is already located.
5. Locate new access holes near the center of a bay (spanwise).
6. Locate new access holes forward of the front spar as close to the front spar as practicable.
7. Locate new access holes aft of the front spar between the first and second stringers aft of the
spar. When installing the doubler, rotate it so the two straight edges are closest to the stringers.
8. Alternate bays, with new access holes staggered forward and aft of the front spar, are preferable.
9. A maximum of five new access holes in each wing is permissible; if more are required, contact
the Cessna Service Department.
10. When a complete leading edge skin is being replaced, the wing should be supported in such a
manner that wing alignment is maintained.

a. Establish exact location for inspection cover and inscribe centerlines.

b. Determine position of doubler on wing skin and center over centerlines. Mark the ten rivet hole
locations and drill to size shown.
c. Cut out access hole using dimension shown.

d. Flex doubler and insert through access hole, and rivet in place.

e. Position cover and secure using screws as shown.

Figure 18-7. Access Hole Installation

18-24
NOTES:

1. Dimple leading edge skin and filler material; countersink the doubler.

2. Use MS20426AD4 rivets to install doubler.

3. Use MS20426AD4 rivets to install filler, except where bucking is impossible. Use CR162-4
Cherry (blind) rivets where regular rivets cannot be bucked.

4. Contour must be maintained; after repair has been completed, use epoxy filler as necessary
and sand smooth before painting.

5. Vertical size is limited by ability to install doubler clear of front spar.

6. Lateral size is limited to seven inches across trimmed out area.

7. Number of repairs is limited to one in each bay,

1" MAXIMUM RIVET

SPACING (TYPICAL)

DOUBLER NEED NOT

BE CUT OUT IF ALL 5/16" MINIMUM EDGE
RIVETS ARE ACCESSIBLE MARGIN (TYPICAL)
FOR BUCKING

TRIM OUT DAMAGED AREA

REPAIR DOUBLER
2024-T3 ALCLAD
.040" THICKNESS

LEADING EDGE SKIN

FILLER MATERIAL
[¯] 2024-T3 ALCLAD--
ORIGINAL PARTS
SAME THICKNESS
AS SKIN
ËÐ REPAIR PARTS

Figure 18-8. Leading Edge Repair Applicable to Aileron, Flap, and Wing

18-25
 GENERAL NOTES

1. Balance control surfaces in a draft-free area.

2. Place hinge bolts through control surface hinges, and position on knife edge balancing mandrels.

3. Make sure all control surfaces are in their final flight configuration: painted (if applicable),
trim tabs installed, all foreign matter removed from inside of control surface, elevator trim
tab push-pull rod installed, and all tips installed.

4. Place balancing mandrels on a table or other suitable flat surface.

5. Adjust trailing edge support to fit control surface being balanced while center of balancing
beam is directly over hinge line. Remove balancing beam and balance the beam itself by
adding washers or nuts as required at end opposite the trailing edge support.

6. When positioning balancing beam on control surface, avoid rivets to provide a smooth surface
for the beam, and keep the beam 90° to the hinge line of the control surface.

7. Paint is a considerable weight factor. In order to keep balance weight to a minimum, it is

recommended that existing paint be removed before adding paint to a control surface. Increase
in balance weight will also be limited by the amount of space available and clearance with
adjacent parts. Good workmanship and standard repair practices should not result in unrea-
sonable balance weight.

8. The approximate amount of weight needed may be determined by taping loose weight at the
balance weight area.

9. Lighten balance weight by drilling off part of weight.

10. Make balance weight by fusing bar stock solder to weight after removal
heavier from control
surface. The ailerons should
have balance weight increased by ordering additional weight and
gang channel, listed in applicable Parts Catalogs, and installing next to existing inboard weight
the minimum length necessary for correct balance, except that a length which contains at least
two attaching screws must be used. If necessary, lighten new weight and/or existing weights
for correct balance.

BALANCING BEAM

Mark graduations in inches.

Four-foot length of extruded channel

Grind weight to slide along beam, grind

adjustable
.

Fabricate vertically
ends to obtain exactly one pound, and
mark center of weight.
trailing edge support that will
slide along beam.

Attach knife edges and

mark at mid-point.

Figure 18-9. Control Surface Balancing (Sheet 1 of 3)

18-26
 BALANCING MANDREL

KNIFE EDGE
6"

18'

6 1/2

Place directly over hinge

After locating trailing edge line of control surface.
support, balance by adding
washers and/or nuts.

RUDDERS AND ELEVATORS

Adjust vertically until beam
parallels control surface
chord line (except ailerons).
BALANCING
MANDREL

90°

A balance in this range is "underbalance. "

A balance in this range is "overbalance. "

Refer to chart for correct range of under-

balance or overbalance for a specific con-
trol surface. Set control surface on balancing mandrels,
with hinge bolts resting on mandrels. Posi-
BALANCING MANDREL tion balancing beam with mid-point directly
90°
over, and to, hinge line.

Figure 18-9. Control Surface Balancing (Sheet 2 of 3)

18-27
 AILERONS

DETAIL A-A

HINGE LINE

HORIZONTAL PLANE

--

Balance aileron inverted, with trailing edge

at point opposite cut-out for push-pull rod
.85" below hinge line horizontal plane.

Figure 18-9. Control Surface Balancing (Sheet 3 of 3)

18-28
 CONTROL SURFACE BALANCE REQUIREMENTS

NOTE

Unpainted values are not limits which must be met. They are given as guides, in order that the un-
balance of the control surface in the final aircraft configuration may be predicted. If the control sur-
face in the unpainted condition falls within the unpainted limit, the mechanic may feel confident that
the control surface will be acceptable after painting. However, if the surface in the unpainted condi-
tion exceeds the unpainted limit, the balance must be checked again after final painting to assure
that the control surface falls within the painted unbalance limit. Refer to GENERAL NOTES on sheet
1 of figure 18-9 for specific conditions.

DE FINITIONS:

UNDERBALANCE is defined as the condition that exists when the control surface is trailing
edge heavy, and is symbolized by a plus (+).

OVERBALANCE is defined as the condition that exists when the control surface is leading
edge heavy, and is symbolized by a minus (-).
NOTE

The following applies to the landplaneffloatolane except as noted.

NOTE

The "Balance Limits" columns list the moment tolerances within which the control surface
must balance. These tolerances must never be exceeded in the final flight configuration.
CONTROL: AILERON

PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)

BALANCE LIMITS BALANCE LIMITS

0. O to +3. 0 0. O to +2. 3
CONTROL: RUDDER

PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)

BALANCE LIMITS BALANCE LIMITS

Landplane -1.
87 to +1. 50 Landplane -2.
85 to 0. O

Floatplane 0. O to + 7. 25 Floatplane 0. O to + 6. O
CONTROL: RIGHT ELEVATOR

PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)

BALANCE LIMITS BALANCE LIMITS

0. O to +12. 1 0. O to +8. 5
BEGINNING WITH 20602928
0.0 to +5.5

CONTROL: LEFT ELEVATOR

PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)

BALANCE LIMITS BALANCE LIMITS

0.0to +12.1 0.0 to +8.5

BEGINNING WITH U20602928

0.0 to +5.0

Figure 18-10. Control Surface Balance Limits

Change 3 18-29
 PATCH

1/4" MINIMUM EDGE MARGIN

o
USE EXISTING RIVET PATTERN
AND RIVET SIZE e /

CUT OUT DAMAGED AREA

AILERON
/ PATCH MAY OVERLAP
OR BE INSERTED UNDER
EXISTING AILERON SKIN

A
ORIGINAL PART

- REPAIR PATCH IN CROSS SECTION

A-A

Figure 18-11. Corrugated Skin Repair

18 -30
 NOTES

Use rivet pattern at wing station

23.53 for repair from wing sta- "" s,

tion 23. 53 to wing station 85. 62.

Use rivet pattern at wing station
100. 00 for lap splice patterns
from wing station 100.00 to 190.
00. Refer to figure 1-2 for wing "
stations.

Use rivet spacing similar to the "s

pattern at wing station 100. 00 )' s,

with the number of BB4 dimpled .

rivets at leading edge ribs be-

tween lap splices as shown:
NO. OF CR2248-4 / e

STATION NO. OF BB4 RIVETS DIMPLED RIVETS

118 18 22
136 15 18
154 11 13
172 10 12
190 10 12

NO. OF CR2249-4
RIVETS
27
23
17
15
15
EXISTING
TACK RIVET e

PAT CH
EXISTING RIVET PATTERN

TYPICAL LEADING EDGE SECTION

NOTE

The Bulbed Cherrylock rivets listed may be substituted for BB4 dimpled rivets
in inaccessible areas, provided the number of rivets installed is increased prop-
ortionately. Blind rivets should not be installed in the wing spar.

Figure 18-12. Bonded Leading Edge Repair

Change 2 18-31/(18-32 blank)

 SECTION 19

EXTERIOR PAINTING

NOTE

This section contains standard factory materials

listing and area of application. For paint number
and color, refer to Aircraft Trim Plate and Parts
Catalog. In all cases determine the type of paint
on the aircraft as some types of paint are not com-
patible. Materials may be obtained from the Cessna
Service Parts Center.

MATERIAL NO/TYPE AREA OF APPLICATION

ACRYLIC
PAINT LACQUER Used on exterior airframe.

EPOXY
PAINT PAINT Used on the nose gear fairing on the P206 thru 1970 models
and the U206 on 1969 models.

ER-7 WITH
PRIMER ER-4 Used with acrylic lacquer.
ACTIVATOR

P60G2 WITH
PRIMER R7K46 Used with acrylic lacquer.
ACTIVATOR

THINNER T-8402A Used to thin acrylic lacquer and for burndown.

THINNER T-3871 Used with epoxy (Du Pont).

THINNER T-6487 Used with epoxy (Enmar).

SOLVENT #2 SOLVENT Used to clean aircraft exterior prior to priming.

NOTE

Do not paint Pitot Tube, Gas Caps or Antenna Covers

which were not painted at the factory.

NOTE

When stripping aircraft of paint, use caution

to avoid stripper coming in contact with ABS
parts.

Change 3 19-1
19-1. INTERIOR PARTS (Finish Coat of Lacquer) adhesion.
a. Painting of Spare Parts. b. Touch Up of Previously Painted Parts.
1. Insure a clean surface by wiping with Naphtha 1. Lightly scuff sand to remove scratches and
to remove surface contamination. improve adhesion.
2. Insure a clean surface by wiping with Naphtha
to remove surface contamination.
Do not use strong solvents such as Xylol,
Toluol or Lacquer Thinner since prolonged
exposure can soften or embrittle ABS. Do not use strong solvents such as Xylol,
Toluol or Lacquer Thinner since prolonged
2. After the part is thoroughly dry it is ready exposure can soften or embrittle ABS.
for the lacquer topcoat. Paint must be thinned with
lacquer thinner and applied as a wet coat to insure 3. Apply a compatible primer -
surfacer and
adhesion. sealer.
b. Touch Up of Previously Painted Parts. 4. After the part is thoroughly dry it is ready
1. Light sanding is acceptable to remove for the topcoat. Paint must be thinned and applied
scratches and repair the surface but care must be as a wet coat to insure adhesion.
exercised to maintain the surface texture or grain.
2. Insure a clean surface by wiping with Naphtha NOTE
to remove surface contamination.
Acrylic topcoats can be successfully spotted in.

19-3. EXTERIOR PARTS (Epoxy or Polyurethane

Do not use strong solvents such as Xylol, Topcoat)
Toluol or Lacquer Thinner since prolonged a. Painting of Spare Parts and Touch Up of Painted
exposure can soften or embrittle ABS. Parts.
1. Lightly scuff sand to remove scratches and
3. After the part is thoroughly dry it is ready improve adhesion.
for the lacquer topcoat. Paint must be thinned with 2. Insure a clean surface by wiping with Naphtha
lacquer thinner and applied as a wet coat to insure to remove surface contamination.
adhesion.

NOTE
Do not use strong solvents such as Xylol,
Lacquer paints can be successfully spotted in. Toluol or Lacquer Thinner since prolonged
exposure can soften or embrittle ABS.
19-2. EXTERIOR PARTS (Acrylic Topcoat)
a. Painting of Spare Parts. 3. Apply a primer compatible with Epoxy or
1. Lightly scuff sand to remove scratches and Polyurethane topeoat.
improve adhesion. 4. After the part is thoroughly dry it is ready
2. Insure a clean surface by wiping with Naphtha for the topcoat.
to remove surface contamination.
NGI'E

Epoxy or Polyurethane topcoats cannot be

Do not use strong solvents such as Xylol, successfully spotted in finish should be
-

Toluol or Lacquer Thinner since prolonged applied in areas with natural breaks such
exposure can soften or embrittle ABS. as skin laps or stripe lines.

3. After the part is thoroughly dry it is ready When painting interior and exterior polycarbonate
for the topeoat. Paint must be thinned with appropri- parts, or where the part material is questionable, a
ate acrylic thinner and applied as a wet coat to insure "barrier primer" should be applied prior to the Enam-
el, Lacquer, Epoxy or Polyurethane topcoat.

19-2 Change 3
 SECTION 20
WIRING DIAGRAMS
12 VOLT -

TABLE OF CONTENTS Page Navigation Lights . . . . . . . . . . .20-33

Flashing Beacon Light . . . . . . . . .20-34
D. C. POWER Flashing Beacon Light (Floatplane) . . . . 20-35
Battery and External Power Systems . . .
20-2 Flashing Beacon Light (Floatplane) . . . 20-36
.

Battery and External Power Systems . . .

20-3 Electroluminescent Panel . . . . . . . 20-37
.

Split Bus Bar . . . . . . . . . . . . .

20-4 Post Lighting . . . . . . . . . . . . 20-38
.

Alternator System . . . . . . . . . . .
20-5 Post Lighting . . . . . . . . . . . . 20-39
.

Split Bus Bar. . . . . . . . . . . . . .

20-6 Control Wheel Map Light . . . . . . . 20-40
.

Alternator System . . . . . . . . . . . 20-7 Control Wheel Map Light . . . . . . . 20-41

.

Alternator System . . . . . . . . . . . 20-8 Control Wheel Map Light . . . . . . . .20-42

Alternator System . . . . . . . . . . .
20-9 Control Wheel Map Light . . . . . . . .20-43
IGNITION Control Wheel Map Light . . . . . . .
20-44
.

Ignition System. . . . . . . . . . . . 20-10 Skydiving Signal Light . . . . . . . .

20-44A
ENGINE CONTROL Landing Lights . . . . . . . . . . . . 20-45
.

Starter . . . . . . . . . . . . . . . 20-11 Landing and Taxi Lights. . . . . . . . .20-46

Starter . . . . . . . . . . . . . . . 20-12 Landing and Taxi Lights. . . . . . . .
20-47
.

FUEL AND OIL Flashing Beacon Light . . . . . . . . .20-48

Fuel Pump System . . . . . . . . . .
20-12A Flashing Beacon Light . . . . . . . . .20-49
Fuel Pump System . . . . . . . . . .
.20-13 Electroluminescent Panel . . . . . . . 20-50 .

Fuel Pump System . . . . . . . . . .

.20-14
Electroluminescent Panel . . . . . . . . 20-51
Oil Dilution System . . . . . . . . . .
.20-15
Instrument Lights . . . . . . . . . . . 20-52
Oil Dilution System . . . . . . . . . .
.20-16
Instrument Lights . . . . . . . . . . . 20-53
ENGINE INSTRUMENTS Instrument Lights . . . . . . . . . . . 20-54
Cylinder Head Temperature . . . . . .
.20-17
Post Lighting . . . . . . . . . . . . . 20-55
Fuel Quantity Indicator . . . . . . . . .20-18 Post Lighting . . . . . . . . . . . . . 20-56
Hourmeter. . . . . . . . . . . . . . .20-19 Post Lighting . . . . . . . . . . . .
.20-57

Fuel Quantity Indicator . . . . . . . .

.20-20
Wing Tip Strobe Lights . . . . . . . . . 20-58
FLIGHT INSTRUMENTS Wing Tip Strobe Lights . . . . . . . . . 20-59
Turn and Bank Indicator and Wing Tip Strobe Lights . . . . . . . . . 20-60
Gyro Horizon Indicator . . . . . . .
.20-21
HEATING VENTILATION AND DE-ICE
Stall Warning System (Non-Heated) . . .
.20-22
Cigar Lighter . . . . . . . . . . . . . 20-61
Brittain Wing Leveler. . . . . . . . .
.20-23 Heated Pitot and Stall Warning . . . . . .
20-62
Turn Coordinator . . . . . . . . . . .20-24 Heated Pitot and Stall Warning . . . . . .
20-63
Turn and Bank Indicator. . . . . . . . .20-25
Heated Pitot and Stall Warning . . . . . . 20-64
Stall Warning System (Non-Heated) . . . .20-26 CONTROL SURFACES
Encoding Altimeter . . . . . . . . . . 20-26A Wing Flaps . . . . . . . . . . . . . .
20-65
MISCELLANEOUS INSTRUMENTS Wing Flaps . . . . . . . . . . . . . . 20-66
Clock.................20-27 WingFlaps ..............20-67

LIGHTING Electric Elevator Trim . . . . . . . .

20-68
.

Dome and Courtesy Lights. . . . . . . .20-28 Electric Elevator Trim . . . . . . . . .20-69

Dome and Courtesy Lights. . . . . . .
.20-29
Wing Flaps . . . . . . . . . . . . . .20-70
Instrument Lights . . . . . . . . . .
.20-30
Wing Flaps . . . . . . . . . . . . .
20-70A
Landing Lights . . . . . . . . . . . .
.20-31
Electric Elevator Trim . . . . . . . .
20-70B
Navigation Lights. . . . . . . . . . .
.20-32 Electric Elevator Trim . . . . . . . . .
20-71

24 -
VOLT
D. C. POWER Encoding Altimeter . . . . . . . . . .
20-86 .

Battery and External Power System . .

.20-72 Clock . . . . . . . . . . . . . . . .
20-86A
SplitBusBar .......... ...20-73 Ammeter ...............20-87

Alternator System (60 AMP) . . . . . .

.20-74
LIGHTING
Alternator System (60 AMP) . . . . . . .20-75 Dome and Courtesy . . . . . . . . . . . 20-88
IGNITION Dome and Courtesy . . . . . . . . . . .
20-89
Ignition System. . . . . . . . . . . . .20-76 Navigation Lights. . . . . . . . . . . .
20-90
ENGINE CONTROL Navigation Lights . . . . . . . . . . .
.20-91

Starter System . . . . . . . . . . . . .20-77

Flashing Beacon Light (Floatplane) . . . . 20-92
FUEL AND OIL Flashing Beacon Light (Floatplane) . . . .
20-93
Fuel Pump System . . . . . . . . . . . 20-78 Control Wheel Map Light . . . . . . . .
20-94
Fuel Pump System . . . . . . . . . . .20-79 Control Wheel Map Light . . . . . . .
20-94A
Oil Dilution System . . . . . . . . . . .20-80 Skydiving Signa1 Light. . . . . . . . .
20-95
.

ENGINE INSTRUMENTS Landing Lights . . . . . . . . . . . . .

20-96
Cylinder Head Temperature . . . . . . .20-81
Landing and Taxi Lights. . . . . . . . . 20-97
Fue1Quantity Indicator . . . . . . . . .20-82 Landing and Taxi Lights. . . . . . . . .
20-98
Hourmeter . . . . . . . . . . . . . .20-83 Flashing Beacon Light . . . . . . . . .
20-99
FLIGHT INSTRUMENTS Electroluminescent Panel . . . . . . .
20-100
Turn Coordinator. . . . . . . . . . . .20-84 Electroluminescent Panel . . . . . . .
20-101
Turn and Bank . . . . . . . . . . . . .20-85 Instrument Lights . . . . . . . . . .
20-102
MISCELLANEOUS INSTRUMENTS Instrument Lights . . . . . . . . . .
20-103

Change 3 20-1
TABLE OF CONTENTS (Cont.) 24 -
VOLT

Instrument Lights . . . . . . . . . .
20-104 Heated Pitot Tube and Stall Warning . .
20-111
Post Lighting. . . . . . . . . . . . .
20-105 Heated Pitot Tube and Stall Warning . .
20-112
PostLighting.............20-106 WingFlaps..............20-113
Post Lighting. . . . . . . . . . . . .
20-107 Wing Flaps. . . . . . . . . . . . . .
20-114
Wing Tio Strobe Light . . . . . . . . .
20-108 Electric Elevator Trim . . . . . . . .
20-115
Wing Tip Strobe Light . . . . . . . . .
20-109 Wing Flaps. . . . . . . . . . . . . .
20-116
HEATING, VENTILATION AND DE-ICE Wing Flaps - · · - · · · · · · · · 20-116A
Cigar Lighter . . . . . . . . . . . .
20-110 Electric Elevator Trim . . . . . . . .
20-117
Electric Elevator Trim . . . . . . . .
20-118

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20-2 Change 3
 (SER P2OG-os9| jon) REVISION
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DESIGN TITLE

GROUP ..
T. WIRING DIAGRAM--
DNAWN R EwANsoM C-2-7E STARTER SŸ$TihA
PART NO. DESCRIFTION
CHEEC -
- OUEU (,-
EOUIPMENT TABLE
CES-lOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO No.
APPD
CES-XXXX=CESSNA SPEC. NO. \ 2.7 O (o 2 5
S-XXX OR CMXXXXaCESSNA SUPERSEDED BY: OTHER f c 7;a79
STD. NO.
SCALE: hiONE 20E, PROta,0&O(a PAGE: (.6,\. \
vonMNo.amates
 SF.R 2OS-DOOI ( OAI)
REMOVE.D N/A FROM STD WIRES GLW 45
SEV.. 2O(o-ooo\ f os))
• A Ratovo Anser.-2-37tna stocK,
ossiosA- 4 4-62
16 GA JUMPER P10(o-COOL 3) t0SL-45 PLUG,MssoST-44 *04 ftR & r
I (O A-7G VALVE. 4140-00-¡ EVEL PUMP WAE
121GQi2-1, ADD MOR-20-2 RESIS10R
95MOV£D M-Ggi (SR369di-lo)
( g
C REmoveo «Rom stuo amoso comwn
6 pop

E.WIRU) FLÆL PUMP. ADDED H-GD4 ifGD5 GLW

M-GDG WIRES.ONN-OgZ 5-!¾Ø-twAs E-ME
5-1567+6 H4205. SOLDER WAs 5-1567-1-4
ADO S-tBW.^DO JumPLA.REMovan
H-QD3 aoolstAs ene. Isaa<.94-to
) ADD MODLL 2.Dro 5
S-l3C.O-IOCKTSKRhi45 51Z32.50 GLW a
tZ.704GI-4 54/56MWAS t17O429-I
QN BUS BAR, $NST WAS INST UGelTS As c
(samosa-s)(sRsses-r.)
H-QDa s-lic.o-a-o
B(äA Jul wa,s :s-u<,o-t-o
1004<- -t
F<EMovED Sus BAR..
From E/, nocre Pter, •; 4/2.0
¯ ¯
63 (cA
- a-war
To B/M av.novEo Faen f./T; pfd
H LD WOO3
ETAIL A , E £GY Car.
'• B-GO4 E-/B¾-/- 2 , A/OTES //Z , $442
R-OOs 5-1493-/ 5 5 (
EDdkÆ 0343(o(Sg54afg402)1E
,JUMPER OETAIL BY RE.V: Abt> OE-TAtL RLY
B,
EFF SER P20&-org7 Y // LER A 46foA ,lutnPER 2-7-48
P206-04/7./FTK Ik #206-/284 EØk.Rgto3¯f4A
4t¢oiB3
--- uk0G-/437
THRW
B-QO4 By ggv• ADO DETAtL 6 BPR
LMX-OOLO-O3\AV W toutÞ T e
sor.-si
<- a-que mogee (.se.comma3
BY REU: ADO DETAte C ,
-4-
CDO4 A D.R
17-5070(.-4 5€R; SER OUTNT254
H-KAt(RL E.04RG 10735 (3R¢.4Lt)
H-GOS H- ETAtt EN EE.V:ADO DETAIL O,3-No38-t(-t,
Dio EU(
EFF THIRU EER P20(,-0544 (/204-/289 2-6-10
(RA,GOS, mal
S¯\to3 -2.

DETAtL - 3OLDEtiL
B-Gott -2

EFF Tutu SERU2¤o-AS4# to smo3 Sot.ox.E

io
-14
SERPloto-Otoms il o NC ,
wQOO 48 5-134. 5-1(o35-Z
e
FUEL IN5T WOOS to ã-tu3(.-2 S-43W1+4
PUM P (No f WOOO \8 SM-2 S-13t.1+4
B-QO 1 te S-1(o3(.rt 5-13GI+4
DETAIL ? M-GOfo IS 6 5-AdAl-\ 5-\3WT-t-8
THRU SER U2Q6Ol449A P2O600631 MOO3 \6 1355-1493-4 %oLoaA 1
ßUS ßAR
402 18 (3Ei 5-A93- 5-¡Yto-\ 1
R/
H-ODG IS 8 S-13G7+(|S-13r.7+s
l.0
13 %-14,36-1 HOUbNG
H-GO6 IS 32 S-l347•MSOLDER TultdSEIU2Ofo-1484#P2Op-Ob33
5-tio38-\ H-QD4 IS 38 S-l367-M SQLDER TitrusEEului.-MB44P206-ow33
12 woestem
lAZ-0020-03\A H-903 I 135 S·l3r.7-|GSOLDER
H RESISTC>SL (SA-340)
¯o

/0 5-/846 -t- ß S/V/TCH N- D2 18 135 S-GG7-gG S-l37O-1 )

9 AsN3Z34- H-ODI 18 loSS-I367-MS-l3G7+E TweestrozowtAed!Plot.-o<o33
SWITCH
G4fÆR 0713129-1 6^ "^¤"'^' *E"'^'*
S SWITLH co$Oo '6 """"^'s

7 115O70<o-3 SWtTC.M A%¾N WIRE TABLE

ETA/L . . . . .
. . , .

o THRO 6 P206-OS/9 (/204- /234 5 4MO-OO-I7 FUEL PUMP

wroR-2o-z REsisToA (943:o') -a wooo a o-si WIRING DIAGRAM---
°'
' FUEL PUMP
TWRt.1 3tn P204-O£7Ÿ //206-/234 2 5-1160-1-1 SWITCH cm.c.
J'
E.FWRC.T\Vt= P206-OS20 5-1300-10 •••> « - -be
SYSTEM
Laa &206-/234 I CIkculTcDREAKEli .
O/V
70625
"" '°Ò """'""°"
EQUIPMENT TABLE "U6,P206futoto '
romu No. OO 16
 REVISION

LET DESCRIPTION DATE APPD

BN REV:ADO NOTE I
Lo(Itticol4 (pow swoP PeacTv".E)co-9-no

BY REY - ADD ILSOICG-5 5EE./5EE LP

B
W-4019 H-QO2O 12%C¯?Oro--5
BY REV: DILLE.TE 4 Gl<Gm
SER. 1250 70Co- S i iklACT DAIGi. 4.30 --IS
NO (SR14GS) i
18 GA JUMPE.R
blC
H-QD21 8-4022

H-GOIS

®=
H-ODI%
B-o 13

Hi
tow 401 AS
B-Obil \SGA QUMPER g/
B-GDS
H-GOL 18 S-1493-1 3-13 O-1
H-GOfo 18 S-\493-I 5-LE10-4
B-9016 18 3-Vo3/4-\ 51493-4
to
H QO\S te Sot-OERVito35-I
FUP..t.. PUMP O n B-Got4 (8 31(aSS-! 5-\4%3-1
L R S B-CIOl3 \S S-\361-V45*3<e-\
B B-GID22 \S S-kofr\ S -DER
R-OO2\ 48 3-1301+4 S-tro3to-\
H·QDIO \8 S-t¿oYo-! SOLOER
H-GDig 18 5-OGT-t-ðSko3te-t
H-KAt(CE.F) S-\56T-E4
3 -AF4 OtODE LtSE15) S-Vo3(o-\
WODIS \6
8 S-Vo37-2. HOU%tM6 M-QOil \S 5-Bro1+€S-Vo35ct
¯{ S-Vo3¯H HOUSIMC co*oÎNO. GA MATERIAL LG TERMINALS SERIALS

to 12.5OTOto-3 SWIT<-M ASSV

pg WIRE TABLE
5 4140-OO-El FUE.4.- PUMP (09445) CONTRACT NO: COMMERCIAL AIRCRAFT DIV
\MST 4 C29Z6Ol-Otot %WITC.H 58OO E. PAWNEE
Mi-OO2O-3\AV NAME DATE na.AIRCRAFT CO. WICHITA, KANSAS
3 REstSTOR (94310)
NlOTE.%: 2 S-2O55-t-i SWITCH DESIGN MAW
w--ic. TITLE
-

s-tar.o-to circutT BREAtee enour .

' - om- WIRING DIAGRAM
¯

lMSTALL 5-2013-\ ADAPTE.tt. S"fl¯¯lo

PART NO. DESCRIPTION DRAWN MOUNCDERS FUEL PUMP SYSTEM
VE.MDQg
CHECK \¾ 3- G-N)
EQUIPMENT TABLE STRESS
CES-IOOO 15 APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
e y 24
D CCOD55SN7SPS ON ,°
APPD E, ERS 33
I S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
Tia79 1270625
STD. NO. I•Î •4
SCALE: NÔ¾$ 2O(p PAGE: Ti
voam so so.2me
 REVISION

LET DESCRIPTION DATE APPD

ßY 12EV: SOLhE12/Œb27 h/A.5 SE.E ]£f

IBGA JUMPER OR 24 VOLT A/C ONLY 74
REVISED NOTE 1-DELETE NOTEtt St.A
ADD NOTES 2, 3 4 4 i ADO JUMPER
\\ 5. 4 VOR AMOR20-to RE3tSTOR
-QD28 QD2O ,

4 (NCW SWoP PRAcTicië(598063

-5

18 SA JUMPER LX REN : ADDAMOR 2D (403E 5 GW W

REW5E MO3E5 243; AOO DETML'W p.pggs (
ARO SEW 5 LSRS29 7)

QD24 BGA JUMPER FOR 14V A/C OhiLY 18 GA JUMPE.R tREF)

QD25
0011tBEF)

QD23 ga 5 (REy)
GD2XREF) 1

ISSAJUMPER

027 DETA\L
EFF THRU SER L5RS291)
QD

FUEL PUMP
QD23 IS BO S-1493-t SOLISEl2
QD2Co 18 13 5-1493-1 S•I36H-6
QD25 IS 80 SOLDER S-l310•l
MOTE : QD24 18 10 SOLDER S-I635-1
QD23 IS 78 S-1493-1 S-1636-1
0 AMORZO-5 RESk5TOR 02.N) QD22 18 50 SOLDER S-1635-I
10 USMS-8 SWITCH QD29 18 10 SOLDER 5-1636-1
9 4140-00-17 FUEL PUMP (I2V) QD2O 18 is SOLDER S-1635-I
8 142CeC33-3 FUEL PUMP (24V) QD28 18 10 SOLDER S-I636-1
AMOR2O-tO RE415TOR. cooŸENO GA MATERJAL LG TERMINALS
3 (24V) SERIALS

Co AMOR2O-l.5 R.ESISTOW. (12V) WIRE TABLE

L 5 S-Iro37- I MOUSikiC, CONTRACT NO: COMMERCIAL AJRCRAFT DIV.
S-tro3¯f-2
4 HOUSILIC, 5800 E. PAWNEE
S-IS4co-a-2 SWITCH NAME DATE (0,
118. AIRCRAFT WICHITA, KANSAS
3
S-l3reO-IOL GRGUIT DESlGN .
TITLE
ADJtl53 AMOt20-LSTO 1.0±.25 OW5 MOOR TO \¾5TALLATIOg 2 SkR (12V)
-·-

5-Istoo-5L GROUP
4¯ - WIRING DIAGRAM
1 C1RCUIT BKR. (24V) 4
ADJUS3 ANOR20-1010 3.51.5 Owas PRLOELTO MSTALLATION DRAWN O I e
PART NO. DESCRIPTION

f.EADJUST TESISTOK AS REŒD AFlER MSTL 70 CûkPLY YllTH UHELA RN Mbig5 4-30-
EQUIPMENT TABLE sTREss
FUEL FLOW REO\nRMENTS PER Œ5 \243
CES-IOOO SUPERSEDES: -33 SIZE lOENT
IS APPLICABLE PROJ ß r CODE DWG NO
AO.105T AtAOR20-6 TO 2.O k .25
OMMS PR\OR TO NS3ALLA3\ON P 3•Ê• - •¾ NO.
VENDOR CODES PER S-I4OO APPD
CES-XXXX=CESSNA SPEC. NO.
S•XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO' SCALE: A.AOAAS. PAGE: 1.! .4
2ÔCo
FORM NO. 0 2158
 SE.LCOS- H ON
Oi nut
5-05], rec orT To TeTLE
SE RL MCTE:
200,-00 yawy o,
SER \ 3wA KLFtA USE.C ON TWS ORA ENG,
%E.52 2ce-et,% INSTI.AC OF V BL'AtlšE. Wmts ARL s o-tor rann wws s a-
%EELPec's,-Ooo tAML AL TwoSE USE.O M MOOLL 210.
b-DOOk TV\b C\AGRAM th LC.utMA,\CALLN
12ENT\LAL TO 1,0405 FAst_ ".1,
LL
1 MRO Sagetog-gga SERRO(..-O 115
EC¯Tws. Samutoo-it35pELVzob-os2o

00 to e4

VWV ADDEO DETAIL.A EGY

7845-/-/,A/offs 2#.3, 8/4&
FQ 3 5-/493-7 & 5 5
F-Qat soft 034¾¾¾ vŠÆE402)¾

SY REV: 5-1845-2-1 WAS L.D.L.

-

G 5-645-1 i Imas

F-QBI

IO
O
NAV
LIGHTS

Bu: eA;

MA%-\ MLIñMM

Fq •rWB-\ M3tát-V-Il
in j
F-QSS te s al-1-k ä i30-Mc /2Oc / 01-1
77/CW SE /204-/234 ,7P204-or/7 senw+6ema-Br
F-QIS2 18 <.c oo¢37 /NR<,vE
y _ y
F-Qat le 7 5-430+65-13 +b Izec -'t/ 7.
W-Got te so 5-1347+GS-i¾>HCit00431 cascer.Tr.
M-QSi IS 7 5-¡¼½5-t¾7+Et2OO431ottetETL
as matentat La Te==m^Ls N/A +=" 's
cogg
WIRE TABLE

ama onta ma
.5-/84 -
4 g/ SW/AN/ o.- G WOOD ft-t>GI WIRING DIAGRAM
3 ANeo78 i oitolevAuve •- i~' '
- - -
OIL DILUTION
.
& S H58-H SWITCH --
s-mo-ro •- . ' SYSTE.M (OPT)
cacur namn
Any so. oEscalPTON SERIALS
i 2 70 625
EQUIPMENT TABLE Ÿ 7•3 Put ,
'+ 6 7.2
vo.. No
ao-I
 REVISION

LET DESCRIPT DATE APPD

MOT ES•.

i. "F" PREF\W USE.O OM TH\S ORAVJ\hik

\k\STEAO 15t¯CAUSE
OF U-\" \.M\RES
ARE S Ahn. AS T RO5t U SEO c as
NAODEL 2.\ TRi5 .
O\AkWANA \S
SCHEMA3\C.ALLY lOEM CAL TO
\L¯lO-10\ ¯1,1.

PAGE

2
- LL

F-GLE\ \¾ 7 5-1493-19\WM-6
EMNO GA MATERIAL LG TERMINALS SERIALS
CO

WIRE TABLE
CONTRACT NO: COMMERCIAL AiRCRAFT DIV
5800 E. PAWNEE
S-\645-1-1. NAME DATE m.A RCRAMCO. WICHITA, KANSAS
3 $\A.03CR
5-\¾.=O-\O DESIGN g//pg) g. TITLE
2. QAL.U\T lbkikKLg --
AM4O¯fS-\ GROUP 8. WIRING DIAGRAM
\ O\L DIL \/AL\/E
-/
DRAWN
PART NO. DESCRIPTION

EQUIPMENT TABLE STRESS

CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT DWG NO
:NDOX XCCEDSESSNPER SE N
APPD
NO
S-XXX CMXXXX=CESSNA SUPERSEDED BY: OTHER
OR
STD. NO SCALE: N Ali OLÔfcz PAGE: 7,5
von o ao en ¡O485 (.SAG: o
ROgRA E.
©Roooro x
 SEW.EOL-OOO\ Hi/IBION
TAR ÏÊ
SE.R..COS-OSW1 REMOVED N/A FROM STD MRES GLW
NOTES Â
SE-A EQ6-DOO\ T PAIRT bJO. 11OtoA \ (PRSO)
6 Att?-0 omeoe.-+ FOTENTro
>E.R TOb-Ot15 COLOR: BROWN
SE--2.PROb-DOO\ ON FOR205)P2O(o(ULO(oRML cLK
TEMP SULS C a it«As s-itsz-io
o
-ooo ou -1
iziozze-
%EC UT-ob SEEN LOCATED ON NO. I CYL. AT izzoma aus salt wAs
III35°6
GiVEN SERIALS, MODEL 105 TEMP LtSHTS
ON BUS BAR, INST WAS INST c
SULB MOVE.S TO NO. G CYL. MODEL a-Emi wine wAs ovocaca-Estwree
P2Olo ( CYLofo TE.MP BOLE REMA\¾3 AJ
34
BY KEVt51Or€ þWAS MATL PEA MIL SLW
W-i€878D TYPF. E 200k GRADE 2•f2 64
----

FUE TE.RMtWAL WIRE E 7 UDED FLO DIELECTRIC.

CRIMP 5-Ro3(o-5 ARUND
LH INSULATIOM,SEMb .25
OF STRIPPED WIRE. ADD
JN FlELD ßROWN WAS H-EO-
BAC.Kov4R CRitaP (SQLCOL PO.R C.ES IO¾.
SER(ER4464)
0%E FAOLElk MT-\113-0 CRIMP\MG TOOL
ADDED w RE LLUG3RS T JT ROD€D $
Mi-N E peor.9 utoo to r:Tee_ tator.<.-xeAovro
n.,cem-teessoa.4morots-e.si
ROMEIT•C<amset-osco WAS ξ
Ill3sci-1 /£13505-1.
YL H (
TEMP 69 es.v: scoor masts-isn* em
BRM F
SERM ,ADOtEINL B-RN
. . (EC2.) E.CL ¾ 5-13R.-L
___ _
Mom. 3 gas /¢f
I

i al
2
Z 0.

Z U)

INST

---
BRCWM N

DETAIL -i8-4 5-13Iol-i-8 S-ifesos 3 SER(.sla.e SS)404

ta 93
E.FF THRU SER. (SR€Oas) 1 S-l3Co7+ES-15te>lk 2 2OE-OGE6TMyosE
BROWN IS )
(U2DGOR72¢ BRDWN \6 i 13 S-13G7-I-SS-i3Co7-H & yi<f.
ýѶÛ
M-EC.I 18 43 5-BG7-t-ES-l3G7-M INKI\VE
GA MAT£RIAL LG TEAMINAL.S SERIALS
CO No.

7 WIRE TABLE
-4

G 0773COR POTEh\ T30METV.R , . . , . . . . . , .

, , , ,
S-Ra374 BoostNG-PLu
5
4 S-f371-2 BULS,CYLHDTEMF n- DIAGRAM--
CaWO D 12-27- WIRING
3 ColoS602-Ot04 1NST O..USTER KR - , . *
5-1572.-! cwac _y.(,7,
ÈYLI M DER HEAD &•
EL)LB,CRWOTEMP
·•Ž70625
-s
5-l3Coo-Jo CtRCUIT BREAKen suo e z- TEMPERATURE
PART No. . oEscnaPTioN SERIALS

Guzo<=
EQUIPMENT TABLE
Ë°Ë Pzoro 40
-a i
E I
i
Fons eso. 80-16
 c REVISION
SF.Rtos-Ooo\ NARM
-
$1¯j BY AEVISION: S-341-2 WAS S-f3f.7-1-8 GLW
MD TNWIRE GEDL RVE MTR 2-20-62
-BR CX=-DOO \ 3 RU
ADD MODEL 2Of GLW
\ ADD H-EEl WIRE
Q Ca 18 G3

1270461-1 Bus BAA WAS 1270119-1

DI2.rollO-I WAS 072GGDO-I
ON IbUE BAR INST WAS tNST LtGHTS //h
DELETL Q IOO603-Est WIRE N/
(5R4035-G)(SR3983-Cs)
-re

ADOED WIRE L.EMGTMS w/T 3

HP-Em\ WIRE WAS 4-E15\ WiREj
ADDED P206 U2O(o To B/M REMOLIED7.g- I
T/O4GI-i
(
BUS BAIL PROM E/ Cler.93tt
-Ot04 WAß IL 3ror-l 13fe5-L
I

H-ES2
H-EB3

E¯'
I I
I LHI
EMPI
_]
L__

HF- IBI

IN5T

H-ES3 IS 88 s-¡SG7-HC 5-341-2

H-EBR IS 120S-13G7-I-IGS 311-2
HF-E¾t 18 50 5 i3G7-l-8 S-l3G7+6
^TE"l^' 'a veemisAes sen Aus
co o.
WIRE TABLE

5
o-Awm --
G WOOD l&2G-GI WIRING DIAGRAM
-l

3 o7tGiIQ XMTR, FUEL LEVEL omouw ??

C(atoS501-0\04
"" F UEL QUANTITY SSM.
INST CLUSTER VIT ensca 5-42.
,
2 a
-
I S-l¾O-lo CIRCUIT BREAKER - ,h,r .
a INDlCATOR
No
ART
706 25
EOUIPM BLE
""" æ 4 ma
g"g
vonu No 80-161
 CMa
%ER_ P2OC-.-OAObgod REVISION

OIL PRESSURE
HOURMETER
SWITCH

HDF3
F4

H-DFI
H-DF2

CLOCK

H-DC4(REF) H-DC5(REF)
H-DC (REF)
8\ me.usEeutor.0Wl\
& SERD2040Al2Íout
ALL SPARES

NOTE:
WlRIMG OIAGRAM SHOWM \5 FOR USE.
WHEM AM OPTiOklAL E LE.CTRiC CLOCK
15 IMSTALLED. WHEM ELECTRIC CLOCK
IS MOT IMSTALLED WlAEH-DF\
COMMECTS PRESSURE SWITCM TO
FUSEHOLDER. lußTALL 5-\OA\-! FUSE
AkiD S-tr,AO-11FUSEMOLDER.

H DF4 16 S-1493-I S-I3ß7-If

H OF3 18 5-1493-1 S-l3G7+6
HDF 2 I8 5-1367-1 & 5-1367-1-6
H-DF I 18 5-1367-1-6 SOLDER
•^ " ' 'a tunninnes san:Aus
coi"

WIRE TABLE
Co 5-tB19-L C.OkkTACTOE. , , , , .
.•
, , ,
T S-l3f?NI CLOCK
4 CG6450t-OlOi HOURMETER ..- DIAGRAM--
S-I7\\-i
WIRING
3 OILPRgg ggS Le 9 HOURMETER .

ACTolt
2 0625
EQUIPMENT TABLE <•¾ul 6
..o..... L
 REVISION

LET DESCRIPTION DATE APPD

SV REV.DELETE S-leS7-t 4 5-Iro37-2; BLA

ADO 5-1640-6, 3-ló4O-12, 5-1641-6 (2-10·74
S-IS41-It $ WiRE LENGTHS IS67 WC
WAS S-4367-l-G|ES2
MER EO SSS(NOW SHOP 99ACTlŒ)

M-GES IS 43 S-IS(oll-a 5-1367Ho

(6 -W4 5)(a35-I VI¾J-HC
-16-4 5-i%>HO
< 18 5-ifoS5-I
M-ES3 15 10 5-l¾>We 5465(n- I
H-FR7 10 132 5-I¾7-MG 5-t(a¾el
7 5-1641-12 WOUStNG-50CKET -Fþ¾ GA MATERIAL LG TERMINALS SERIALS
6 5-1640-12 HouslNG -PIN
WIRE TABLE
5 OltGitO XMTil-FLEL LEvkL
COMMERCIAL AIRCRAFT DIV.
4 5-Ib.4O-6 NOOLINCr-RIN
SBOO E. PAWNEE
-|¼44.6 MOOSM(y-g NAME DATE NoA .
WICHITA.KANSAS
cygy
Cro(e950L-OZOL IMST CLULTF.L DESIGN TITLE
5-rsfoO-IOl- GRouP
' -\4-9 WlRING DIAGRAM--
,
ORCUITERExélic
PART NO, DESCRIPTION DRAWN X C1.LEL 8-14-73 .
ML UMTITN IND\ TOL
-4-¶
CHECK .NOgg(,E
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ p.g.g SIZE CODE IDENT. DWG
LS NO
No. -
VENDOR CODES PER 8-1400 & B.1
CES-XXXX=CESSNA
APPD M
SPEC. NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: oTHER
STD. NO' (SR¯74GL PAGE:
SCALE:UOL i 8.4
FORM NO. 2158
 COS-oC:Os zwR REVISION

"htR -OSS, REuovEo wA r one sTo esats. r.l.w de

loN M-FES- AODEC P2o6¿aJtos Tosia

IND REMOVE WO¾t 117O4gt-i yl
11O41A-\ WROM RIT. ADDEDWE
( '
VACUUM BLK (MI)
"" (I T
EF RO SWITCH
5-C S YEL
WMT BLK

11 FAI

AUTO R 3ET
H-FE4
H-WEt 3

JUMP

WLAP

IND

M FA1 FE4 20 to S-341-4 SOLDER 0713705 (OPTINKTWE Al erWA

I-FES ED 8 5-341-2 SOLDER O?tS705 (DPT)
FEt 2o ro 5-311-2 SOLDER 0713705 (OPT)
H-FEI 20 re 5-341-2 1367-1-90713705(OPO es.
H-OSt( y) WFAt 18 Wo >INFI- \¾Et
4-WAt 18 I i 5-iM7-I 367+K
9
5-145-1 44 .avan..e to r.....ass N/A • es
8 SWITCMa VACUUM egiis

7 WIRE TABLE
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PROJECT SIZE NODE IDENT. DWG NO.

1270625 -

c 71379
dg SCALE: Ë./fÛÚ ÂÛ PAGE //, / .
/
M O
onuno so.21• EO/AN/052d J 600§) (JACOOG)X
 REVISION

LET DESCRIPTION DATE APPD

SY REV: ADD DETAIL

SER QUT A; TJ P D<M
sycanow 06 5
A LBSS 4-LBSS; SER IN LSS3,LB54
consoca DG TS RED(I) 4 RED(2.); 9-2036-1
6-2035-2 UllS S-ifoS7-I ff, S-163'T-2 JEF
I 2-8-74
MEt2EODI'T MEltEOO39
(SEf2 20to-2258) (812 7403)(REF)
BY REY: 5-IG37-l WAS 5-2.035-! MEM
I -- LB36 LB47,RED0),LB54; 5-ilo37-Z 5-9-14
|
¯ \ LE44,LB53,LSEL
J--LS39 WAS 5-ZO35-1
(2OGA) S-l¾I-2.-G WA5 5-1637-2-(4/NOTE $$
L JUMPER US o
DELETEDETAIL"B (MER ZOto-EOOSS)
I BY REY: 34003-55-3410 WAS BLA
co ----
PAss u DETAIL 34002-55 3-6--75
SER2.Oto-225¯/
THRU sp 94
Lg44 o Lotb(REF (SEE 20.15.2.
c MS 34003-55-3410 GW
BY REY: $4004-S\S
(54¯)910) E-4
LS47 5
L 53 EL LB\l(REF (SEE P\MS.L)

- i
E Eago 14
RED (I) LB3O
LSE4 AED(2) L655 oxxc.uN OGHTS
@LB56
REDÑ6L(2)
1 LB54 16 S-lá35-I SOLDER SER2-o4-12.564ON
BLK{i) S-IS29-IS-lí3(.-l SER2O(o-22584.OM
Lß56 18
-18 -2 SOLDERS-Ir.Sto-I SER20t.-2258
BLKUS |6 4 ON
ggf
LB34 -16-2. S-f635-ISOLDER SERROG-22.584OM
-

LB4\ -- -- ggi) 16
LS47 is s-it,sg.\ s-I¼1-l·8

6636 in 3-1819-\ THRUSER2O4-22.5¯I

SOLDER
LS39 16 SOLDE.R SokORA THRU SER2O6-2257
-19-2-5
RE EL(f) 18 SOLDER SOLDER
-18-2-5
RED/'fEt(.13 Sot.DER sotosa
-18-0
OLY.(53 SOLDER sot0ER

-iB-O Sol.O€R 5-8 +8

INST CeesTER BLKLO
¯¯

-ts-o
BoD3 socosa M3e+a
14 S-if.37-1 HOUSING-CAP LB31 sotoEt set-a
-- 13 5-Iro37-Z HOUSING-PLUS LB3O sotota 5-\S2A-1
E ' S-2O35-I
| LBS7 12. HOU3|NC.-C.AP LS2(o st3;o-\ S-182A-1
5-203E-2 -

(\ HOUitNG, PLUC. L 4§ 5-1829-1 Srft.3(o•

10 34004-ß\S TERMINAL Stocic. LB41 S /429-1 S-¡¡,3{a-
ISL REgyGL(l) S S-\SAA L\GHT ASSN 684\ 5-1823-1 5-\37CH
I & 5-\SAS LiGHT Assy LB27 \¾ SQLDER S-IS2%\
7 S-\SSA L\GHT ASSY o*e'ERENO
GA MATERIAL LG TERE INALS SERIALS

ro itvo479 Oc.MT AssY WlRE TABLE

BLK 5 S-4toSS-1 S\WiTCM CONTRACT NO: COMMERCIAL AIRCRAFT DIV,
4 itt33tA LtGHT ASSN 5800 E. PAWNEE
CforoC5ot COMPASS ASSY NAME DATE na.AIRERAR CO. WICHITA, KANSAS
3
2 07OO(oZS-IS MOUSIMGaASSy DESIGN WWITE H(.B3 .
TITLE
-- -
-
DIAGRAM-- .
.7
wres: (33\¶ L\gyT Assy GROUP WIRING
¯ÎNSTRUMENT
IMSTALL 5-Ire35 \ TERMIMAL Okl VEMtoR FURM\SHEL PART NO. DESCRIPTION DRAWN VVB, e 4-esas L\GH T5, 14 Y $280
UHELA
(SO-~l3
WIRE RNO Mfol¾¶
- -
EQUIPMENT TABLE
IkisTALL 5-Ilo3ta-I RMINAL CA.] vEMDOIL FORMisuED
DAES PRO.I S 5-t-73 SIZE CODE IDENT. DWG NO
N C R OO
APPD *
CES-XXXX•CESSNA SPEC. NO. 270625
INSTALL 5-13(.l·L-f.o TERMIAlALCAlVEAID)R Fl.JiaffíWE S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER c 71379
h/IRE
STD.NO PAGE:\\,\fo,4-
SCALE:NOtú$ SR,7403
vonu no so.zise
 SER £ oN REVISION
P2.Oboo6og
NOTEJ; SER U2OGO\4AT ON LET DESCRIPTION DATE APPD

7 YP/CAL /fo PLACEJ SY REN: \¾ MOTE2_ S-let i-! WAS to-2A 7L

S-\4ct3-l, 5-\493-\ WAS S-\SCA-U LKW ~

WHEN ORT/ONAL 2037 C/GN73 ARE /NSTACLEL ADO L%40, S-Wo IS-2 L33tS-4
5-1493-$ S-l828-i (SR¯/Ofoi
77RM/NAL R£PLACES TERA1. REW

VY¿l€ 22 SØlofÆ 5 Jf/-2

OVVf¿J 22 SOLD£R J-Jf/-2
f£4VYELC¿22 Jotâ£R 30¿D£4
PEmit(C 22 TO¿dEÆ Jota£ f
ólK(4) 22 JOLO£45-JfA2
SLK/J)22 JULDER PRT/W
BZK/2) 22 S:J¥/-2 JOLDER
§Lgt/} 22 SOLDER JOLDER \

DN/¿ddi 20 SOLDER S/Jf.Thé

¿VITVß6/ 2O S J¥/-2 J-XJú7/t
SVF¿A'020 J 3//-2 J-/JCP/L
LSAO 20 e 1493-1 sotoER
Lß37 20 5-/ô29-/ JOLD£12
/ôlfo
20 J/49J-/ J-J¢/-2

10 \€\3319-4 LtGHT ASSY CôJS 2O S-/f93-/ 3-14/-2

S-\GOS-2 SW\TCB Lôl/ 78 SVô29-V 3-34//
9
CGGOJO/-0/of re SNPJ-/ S-/ß29-/
8 coxA4SS ASJY Cßl3
34002-55 7ERAd/NA¿ BLOCK e*al,NO GA MATERIAL LG TERP.lNALS SERIALS
7 (ETA/C)
& J-20¿J-/ 7ttm/A/AL ADAPT£4 WlRE TABLE
S 5-/829-2 2057 L/GH7 ASSY
- CONTRACT NO: DIV.
- COMMERCIAL AJRCRAFT
/ J-/699-/ J7 LIGHT ASSY SBOO E. PAWNEE
J-/ôf?-22 DATE 118.AIRERAFTCO. WICHITA. KANSAS
y Sw/7CÑ NAME
- TITLE
-
C(o(p?JO /NJ7 C¿C/Jf£Ñ DESIGN //fWJS///isu 9-1/4
rempp-a a-74- WlRING DIAGRAM·--
zicar assr enous VWu
-/-49

DESCRIPTION
DRAWN /R CONCEY .
POST LIGHTING (OPT)
PART NO.
CHECK ZŸS $¯¾¾¾
EQUIPMENT TABLE STRESS
'7°Ó
CES-IOOO SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
IS APPLICABLE
¶(-G-4 NO.
VENDOR CODES PER S-i4OO
ES HO A SES ANO. 12706 25
SUPERSEDED BY: QTHER
M C
STD.NO. Ÿ \L\ SCALE: NONE (/2O(o PSOfo PAGE; // /20
o No.so21sa FAla /OS/d (T/GOGJ)(SRfoCOG)A"
 SER P2Or.ooroon jo REVISIONS
SER U2Ofoo O A S' go LTR DESCRFPTION DATE APPROVED
AN PREJ, TACH,x0CWNE7Eg
CAR£ A/R¢ ECON PWR
2057 C/GN7/NG
JNOCK MN£L POST t./GHT/NG

AED/YAL(/) /NJT CLC/JPER

D/y (/) ED/ E¿(/) CW CW

t/J atar I La 9(REF

ED/ (/ ED/YEL (/)

//) ßtAC

--
/VELU) E¿VVFL(/) ED/y ¿(/)
//) ßlAC AC LB4OLo

3
/Y£L//) LA (4)
£¿VV ¿d) E YEL(1)
LAC //) to
- - - - - -
LACKf/ \ -Lßl7(REFMJ£E PAG£ //./5

CW CW Loss ¿ô/G(REF)¾JEE MGE //./5

4/Y£L(/) ßt.A K(2)

BLA //) fL/r,

Cô Jfo
DHP-¿dBO

DEJTAL

CW k

DNF-¿S
ED/YELTJ)
CONTRACTNO:
HF-¿ô9(4EF) COMMEROAEL RC FTDIV.

NAME DATE WICHITA, KANSAS

CW CO.
SSIXL AIRCRAFT
DESIGN ýjgpg ý.. TITLE
-
pg
stacxen asoo, y ya e- WIRING DIAGRAM-
DRAWN ÑCÛNLfvan POST LIGHTING (OPT)
CHECK OLINCsERS & S-69
STRESS

PROJECT SIZE DE IDENT. DWG No.

^"i
"¯" 1270625
,a
C 7B79
9 \L A- SCALE: NQNË (jfQ(o ÑËÛ PAGE: // // /
on.no.so-2'
ED/RR/032ô (JAGOOS) (JRGOOG).¿Y
 REVISION

LET DESCRIPTION DATE APPD

BY REV: $4004-6\S MS $4002-55 G

580C\L AREL POST OGunnG NS'T PAMûL ENEISROW CONSUL lik991Ù>
PosT LtGMTS Lisa rs eso,
RED/YELil3 HF LB47(REF)

SLK (Rein
BLtÚ
RED/YELO3 RED/N LO REO/NELLÒ \ co Pass ENGERow
ELK(t\ BLt'O3 BLKO3 C uc r MAP uswT

cw
REO)NELLI) LS-33(RGF
RED/NEL(Ò RE /YL
BL Û SLK BL (t
I M(RE

O/YELO3 RED/YEL( RED/YEL(13

RED YELO3 RED/NEL(t REDINELLÒ

BLUÁÒ BLK & 4
LS

ED/YELCl3
-- L t
RE /YEL RG.0/NEL(2)

BL (0 BL¥. BLK(?) " LEU.

ooo
(RE.F)
LSAS

LB45 3 POLT

\S
RED/yELO sogegg 5-1635-2
BLK(3)
RED/GN IS SokOER SokDER
BLK(4) 16 5\370-\ 5-Ogy-|-6
BLK(3) IS S-tb36-L 5-GGT-1-6

BLt(2) 18 SokoER S-IWSS-2.

BLV.LÒ18 SokoER SOLDER
Libe-E IS 5-693-1 S-18ZS-1

\S 5-MS3-1 3-16364
LIS%
H 5- 37-i HOUS\ML., LB45 lb S-i4A3-1 5-1434 1
\O 5-16371 HCUL\ML,
5-t(.SS-2 SWi¯rCH
9 LBA'S 16 5-\370-1
8 S-\SA9 L\GHT ASSN US AS \S 5 5-Vo3(e-\
\M39
7 5-461A L\GHT ASSN o*o'E
NO GA MATERIAL LG TERMINALS SERIALS
_
& it133\S L\GHT ASSN. WIRE TABLE
5 07OOfof3-15 i-OL35tklC, ASSV CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 CG(wOSol COMPASS ASSN SBOO E. PAWNEE
3 iti33\A L\GMT ASSy NAME DATE gAÑOAS $Û. WICHITA. KANSAS

2 34004 BIS TERMINALI3LOCK DESIGN WBlTE MO13 .

TITLE
swiv<-e -
5-1-73 -
.
I s-zir.,o-r. enour WIRING DIAGRAM
PART NO. DESCRIPTION DRAWN WRiTE 9-2%-¾
CHECK .NOUM6ERS 5-t-
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ E-t-E N
S . SIZE CODE IDENT DWG
* * *
VENDOR CODES PER S-IdOO 3 NO.
APPD At4
CD CES-XXXX•CESSNA SPEC. NO.
i S-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO.
SCALE: MOgg SR 1403 PAGE: \\,\7,4
vonM No. so-alus
 REVISION

LET DESCRIPTlON DATE APPD

av as.v: c.<..12.oomg<.zzoo4 was m.m p

c12.ooste.zzood,ser,<aoowAs s-\A-mo

my W.av:Cro22Oo4-o\os WAS Cro22OOfotot RLM

E. EO4ELR.10149 (MOW 5809 PRM.T\C.E0 S-t\-,O

REOCREN) REDD3 GED(O RED(REF)

--
15LKLREF) BLKO1 BLK(C OLK(REF3
WMT(REW) WRTO3 WWW) WHT(RtÃ
LEFT WING TIP Ric,HT WING TlP

P ll.14 -H-LFS(REU)
H-LF IO WHT(REF)

SCM STROBE 800REF)

SEE P 11.14 R-LFSLPEF)

STROS

-16-9
WRT(2) 16 5-16354 5-1431.-1
--18-9
'BUS BAR WMTO3 18
SLK(23 ið -I8-0
-16-0
600.*3 18
-18-
REb(13 ta
NOTES- RE-D(.0 IS -ith-L 5-1635-1 5-\ta3b-L

S-\3Co7-i-o H-Œ¤ S Wi3md 5-m3·1

TERMINATE WITH TERMINAL
H-LFtO \% 5-1570-1 5-1493-1
CODER
7 S-184(o-2-3 3WilCM NO. GA MATERIAL LG TERMINALS SERIALS
THREE CONDUCTOR C.ABLE , ISELDEN GOSOS
e-iro-SS-2
PART NO. 8770 OR EGütVIL.AMT 6 CAP WIRE TABLE
S S-tro36-1 PLLKa coNTRACT NO:
COMM CJALE.AIRCWRAEFET DIV

5 Gol2OCA-Otos POWER SUPPLN NAME DATE ÛÊgAÏÑÛÑAŸI (Û. WICHITA. KANSAS

Clo12OO3-OLO4 DE.SIGN .L a- \l:1 -Q TlTLE
LENS ,

a.22ooa-olot user onous reaacy- WIRING DIAGRAM--

exer so. DESCRIPTION DRAWN /2/Eva l WING TIP STROBE LIGHTS
CHECK
EQUIPMENT TABLE OPT)
C OR DAES RA SUPERSEDES:
a-_Togy SIZE CODE JDENT. DWG NO
C 400
CES-XXXX=CESSNA APPD 2,40 Q-21-g
SPEC. NO.
S-XXX OR CMXXXX=CE55NA SUPERSEDED BY: - -- -
OTHER
STD. NO. O \ \. ig j
FonM No so ziss SCALE: MOMg Ug_Og pr PAGE: \ [.jg
EDRR lost (seat,oo)
 REVISION

LET DESCRIPTION DATE APPD

LH
WING
sv)
oo RED/WATCl
og REO(REF3 -

-
SLKCRET 33-RED(REF
-REOCRG

86 (tev1

-RED(REF I i -RED(RER
RED/WHI(23- -
RED(REF
-SLK(RE 2 2 -BLK(REF

LF\t

WlblG
LVIO

STROBE

TROBE

-
R&t/wwt() IS 46-1-A 5-4636-1 5-1636- I STO
LF l2. is s-te3f.-\
LF IS 543bTI-l. -Wl3-4

LF10 \6 WWl3-2. S-W36-I

GA MATERIAL LG TERMINALS SERIALS

Iro2100¯/-Oto5 sePPLY
6 PowmR WIRE TABLE
5 '.fo2ZOOT-Otol NWER S PPLY CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 S-\taS7- I MOUSWAG, BOOO E, PAWNEE
WICHITA. KANSAS
5-if.37 NAME DATE OR.AIRCRAFTCO.
S 1 MOUSI MG. ¯
s-te4<=-2-3 DESIGN WM ITE (-G-D . TITLE
e SWRCy ¯ -

5-13Coo-5L BKR GROUP 4- - WIRING DIAGRAM

\ CK'T
DRAWN wa ssa on . STROBE. L\GHTS MNG T\ P
PART NO. DESCRIPTION

EQUIPMENT TABLE
CES-IOOO SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
IS APPLICABLE
XCODESSN7LS OOO APPD M
S-XXX CMXXXX=CESSNA SUPERSEDED BY: OTHER
OR
STD. NO. S- SCALE: N PAGE: i\.16.|
CO
FORM NO. aO 2150
 REVISION

LET DESCRIPTION DATE APPD

BY AEV: PJN & WAS PIN + LH WING;S-il.4W CI H

A ¢ s 1440-4 wAs s-is4o-9 4 s-u,4i-e, n-a 44 5
S-lú+O-12 # 5-II.4-Pl2 WAS 5-1640-9#
5-1640-9; DRAWING BECOMES (NACTIVE;
NOW SHOP PRAc71CE) MEREO393(SR7910)
-B
B¥ REW REAC.TIVATE DRAWING TMS
\NG (SA7910) /-21-75

RED/WAT(6- ----RED(REF) ,
i -RED(REÀ
2 2 RED(REF)
VM-LF-ZS) -BLK(REF3 -SLK(REÒ
B.LKEREn-
---WHT(REÀ 3 -WRT (REF)

¯--REOCREF) i \ ---REO(RE6
2 g RED/wwT(t) RED(REF)-
-BLK(REF3 2 -Bl.KORET)
VH-LF-30) -

BLK(REF) -WHT(REF3
15-Z7 3 -WRT(REF)

MG

STROBE
LtGMT

St-9 -t<.st,-\ -1635-1

STO
S-/t,4F -48 1-9 463(.-\ ·11.35
it _ HOLLSlNG-SOCRET i STO
\O 5-16+0-12 Hous!NG-PIN LFta -1636-1
È y
3 CC.22OO7-DIO3 PowgR sePPey LFt7 -MS3-t 9163to-I
-½93-1
8 Crott0OT-OtDi POWER SUPPLY LFit 16 OUT+c.
S-It.3-t-i MOUstuc-,
7 GA MATERIAL LG TERMINALS SERIALS

f- 5-1437-2 HOUSING WIRE TABLE

5 S-\GAO-/, MOUSUAG -PIN
CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 S-t(.41- la HOUstNC-.-SOCHET $800 E. PAWNEE
"fa2tOO(,-O\ot NAME DATE Ila.AIRCRAFT(0, WICHITA. KANSAS
3 LAMP ASSN
2 S-ti(oO-\ SWITCM DESIGN ytTE W, 3 .
TITLE
s-is<.o-se et<.7 swa amour WIRING DIAGRAM--
a :
PARTNO. DESCRIPTION
DRAWN \¾ 4-23-73. S ROSE L\GMTS WINGTi
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ 4.gg-D SIZE CODE IDENT. DWG NO
:ENDOX XC•CEDSSN NO
- -
APPD
PE ,

S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER

STD. SCALE: MOþ4 TAQ¾¾¾ PAGE: \\,\¾,1
FORM NO.¾2158
 SE2.tOS-DOO\ cuo REVISION -

' REMOVED N/A FROM STD WIRES GLW

LEUR Ptofo-oo \ o
A GR3Ges-lo) <+Glu
_ somez-i CT
Aoo BKR To cism
SE14 2. Lo -OO \
ADD NOTE , CA-2 KT 15KR,
II36OZ-! OSSOLETED F•HCI
H-HCI WAS IBGA 5-!¾7-2-BTEEM WAS
5-i367-leTERM (5R 4681)
ADD MoDEL 100 GLW A
5-15GO-10 CKTBKR G-21-G3
l2/O4GI-I BUS SAR
fliò5DF-i ¿N5T CLUSTER pgge
S-l¾0•50 CKT SKR pfe
l2.135DF-E INSTCLUSTER & DETAIL A
i (se oss-o; (sasses-c)
ADOED 9toO 4 010G To MoDet BLoct
Û Aoooo w me. i.mstus -so ter-ry UJAE- ¿gy
CC,(o?6et-otog oss o-it3Coot•
g_gg
tii3EOS-1 It\3ror-UREmovED
30419-6
(
3OA<ot 5-436.0-10
, (
iLIOcorg-DA\ FR.on C/T

SY REV: SER IN W41CS, BLA .

E 5-136O-2OL; SER OUT H WC2 10-30®
(SR79to)(MER EO 32Q)
H-HC2

HC3
(RE
AMMETE AMMETEPs VW-LCl4(REF)

GENERATOR NO g

n TWRU SER(SR7910) SER(5R7910) & ON

NAV AUTO RESET (U2DGO302O) $20foC3021)
( LIGHT5

2oS-OSIS DETAIL
THRU SER Los-o32o
EFFECTivE.
THRU SER 20E-0480
NOTE:
CIPsCUIT SPsEAKEPs 15 P,ERET BY
INSE.RTING A PR,OSE INTO THE
DIA HOLE. IN BREAKER FACE
AND PUSHING LIGHTLY UNTIL A
CLiCK IS HEAP,D. 12. 5-1132-10 CIRCulT BREAKE.A
i i Efsá9502-0\04 ¡NSTCLusw_m.OT W-WC3 16 yt3672•B51567-28 SER(SR7910) ¢ OW
IQ CA-1 CKT BKR MTCC.) H-HC2 16 15 S-l¾/-t-105-IpGF2-8 74RU 3ER(SR79to)
9 H-HCI jg as S-l3GF18 5·f3G7-k€ THRU SERROF-0319
^ "^6"'^' '° """'"^*
8 coN'No. NÍA
¯i
5-1360-50 CIRCUIT BREAKER WIRE TABLE

on- G OODi2-30+l WIRING DIAGRAM-

- A"·"
0513039-¯/ CIGAR LIGHTER &•
2 CIGAR LIGHTER esec= 2-Œ-(.1
5- 36O moa ,hpe
1 2OL CKT
z.--/ "
127 0 6 2 5
EQUIPMENT TABLE P206 (420to
vonu No. egio
 cuo REVISION
NOTE, (d'W£ Fa5-OOO/¢'0A/)
ONLY HEATER CIRCUIT SHOWN. A
FOR STALL WARNING CIRCUITy App MODEL 2OG
atW
S£E PAGE 9,1. c w
'THRO 5¾RS4cl@ ¾a (544oss-s)(sassea-c)
È stes e eretect
EFWLCTiva SER(sitsgeÒf. AcoEO meost

.yg3 WAS M 43 MV Fؾ WA'

-re4(
ws-Far ws F-Fas

D (NW- 85•A DEOBL SLAc

w - a 1-25¾
BLut af.4 o Of=T
o711toS45 WAS 0711 6-1
(se+e (544947.
was s-asso-ro fmL W
\ E s-esso-ir (5146144) y-tga

--
/- BVREV: AÐDEÐ OETAIL B, £6Y GL
BLUE.
«-is4s-i-i,xores 2¢.9, e-ra"
m-insa-2 i se's Éo
SL
ab/ 203434, 4e#(3454G‡X
B-Fee
p

"
A

PITOT MT
B-FB2. Me -34M
& 5-14 a-1 45
-Fa-s H-FSt
( M. 4 5-t3CR-f=5-1443-1
B¿/J BdR 5-1460-1(rt 4- 44-1
BLUL 16 go gg 122OOAO 3ER lÆOfe-OtoS7¢MRP20(.-0¾$b
-cas WK \t M460-\&4 8 4-13f.1-1 5-4347-H 1210010 3ERIROfr0fs37/MR PM(.-0501/Œ
BLUE St5-344-I 5-4509-212.7.0040SERIg06-or,57/FRP20tro107/df
\4 TrW60-lird
e-ess is so SEEH-FBI 5-341-2 m INRTIW g, goi

n-ree fr. as a-isevaa s-smi-! laconno <

-
- H-Fy IG & 3-BG7t-i 5-11GTOS1200440
on mar...au en van...ac. N/A •==sus
ETAaL M co no
TiiEu sw.it 02oC- foS(,4 P2Of--O30Co
WIRE TABLE
O e
-7845-/-/
D£TAI L. I N 5 OFV/TC/4 ,..... ..,, m ,

rußD SER RNO/)&- 5RS402) 0511052-5 XWR STAU.WMMW ==nw WOOD 26 --

1 WIRING DIAGRAM
(traog-ir3¾Pao6-oSI S) _3
o72iios-is PiToT TumE HEA -
-
HEATED PlTOT TUBE &
HEA o s(Au coep E230625
" ^*
EQUIPMENT TABLE 2e<.'s F 5.2
ËJsi
rom. No so te
 P2OfoOfoD3 REVISION
SER ON
SER 02Oroo\445 & ON LET DESCRIPTION DATE APPD

SY RE\l: SER 00T BLU O), 6LU (2) 4 6LAC-4 3C.Y

SER. IM SLU (J), BLU (4) 4 6LK(i) , ADO li (p.72
OE.TÄ 4 SEI.. (5Æ "!320)

BLU(2)

SLU (4)

SLK (1) 18 -IS-o 8 S \(oS(o-2 5-ISGl-t-8 ST.RUzo601395 4 OM

- \(o -(o
SLO (4) llo 92 pg SEE BLUS SER 020601995 4 ON
BLU (3) \(o -t(o-co 50 S-34H 5-NoS(4·2 SERU2060ff354OM
-
\6-0 5-\3GM-f
SLAOL \S & 5-\39M TRRU SER U2060 I 994
-

ELUG.)\G Ve-G St , SŒ BL¾ THRU SERU20601394

,
-\b-fo 3-\368-2
DETA\L A ELUU3 \G SO &-84H TARU DERU20CQi999
TMRO SE.RU20601994 BLAOL 4-762. \re 35 b-wt3-13-34W
MOTE¾' M3GH·kš-MAT-?
½-76\ \fo 4
-
BËÑTER C-\RC. \T SMO\.AIN. V R GA MATERIAL LG TERMINALS SERIALS
ce NO.
STALL. WARN\h3¾ C.\RCU\T SE.1 PAbE fo <o 5-ko37-2 HOUSING-PLUS
WIRE TABLE
5 S-koSX-i ROUStW6- CAP
CANTParT NO: COMMERCIAL AlRCRAFT DIV.
4 5-\%4%-\-1 %W\TOR 58OD E. PAWNEE
S S-\3CoC>-\% C-\RLU\¯T NAME DATE ÛÛo $(ËÅËI (Û, WICHITA, KANSAS
15KR
Ll\ -\S \T $˾ÎÛ DESIGN //f/À IA Ü fr ?49 .
TITLE
osuost.-s 8-2-cy- WIRING DIAGRAM-- I
xmzRszawan,wso amour
-/-c.,
DRAWN \(i -
PART NO. DESCRIPTION I HEATED PlTOT TUBE4HEATED
CHECK = a+a:STALL
Na/ EQUIPMENT TABLE WARNINGSYSTEM (OPT3 :
•(y,
STRESS
CES-IODO IS APPLICABLE SUPERSEDES: PROJ 7-6 SIZE CODE IDENT. DWG NO
1NDOR ED5ESSNPER 5E N
APPD .f.

NO.
5-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO SCALE. PAGE:
g() \ ,g

"°"" "° •° '"" 10 GRA \Ogas (Sgrecosyg

-
LST\¾coroNHL
 REVISION
I
LET DESCRIPTION DATE APPD

EN REV: AODED 4-FCS,B-FC(o,H-FB1 (AM /4

*H-FSB (SR7463)¾ S-ID-73

sy REvisuseo-o
WAS S-is4o-a, BLA
S-IS4l-6
WAS 5-1641-9 \2-to•74
L.B. TADO WigE
it*G FUSELAGE LENGTMS NER 8031 5(NONSH WCTICO

oo ®
81-um03
CT] a y a s
813 (28 V
4 04vl (esci a sce a se
TAh!

BLM OAV) 10
B-FC4 H-FBI

5 15 4V

STALL P\TOT
WARR { BEAT

18 -\S-to 5-1 35-2 S-ita3t·-2

14 0721105 15 PITOT TUBE 16 -tá-O 5-1 2 5131•7-2-6
OltitOS-IS -tr..-c. s-li.af.-2.
13 PITOT TUBE U·
S-I(a3 1-1 HoustWG W. -U.-(o 5-1035-2 5-11.36-3
ti
\\ 5-Vo37-Z MoustNG B-FC4 to 5-13CI \-l, 7-1-<.

\O OBitOto2-IS XMTR M FC2 18 oo 5-13bli-L Hi.3f.-L

9 Outtor-2-1(a thATR R FOfo Ho 95 5-MS3-t 5-M.3f.-t

6 5-1040-6 44OUS\MC'.-P1M M-Fat \(a e 543Gefo 5-14A3-1

7 S-IG4t-6 Mousime.-SocMET Ng GA MATERIAL LG TERMINALS SERIALS

S-to¯f7-8
f. STAt.t. wARN wo*M WIRE TABLE
E 5-2077-5 STALL WARN HORN CONTRACT NO COMMERCIAL AIRCRAFT DIV.
4 S-Zit.0-1 S>WITC.M Booo E. PAWNEE
S-t3(.Q-SL NAME DATE M.ARGAR (0, W1CHITA. KANSAS
S CKT SKg
S-\3toO-8L DESIGN WHIT \-\\-13 .
TITLE
2 CKT SKg
GROUP ' - - . WIRING DIAGRAM-
,
i s-ta<.o-tse cKT sen
UNAWN WHtTS 4-23-|MEATED P\ O USE STALL
PARTNO. DESCRIPTION
cm H LLE.MOUNG %**13°WARM\NG XN\TR (OPT')
EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PRO J 30 8 SIZE CODE IDENT DWG NO
VENDOR CODES PER 9-1400 13 3, NO.
APPD Argt
CES-XXXX•CESSNA SPEC. NO. ..

s-XXX OR CMXXXX•CESBNA SUPERSEDED BY: OTHER

STD. NO PAGE:
SCALE: MONE 3m14 3)¾ \3,31
Fonu No. 842155
 (SM94G) ce REVISlON
07GOGS7-2 WAS C3OlOOl-OIOi GLVk/ AAS
IMAC-TWATED WM- C.CIS, HF 'CCife lŒZWS $Ûl
H-CC.\a, w-r.CA 4R-tc7.0 ADORO /*e
ORANGE., SLACK, SROw3N)
V4OLF.T OLACK Wi\RES,At>O

-ORANGE- ORANGE 5
(RES )
3 3

r -BLACK- 2 6LACK
(REF)

AIGHT WING

H-CC3

CONNECT\QNS MADE
IN AREA OF FWD SIDE
PANEL

H-CC2.

KEY
SIDE
DOWN
-
3 6

5 / 53

UP
BLACK 14. 5·\4(oO-ife-O 10 6-33t.7-ZES-\31.7-2-8 Ni
V\OLE.T tro 6-14(ec-R,-7 1495-130-2-los-341-1
H CCS DU--TAti. BROMM Me 5-\4too-Va- i 155&\3(.,l-2-66-341-1 kl
JUMPEA -rWCO P206-03DG 0204-QG57 1415-34\-\ S-IG3f.-2
Satt St.ACK tro L-44to0-l(o-O OM
JUMPER ( 1415-34H 6-Ve3to-2
ORANGE 10 S-Woo-Ko-3 r. op 404
H-Cct! IG lo 5-1367-LG5 13G7-2-8 00
H-CC2O 16 25 S-l3G7-2-G 5 341-1
H-CC)S lg 14cy S-13G7-2-G S341-I ON
H-CCI H-CCIS IG \¾5 31361-2-65 341-1 ohi
H-CCl] IG 25 S-13G7-&G 5-34H
FH-CCIf IG 142 S-34l-1 S-lG36-1
‡ (obi
FH-CCl51G 44-25-3Al-i S-IG3G-2 ‡ggow
ML
15 H-CCIA iG (005-1133-2 5-34\-!
n H-CC-13 IG 100 3-1993-2. S-3AH
FLAPS H-CCS lG 5 S-i347-2-ss-i3672-c.
BUS BAR H-CC3 IG 2ES-f347-2-GS-3gl
NOTE: H-CC2- IG 25 S-I347-2-ES-341-1
SWlTCH SHOWM IS A"MOMENTAPsY ON ON"-- MOMENTAPsY H-CCI \G 34 S-I3G7-t-GS-\3G7-2-8
ON" CONFIGURATION. THE MOTOR IS SHORTED WHEN co No ^ m^TERI^' '6 TE""'"^'" *ER^'s

THE sWlTCH IS IN THE CENTEP ON" POSITION. THE 7 BI-7RW2TON LIMITSWITCH(MCS) WIRE TABLE
SWITCH IS SHOWN IN CENTER ON" POSlTioN. O El3-OoM SWITCH (CRYE)
2.. SWITCH TERMINALS SHOWN AS VIEWED FROM 5 07GOG57-8 FLAÞ MOTORsASSr
TOGGLE SIDE OF SWITCH. A S-iGSS-t HOUSING-CAP
OOD 10 G5 IRING DIAGRAM-
3 S lG3 HOUS G-SSLUG °" F°LAPS
WI NG SSna.
CIRCufT **o- e
BREAKER . '
2 70 6 2 5
serensromoer I.usen..... I monse: nuv: Irace:
EQUlPMENT TABLE 1270G2.5 PAGEM.I.0 TP2.Of. P2.OG A | M.2..o
votano so.is
 REVISION

LET DES7CRIPTION DATK APPD

A s-esy-z-e wAs s-las.7-i-a;oEtexEs-4->c

S-/G.STI 5 i3G7-2 FR.O/A
(
WIRE TAPaLE Ñ ADD ITEA
\¯
3 4 O i N A£.. bW G
DQRRiol41 (SR.Ggd4)
5¯LAR 'O
SwtTC.H

o
DH-CC- DH-CCl4
3¯o
DB- DA -c-C 04-CUSE
C.C-33 ow-en M- 1- ,-2-§
5-1635 2
CARGO 90 4 DR-cc37 5-13M-8
W., $-1635 f.
%¾TC B-C. 31 .
as., ,,
s-igo.za 5 IG352
go e ow-cc_3G ta 5-11 4 SMG35 2

oes(I') tr. S-t4r.o-t6-3 3-4435-2 6-tf•36-1

M-CC29 RANC.Æß) -ORA4c.E
(bl St.KCt.) \<. 5-\4<.O-ta-C> S44 S-IS-¼.M.-2
DM-CC.2ß
(R.EC)
Nc. M-cr.la oestt3 46. S-44<.o-to-3 E-341-Is-tras<.a
gg
SLKB Ife S-14foo-ife-O E¯¾41-I 5-14-34.-2
Beac.4)- 2 2 -SLAct OM-cC34 If• 'O lA 5-%44-1
->
-24
9¯LAP "OOWN (REF) tra 5-13034%-43
DR-cc33
RAP
SW\TCW DR-cC31 ré a-Mt-i S-456,-z
gy
I<., a-twi-2-4 stam-2-o
OM-CC3i
tr. 5-3Al-i S-aa_¾-2
H<-03o
OM-rc.¯LS IG &•\3CTB S-MI- I
-2-2
DM £4.28 16 5-13V7-Z-4 3-13
DB-Lct-y 16 5-34t-J 5-131/T€<
NOTES. ON-<C1.<. ir. s-341-; s-Ma
DB.cc7.5 i fa S-o.7-2A 5-13c.>2-8
OPTIONAL WITH RADios 5¯a41-1 5-it.3t.-2
Dw-cezA 16
OM-C<-L= & \3*.1-2-4 5-3A4-1
\(,
IO S-It»37- 2 HOUSING - PLOG Magi-2-83 31.1 4
4.re-11 tá
S-it,37-1 HOUSING -CAP S-34t-i S-\495,7
9 DB-CC.\A 14.
MazG25%- i swtTC..q on-ccl3 i<.. '5-344-! 3-1493-1
8
c.-sotoot-Q7O) Ac..TuaTolt MATERIAL LG TERMHALg SERIALS
7 As%N GA
F NO.
(, c..so,cos.opel Ac-TuA,ott.. Assy WIRE TABLE
-

5 3 -tr=38-Z MoesiMG C N
TR'"I COMMERCIAL AIRCRAFT DIV.
WousiMG-PL-Og seooE.PAWNEE
4 5 (638-1 WICHITA, KANSAS
a es- com swiscu t 9<-33 NAME DATE SSna AIRCRAFT
(0,
3
e.as-tom DESIGN .T&TLE
z sece tote<-93 DIAGRAM-
6"°"
WIRING
- am B:
s rs<.o-is accurs en.
DRAWN -
P.G.PoTTs 9269 . W \ M G, PL A PS
PART NO. DESCRIPTION
CHECK ye y
EQUIPMENT TABLE Nemoort.
SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
LL°°°co'o"",'J^fi Iz-ro<.ts P 60*3o
WPD -se
- t 27 o 62.5
CES-XXXX=CESSNA SPEC.NO ia79
SUPERSEDED BY;
s-xxxDORCMXXXX=CESSNA
$27Ü(oËÑ ŸA.664.3•3 SCALE:NONE 2-06 5 ËP^©Ei \¾-3.
E.D( AR 0262.9
ORM NO. ©215A
 REVISION
LET DESCRIPTION DATE APPD

til

SWITC--H

OH-CC34 DH-C.C.31
oo Du-c<.r.] ,

NO OoWN LIMtT

cr.se

DM-CC-13 DA-ec3¯o
DR-C.c..53 DB-CCl4 Dw-cË(oo Dw<t.t.>la 5-1493-2-5-if.35-2
DH-cc(p2 W., s-i493-2 3-it.35-2-
C M-C. 59 on-ct...Gi un 5-1493-2 S-Ira39€
o c Dw-cct;O \<a 3-)+93-2 S-If35-2
No
DR-cc.19 - -ORANG.E
ORANC.Mß
DH-CC.¾ (R.at:
NC. DR- la ORa tt) tro s-\4<..o-Un-3 5-341-1 5-
gg
ta %-\4r.o-vo-o 3-341-) 5463(.-2
SLKU\
N-AC-l'O 2 2 -St-Ac.1C DB-ccg4 \r.. s-ram-Z4 5-341-!

04-cc59 I f• 2 s taci-2-a
5-34\-| S-la-2
I H-C,c¾e it.
08-ccz.9 it. 3-136t-245-341-.!
DB-ct.,·22 16 S-t3vi-2-4 a-13614-E
DB-<.ct-i 16 S-341- i 5-134/I-2A
NOTE..S. DB-cci.<. Ir. s-3Al-i 5-! 2
DB-c.c5g i<.. s-i+99-2 S-Is<.!-2e
THE.SE. SWITCHE-5 PART OF C3OlOO2-OlOi S-34\-i S-ita3f.-2
Dw-cr.7_4 \6
ACTUA3OR ASSY saas:l-2-A a-aAt-
DH-c<-1: tro i
I(9 5-134;t-2-(o3-1361-2.-4
D r
3-Ita37-2 -

9 HOUSING PLUG DR-CC\4 S-344-I 5-4495-2

tr.,
8 S-ifw37-I HOUS\NG-CAP on-ecl3 im S-344-) S-\493-2.
-

7 Y 3-! DS M tv\E.C GA MATERIAL LG TERM1 JALs SERIALS

SWITCH ,

63eico2-obo¡.
Ac.·rogreg.
fa Assy TABLE
-tre.¯¾B,-Z
WIRE
5 S 4005146- C.AP coNTwacT NO: COMMERCIAL AlRCRAFT DIV.
4 S-ÏGSS-! ÑOUS,\¾ça-PL C, 5eooE.PAWNEE
WICHITA,KANSAS
EPL- OM SWITC.R Lot9fe.*0 NAME DATE SSnaAIRCRAFTCO.
3
or,-i DESIGN .TITLE
s swaxcy --

WIRING DIAGRAM
DRAWN 70
ǯ
.
PART NO. DESCRIPTION M. HUNTER \N \ MG L A F>S
CHECK
EQUIPMENT TABLE NEMoo
STRESS
SUPERSEDES: PROJECT SIZE CODE IDENT DWG NO.
CES-IOOD 18 APPLICABLE
NO, 2.¯7
VENDOR CODES PER 5-1400 APPD
CES-XXXX=CESSNA SPEC.NO.
SUPERSEDED BY:
l OG 2. 5
S-XXX OR CMXXXX=CESSNA
NO. PAC,IÊ, W.5, SCALE:NONE U2.Ofo P^GE \4-1.
STD,

ons no. so-assa

t
C) REVISION

g) LET DESCRIPTION DATE APPD

co ses m.
SY REV-CO3/TERÞ¾MAL MO.1 WAS mm.y N

COS/ TamMauAL NO. I e CO4|TERMINAL 3-9-10

O A JUMt Ek ( MO.3 WA% COA/TERMINAL NO2
CD7 EO4tt 1096

CD3

BLKLA3 1 ----RED(REF

- ---
2 -BLIC(REF
DO 2 2
3 CD S 3 3 -ORN(REF
4 2 8 5
LCDIO 44-GRN(REF)
UMPE A - -
L( CD i i 5 5 BLt)0tLF' LATOL
EDi¿ fo G -Y EL(RU

RED(ftE.F)
(REF BLUE( L
7
fo
CLOTCH
-\
BLK(4) 20 56307+8 S-tú¾
B Lt(3) ßð 6-L3GT+8
BLK (3) \
BLK(REF)l Skiq2) to it3GT+8 1570-2.

RED(2) SQLDE.4 4
8 RW (1) 50LDE
BLK(2 Oge(¿,) SQLDE
CL.UTCH YEg2 LDE.R
8 LK.(i)
WHT(I
*/
E. d i
ETAIL B-E- I
A SR \
ORM(t)
CDr¿ 20 5-1370-c S-lú3G-1
CDit 20
-\ -C.4V
13 ISG.O 2.1 C.LOTCH

IP.. S-IC-37-2 MOUS\ G-P pg COS 2O

-tú3(a-\
-1 LDS -13G7+S
t i 5-1637 HoestWG-CAP 20
SF-1030-BK CD7 2.0 i3GT+8 -43CTi-8
10 C.ABLE (OSP..Gy)
-il.3to

8 7271 8-3 CtRCutT Sk.EAKEg CD+ 20 i

NO T EL 8 15GO3&2.-EG, TRiM MOTOR. Assy LU d 80 SMC.3Crl

365-e43O4. GA MATERIAL LG
7 5P TRit MSW CODENO
BLK,WHT ( GRY WtRF- TO BE.REMOVED
Lt= 1050-84
WIR A LE
FtCOM CABLE- 00 t STL 10
5 351-11-07-004 TEltMINAL Bel( (71785) CONTRACTNO:
WittEL COMMERCIALAIRCRAFTDIV.
COMTROL 35t-It-06-OOL SBODE.PAWNEE
4 TERMNAL et.K (71785)
NAME DATE g ÑAR (Û. WICMITA.KANSAS
3AScoSG lERM10AL VF-MOOR.(OO779 3 ISGO32t-iß CLOTCH-td.V
¯'""

T or w-tomo-BA CA36.E. (osaat) WIRING DIAGRAM-- 2

----
E¯LE
DRAWN MUF.$T CTR\C ELEVATOR TRIM I
EOUIPMENT TABLE
CES-IDOO IS APPLICABLE SUPERSEDES: PROJ - SIZE CODE IDENT DWG NO
2°°.".cci"'"Z'°°ND. .4 AND * "¯ 5 -

S-XXX OR CMXXXE•CEggNA SUPKREEDED BY: OTMER C Ÿ1379

STD. ND. P \ 4 A4 , L SCALE: MO W F- PAGE:
UR.OG ( P2.O(y §.4 .|
ronno ao a se
LD( RR 10 fe34-
 REVISION

E N
805 BAR

2.0 A JUMPER(a) BY leE.V. ADO S-Ka 25-2,0 T B" G:

fo-IS¯l3
CD7 SER 4285A WAS 4265 g

BY REV. OELETED 5-iCSEZ ( MEM

CD 8 DF_TítiL B" R 74D3)R 5-C-74
CDi4
RED-
ORN (REF) Col3
BRNI
BL I I RED(RU
2 2 BL K(REF
M DEL.
CDIS - ORN(REF
3 3
CDlb-44 GRN(REF)
JUMPEEt(REF)
CDi7 - ELU0tLF CULATAFL
5 5 R

LD ( F)
-GREEN

BLK(e otµ <~'Ë. EDL

CLUTCH YF_t_ 5. SOLDEP, ot.mR

CW¯T CD 20 70 C 5 |
Lt10CXat è

-\ - CDab 20
3 \ScoO at CLUTC.H AV
IL S-tG.3 7-2 HOUB\MG-y DE 2O
-1 MOO5tWG-CAP
11 S-MGST
10 SF-\OB3-BK CABLF ) CD / 2D 5 3 8 5 5 7 8
3 7E/\-8-3 ORCUtT SKEAKE
NOTE_S: Asc CD 3 CO 2 E-lCo
8 [5GOSE2.. G TRlM MOTOFC
CODERENO MATERIAL TERMINALS SERIALS
/ 305-4504 PITCH TK\M GA LG
SW
BLK WHT (Giti W <E. TO BE.REMOVED
5-18659 SancH-K OMG WIRE TABLE
FRONA Si- MOSO-8K CABLE- OBJ \MSTL IM
5 Tss to m \SC> COMMECTOR (71785) coNTRACT NO: COMMERCIAL AIRCRAFT DIV,
COLTROL WHEEL (ma¯(S)
EST.35-9 · 5800 E. PAWNEE
4 E3
NAME DATE Û. WICHITA.KANSAS
kOLl5-4LP TERMikJAL,\/E_MC>OR..(OO39 CLUTCH-\CV
3 tSGO38H2,
DEROUPN ¿¿440 TITLE
---
PART or se -toso-eK cAsse.e. tosto ) WIRING DIAGRAM
DRAWN P _CTR\C ELEVATORTRIM
PARTNO. DESCRIPTION
CHECK X. Mi
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ , SIZE CODE IDENT. DWG NO
p
VENDOR CODES PER S-14OO PAGE .1
APPD
CES-XXXX=CESSNA SPEC. NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO. PAGE lA-3 SCALE: 2. PAGE:
MohJE., 6 (4,4
ro MNo eo use
EbRR \O 3 RG%¾i
 DEEVCR

LET ON DATE APPD

-
1 RED (REF)
(H-CC.83) sy REY: AODED W-CC83 W-CCB4
6 o 3
8 Act - A (SR'74Cri)
2 2 BLK (RE.F) 15
(M-cce43
ESS RE\3: C-On-OR C. OE NMES w-EEAA L TON ou
l4 26 f
10 9 w CEter iMRO B-EC_B3 (M-CCB3) RED \010-73
k)AS (R-C.C.B DRANOE
ROk3 SMOP PRí\D\
C .LAP (LV lf_EU: E\bb h/lff-E LG) E-ito41-C
UP I þ 35p XV
DH-CES C S-iC+D-Te WAS S-ita38-i S-ifa78-2) 2-8-75
S-Itat0-12 h/AS Sät,40-9
( Å
-U
BLUE N $ S-ita4H2 (
DH-CES3 - -
8 8 M-C.L i I 1 S-Ito*I-9; MEREDOI4 (8127403 (IEER)
DH-CE‡3 ---
ORANGE
To á (H C.C_183 2 2 (NOW SHOP PRACTICE)
NO DH-CC4(o - -
7 7 GR Eh3 3 3 BLLIE
----
DH-EE48 9 9 4 4,
| (B-LLBO
swEm
FLAP DWhi (B-CEBL)
C wcCD- O O
\-N-- ßLit ORI\NDE
M- -
H H B-LL (B-LCBO
4-CClo
CARC-O DOOR SN )
D CC4 1
DH-CC41

-
Mo No a DWM

, \Lo-fa 5-4,35-2 Ro3(.-L

Ito 5
\(o -\lo-O |3 5-|4A3 & 5-1635-2.

\7 S-iro41-fo HOU IUG-ROCKET DH CCS3 ilo SIStoT-2 45-K.3b-2.

Iro S-l640-6 HOUsiltlG- Pill DH CC51 ito 5-tst.1-t-45\St.T-2-4
15 S-ISGO-SL GRCutTB12EAK.GR 26VOLT Ito -\to-O S-lá35-Z 5-tt.3G-1

14- C3OtOO2.<3tO2 AC.TUATOR ASSY 26VOLT DH CC48 \(o 5-436T2-4 5-W3(.-2

IS C*OICO2-OSOL ACTt..\ATOR N ibY ESVOLT DH CC47 \ (o 5-667.E-8
NOTES: CSoloc2.-Otoi 5-iú3(,
12 acTL3ATOR A%Y 14- VOLT DH CC4L \(o E
THESE SWITCHES ARE PART OF Lt C.30tOO2-Osot ACTuaTOR f=Y AVOLT DH CC43 \(o S 1%7-2-4 S it.36-2
C30tOO2. AC.TLJATOR ASSY IO S-ifos6-1 4-tOL.35tWC,- PLUC, DH CE42 I(o S\¾T2-CS-l36T2-A
S-ifo36-2. MOU%\MC,-CAP H-c.cAo its S-Ilo3/o-z S-1493-2
O
USE FOR. WEDDOCT\OMOMLY S V36-a-OS SwtTCH MMEC B<C39 t(o S-il,3to-2 5-149N
ALL ARC.¾ 61 I S-ifoSS-\ B 6"-C.A GA MATERIAL LG TERMINALS SERIALS
C30tOOL-O¯sot 5-1631-1 WOU%\M6-PLUC'
QA vocT to WIRE TABLE
C30tOOL-03CZ. (26VOLT) S S- 640- 12 HQt..1%\MG-PtM
cONTRACT NO: DIV.
COMMERClAL AIRCRAFT
4 E-tG:Al-l2 MOUStWS-SOCKET 58OOE.PAWNEE
Ela-OOM WICHITA. KANSAS
S SWITCW 01904% NAME DATE CO.
SSHR AIRCRAFT
S-\SOCo-1 SWiTC.,§-\ DESIGN .
TITLE

s-isroo-ist_ enous E84. WIRING DIAGRAM-

crac.estexamen vevoet VWo
DRAWN
PART NO. DESCRIPTION M.MOmm is . W ING FL APS
CHECK E.N()UN6ERS |-Co-lS
EC)UIPMENT TABLE VENOOA STRESS

CES-IOOO SUPERSEDES: PROJECT i-lo. StZE CODE IDENT. DWG NO.

IS APPLICABLE a

MDE APPD N"

ANO.
S PERSEDED Y
I C Šl379 I2 7 O6 2 5
O
sTo. No. PAGE 14.5. I scALE:tdoMT. L.32O(p PAGE:

ro.. No. so-==.x -

 TR5ESE DESCRIPTREVISION

LET DATE APPD

S\NITCHES ARE PART OF CEOt002 ACTUATOR ASSY

von Ace senaas u se: c aoloo2-oson (to votv) Ano

caolooz-osoz (2a voex)

3
"CECDS -
RED (RE F)
3)
BLACK
22-SLK(AEF)
NC
FLAP UP
MbikcC33 C

VDH-CC54 ----
BLUE
8 8 i i
ORANGE B-ECl]
VDH-CC55 --- ----
ro to (VH-CC'TIG 2 2
NO GREEN
VDH-CCS(o --
7 7 (VH-CCUS) BLUE
VDN-CCS7 ----

S 9 GREEN H-CCSO)
FLAP DWN $H-CCBŽ)
--
HH RCACNE
UE

VDM-CCZ8
oCARGO DOOR SW

DM-CE22 a 16 f.-O 3 5-f(.15-251(m3G

-------
L NilT VIOLETNO LEltO NC
13 (2+V) I
VH-CCf.5) (VH-CCf.4)
sifo -Iro-5 Sir.3t.-2

Ito -I(.-O 13 51493-25-if.35-2

-1(o-¯I 5-13t.7-2E
ifo IS 51493-2
-lá-
tro I 19 St493-2913(.7 E
-lfo-2-fo
tro Siro357. ilá3C2
VOKC54 Ifo lotSI3(.7245-t(.3(.-2

15 E-l(o4-1-fo MOUSING-SOCHET VDHCE33 1/4 & El3(.7&d5-13C7-2-4

14- S-Iro*O-fo MOUSING-PIN VaHCC57 I(o (42
SI3G72-49103(4-2
13 5-\3CoO-8L C\RC.UtT BREAMER thit-CCLE If, 10 513/47-2-E
12 0301002-0102 ACTUATOR Assy VDB-CCS&ifo t.Z Sito31.-2
11 C3DIOO2-0302 ACTUATOR ALLY dDKC55 tfo (.2 513f.7&95-flo3Cr2

10 0301002-010\ AC.TUATOR ASSY VDI-CC22 1(, 3f. 513C73£5-1367-Z4

9 C3OIOO2-O30! ACTUATOR ASSY H-CC4O \(o 5 IG3(o 2 91493-2.
8 S-tfo38-1 HOUSING-PLUG W-CC39 ifo Sifo36-2 S-l+93-2
¯7
S-It.38-2 HOUstN6-CAP ç*'gENg GA MATERIAL LG TERFINALS SERIALS

co V3L 3 DO SWITC.H WIRE TABLE

S- I C + O Z -! -

5 HOU 5 tNG P\ N CONTRACT NO: COMMERCIAL AIRCRAFT DIV.

+ S-Iro*1-42 HOUS\NG-SOCWET 5800E.PAWNEE
El3-DOM NAME DATE fla.AIRCRAFTCO. WICHITA.KANSAS
3 SWITCH
2 5-1904- I SWITCH DESIGN -
TITLE
, ,

5-43f.O-t5L GROU, e i . WIRING DIAGRAM--

6RCUCT BREAKER
DRAWN MCBRI E (a-is-I4 _
WING FLAPS
PARTNO. DESCR1PTioN

EQUIPMENT TABLE STRESS

*
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ , Â
' £ jfj¶ SIZE CODE IDENT. DWG NO
VENDORCODESPERS-l4oo NO '
PAGE It.5 Appo
CES-XXXX=CESSNA -
SPEC. -
NO.
OTHER C 71379 \270625
S-XXX OR CMXXXX=CESSNA suPERSEDED BY:
STD. NO. SCALE:NONE U2D(= PAGE: |4, 5. I
ronuno atsu
(SR7C70)[Í
 REVISION

LET DESCRIPTION DATE APPD

84 REV: REV15EO e EEORAWN. AOO P \¾Y:

')EF¯ ·

CD25 Tumo CO3E, SLwls),RLO(2.1,YELUD 1-12-74

ORN ,BRN 15D3DB-1,\5703DT-BMEMOOb
CCIIOO3-Of0l
g
LJRS Fl0bEL 4285& Abb
lJIILËCOLDIES Ch2.6 GflN Eb2E BLU
SEl2 (Sit 7C77) (Sit 7903) gF)
By8:k-V: AooISloson-2 4S-t3]O-5i stS65-7.
M EM
(setr.rt),(we,o L /as
s-isroo-st_ wAs sablO-5L b
BY Rev: JEC,
E <wm sso mence 7/mi,4
BY REV.G-K.2(o-I WAS S-II'TO-2/CD-It
/-23-15' /
(171ER2DG-FO3tolfNOW9tôPPRETICF)

BLK (4) 20 -Ko-o set3t.7+ 5-1943-2 3Estirogorgon og

-2,0-3
o ) ANLDER SOLOER.
-2.0-4
Y
-2O -1

BRN (2)
-20-2
REO(2) 20 5tRufoGCE4 pgoN
Ef. S-13f.O-5L c)RCulT BREAKEA OANG) THIto SERU20CO2404
25 HoDS\NG YEL(I
24 S-IS/·0-l-O HOUSING BRN(l'
23 5-19/.1-2-0 HOUSING RLO(l' SOLDER SOLDER
S-19toi-1--O -10-0 S-13to1+B
RE HOUSING BLK(Sla3 (8) Tuau Otof.02406
-
21 1570309-2. CABLE ASS ELkt2) 2O -O S-\3toy-t-? S-l3/0-1
RO 382 84-9 SOCKET 34 5-11.35-4 Sib3(a-\
sy

\( IL7OOlet-i CKT IISOARO -p

34 S-Ifo35-!
y
\fD 153 1D-dO-\9O CONNEC.TOlR CO2.9 5 19CS-2 XRt/20CO2407( ON
\S SF-1030-SX CAtikkF- CORB S-10C3-2
-i - S-l¾3
34 E-1985 SvVITCB KEŸ\NGs COL 7 2.
\3 .142.1-DOQO LOCKET 50LDER
(ca 4
¯
lEIO30'7-\ CONNECTOA ASSY regpg) SOLDER
NOTES:
11 1570 SOS-\ CABLE ASSY Coa4 5-M.35- i SERU20Go2407 ON
(
L BLK WHT v. C,RY W\RE TO SE REMOVED FROM 7271-8-3 CIRCUIT BREAKER CD 18 343&T+E
10
5F-lO3O-BX CA15tE ON INSTL \N CONTROL WNEEL 305-4304 PtTCB TR\m LW
9 (c 23- EO S-l(p3Co-I S-tin3(a-1
8 5-KoSS-1 SWITOR (TR\M DE MGA(LE) CD 7 2O 3A SR3\õr+t s-\3&l+B
foDE15-4LP TERMINAL,vENDOR (DO773) 7 ClotDEOL-Ot0\ TIstin MOTO§¾ o*o ENO GA MATERIAL LG TERMINALS SERIALS

CD S-il.T1-1 Houstuc. Fin WIRE TABLE

PART OF SF- 1030-81 C ABLE (OS2.(ot) E S-\(oSJ•2. HOUitNC, PLUC' CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 TCE-2OBr CLLITCH SSOD E. PAWNEE
CO23 2O . S-Ib3(.-l THRUSER 7&¾ 5-\fo4O-Co \4OOSì¾C-, NAME DATE Ila.AIR(RAFT CO. WICHITA, KANSAS
h
COlt EO 2. E-\(oA\-Co 1-\OUS\NG> DESIGN T]TLE

coat ao GRouP H WISE 3-2 WIRING DIAGRAM-- .

i crottoossorol TRihA REC.90LATOR 2A V ¯

como ao DRAWN .) YOUEL a.a..y. ELECTR\( E\..EVATOR TR\N\

PARTNO. DESCRIPTION
C.O\Ð RO TER SER R1617) \no.) LHi-LA R. YOUNC.E 3 Z-F
-20-0 S-lía37+85-Ilobfo-I
K(I) CO EQUIPA ENT TABLE STRESS
, .

.Tl)MPER IS 5-il.35-1 S-iC35-I 12V CES-lOOO IS APPLICABLE SUPERSEDES: PRoa BERGMAh! 3'5-13 SiZE CODE IDENT DWG NO
~B a NO.
20 5-1E55-1 5-1370-2 VENDOR CODES PER S-14oo REV
CD3F IL V ,,,, agg
CES-XXXX-CESSNA SPEC. NO.
CO34 EQ $435-1 5-L3&2 li V s-xxx oR CMXXXX=CESSNA SUPERSEDED !!Y: OTHER

GA MATERIAL La TERMINALS SERMLL STD.NO SCALE: NONE URO(b PAGE: 14ai.Û

FORMNO.81215-
 REVISIONS

L DESCRIPTION DATE APPROVED

F sen vac-a 14.i.o voa nevastoN

2.0 C=A QUMPER (2.

ORN ) COle
CDEA ( E 4
--- -
N (I
la C A TUMPE EDb
UTCH
SLK
(REF)
CO2.2.- 4 COS5
JUIAPER (REF)
-

5 CO 2.3- 5
YEL(t) I 2. 3 4 6 to
Co aut(L)
2. 3 4 5 fu
^
i i C
-GREEN
20 GA BLK JUMPER (2)
ylOLET

- -
DETAIL
THitU SER(SRWoST)
(vrogoevo ^ L-
APPLiES. T \LV OMLY)
(3) aut
:( EF)

CDU REGLI ATOR

DIS
(Et

44
RN 24
O
-
BLK (t)

- --
ED (2) 4 4 4 4 4

YEL(2) / 33)
BLK(4) SL (CD D)
MO R

20 GA JUMPER
CONTRACT NO
COMME AL AIRC EFT DIV.

-- KANSAS
NAME DATE WiCHITA,
R AIRRARCO.
DESIGN TITLE

amou, pp. WIRINC, DIAC,RAN\

DRAWN SwArd&oa ll-mas ELEC.TRIC ELEVATDR TR)M
CHECK .ŸðQEt, \\-20 13
STRESS

ROJECT ti-7.9-n S E CN E IDENT. D G

SCALE: NONE U2..OC. PAGE: 14.3.

vonuNo sense
(%R 7403 REW)
 REVISION
LET DESCRIPTiON DATE APPO

AM MP
Sy REY' AOO DETAIL 'A",PAZ7 ,PAIS
\ SEIIL¶ SER OUT PA23,PA24 PA25,
PAzto,MS25ta2-140570052 2
H-PCJ . SER U2.ofool7bl
SYREVtADO ORTAkk. S'(SEl
(LRaass) 6-18.15

H-PAt&

H-PARS

--
A Pc3 H-PCS
H-D 2(REF)
H-bCA EF)

H-PA27 To B-PA2.3 H-PA24

TO CLOCIC AMMETER ..]

/ B-PA2.fo

II
--- -
H-PA25

H-KA4(REF) TO MA6 SW DETAIL

THRO %ER U2OtoOl7C)C)
H-PAls (Ra )
H-ÞA28 2 S-13f.79Es-13tõ7912 SERutofoot7oj #ok
H·PA11 2 S-St.7-34tS-m.;FT-W SERutofoDDDI #cN
To 14 W-PCl 18 SOLDER 5-13MI-H3
l¯l H-Pc5 3-1367-H45OLDER
ESUS WRELAN \S
Ito %-1994-1-1 SWITC.M B-PC4 \6 11493-1 S-MS3-l
L5 ANZES2-3A ARCEPTACLE. H-PC3 IS 5-ISip1-HOS-M©iS-I
\4 H-PMS I 5-iloo(o13-IS67-TIS
\3 ©312155-10 6ROUNO STRAP WFAZio & 3-867-7-1358/.77-13 THRO SER 02cc.oi7oo
O 12 1570043 OtoDE. ASSY H-PA25 2. 5-131.7-N35-13/p7-TV
\\
12¯lQ(,oS3-\ BUS BAR STRAP B-PA24 2 5-13/p>TBS-\S61-TIS
H-PA23 2 S-1%¾-8 3-1367113 THRD SER 0201.01700
10 20 H39 biCOS. (8491 )
(SS¯rf -FAt] 18 Smedf•HO3-\493-1
9 AZ(o2(o3 RES\STOR
S-toso-2 R-PAco 3-WB3-4 5-taut-H:
& FU3E.HOLDER NS%Y \S
-- g-\QCþ\-6 GA MATERIAL LG TERMINALS SERJALS
¶U g• CO
S-45¯!]-i
fa CONTACTOR WIRE TABLE
©¯170728-\
5 OtODE A%¾Y CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
- 4 3-1580-\ BAT. CONTACTOR 5800 E. PAWNEE
PC. 4 WlCHITA, KANSAS
3 OSTOOtoO-! SATTERY ASEN NAME DATE SSna ARGAR CO.
OSTOOS2-2 DE G TITLE
H-KAA(REF) 2 ADAPTERA3%Y DIAGRAM--
WIRING ¯

H-PAIS PARTNO. DESCRIPTioN DRAWN r3.YOUNOERsz+2o .BATTERY¾-EXTERNAL

VE.NWR POWER .¯

(REF) CHECK__ worese e ,o

EQUIPMENT TABLE STRESS
:SYSTEMS,0PT 24 VOLT
CES-IOOD SUPERSEDES: SŒE DE tDENT. DWG NO.
15 APPLICABLE PROJECT J.yg,
DETAIL i Niian
NDORXODE NAERS OO 1.-30
THRU
\gggg-4GfÑ A MOM
.
SE.R(SRB259) 1270625
(U2Or•O3O20,) SUPERSEDE BY:
s-xxx OR CMXXXX=CESSNA
5TD. NO. SCALE:ÑÔ¾$, Ûf.0 - PAGE:4,\.3

ro..no....s..
E #!EW-103(o7 (SW. 54<p)
 REVISION
LET DESCRIPTION DATE APPD

BRY: 543 L WAS S-l3¾-6L AT

A BCN LT CKT SKK (Searc.o3
BY REV. ADO DETA3L A" 54
--- H-LFS (SRELL IS) €RL-TS
(REF) M TO SCAJ LT %W

---- H-mos -4
(Raw) To Fuat. Pume sw
- s-ceza -r

(Rad To FLAP um sw
--B-LA (REW)¾TOMAPLT%w

-- H-LAt (REF)¾ To DOME LT SW

-- H-LSt (RE.F)--$ To RADIO LIGHT RREOSTAT
-¯ (REW)-f
N'WAt To MAC9NETo SW
-- H-ESI (REF) M TO RE.4ULAToft SOARD A%5Y
-H-Fat(RE.Ò--f To PtTOT BEAT%w
--H-LDi -f

E.F) TO MAY LT %W

-- H-LCIS (REF N TO LOG LT SW

H-PSIO (REF) M TO AL.TERNRTOIA i t-VC4(REW) NTO %TALL WARNtNC,9 HC32BJ

"¯· --
og opogogogogogogoi
SCM WWEL PLAP CABIN INST PtTOT NAV LDS ALT
o§o os
STALA- T4.6 ALT
) LT PUMP LIGHTS ½EAT LIGHTS Lt6MT3 WAEN IMO lEE.4

M-PAll H-PAZO

H-PCACTCEP)---5 TO EKT Pwn blobE.A%5Y

H-PAt9
H-KAACREF)¾To MA6METO SW

H-PA21 b HV-PA3( 14 VI¼>2-6 91%T'24p

H-PA22 to S-\493-1 S-\3/¿H-a
M-PA2\ \4 S-1493•2 3-t¼7-2-/s
e a-teer.-tooL CET SKA B-PA2o 14 3 1493-2 3-13to!-76
8 3-tStaO-\SL C.KT SKR. H-PAt9 IS
3-1495-1 tri493-\
T S-t3too-OL CET SW.A GA MATERIAL LG TERMINALS SERIALS
mr in

o 5-t3toO-EL CKT BKR

w-PC.4 WIRE TABLE
REI) O¯ftSS54-5 BUS BAR-PRIÞ\ARY L
E CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 1510043 0100E. A%W< seOO E. PAWNEE
w-KA4 (REF) 5-1917-2 WICHITA, KANSAS
S POWE:.FL RELAN NAME DATE SSna AIRCRMT
CO.
7| $54-2, BL)S BAW.-PRjggy DESIGN .
.TITLE
g() DIAGRAM-·
. WIRING
0113654-4 $USBAR-ELECTROMtc. amou, y py a.
PARTNO. DESCRIPTION VE.NOOR DRAWN_RNOUNGE no .SPLIT BUS BAR,0PT 24 VOLT
cHECK RM\¾ 6•
EQUiPMENT TABLE
CES-IOOO SUPERSEDES: SIZE ODE JDENT. DWG NO.
15 APPLICABLE PROJECT ./ .

NDORCOŒSNAERS OO 2·,
A exo-a
s-xxx oROCMXXXX=CESSNA
S e Tia79 1270625
ZÜ(P PAGE: 4.Î . |
SCALE:ÑONE..
 REVIS1ON
LE DESCRIPTION DATE APPD

H-PBS

--
- H-Paa y-psy

H PBlo
O

GEN H-PSS zo a-BGFHOS-It.at,-I

16
(4- 5-16 2 PLUS H-PB3 18 2O
s-13t.7+tos-13&1+
I:s O¯IISSS4-3 BUS BAR lo S-13GH-to a-t3CR+lo
g 18
\Z S-tfastet CAP H-PBS IS /ss S-Stol+& s-t3GT+&
\ \ olrŠÐ54-L SUS SAtt H-PSA tog 3-13GH-(o 5-13/.7+4:
te
lo VMStin-foPS OVE.IEvoLT L\rmsy (spom) M-PB3 te SO u-it,s¢,-\ S-\3GM-to
O XVA-13th Fleram, CAW 189) WPat. is 55 3-1493-1 3-861+<¤
8 FtaWISO-3 ovaavoLT REL.AX <itBM H-Pgg ¡S 20 s-Ita-Nos-4443-1
coiERENO. GA MATERIAL LG TERMINALS
7 SERIALS
fo %-3994-\-\ SwtWC.A WIRE TABLE
S C(ottoo2-OICE RIL60LATok ASSY CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
4 ClottBOO3-OtŒ
ALWM 58OO E. PAWNEE
S-t%\S-1 WICHITA. KANSAS
3 CAPAC,tTOg NAM DATE Sila AIRCRAFT
CO.
(,gO-5 (\p.CQiT DEStGN , . .)
TITLE
ggg ,
--

\ s-ise<.-<ao cracers amaxwam osous , y WIRING DIAGRAM

PART NO. DESCRIPTION VËÑOOg DRAWN IC.YOUN6E 2 7o ALTERNATOR SYSTEM 60 AMP,
CHI RAmati Ic
EQUIPMENT TABLE OPT 24 VOLT
SUPERSEDES: CODE IDENT DWG
CES1000 IS APPLICABLE PROJECT SIZE NO.
(EN XORCCODES RS NOia79
APPD .
1-
O.
P D I270 625
STD. NO. 8.4 SCALE: ÛÑŸ... ZÛ( PAGE:4,g

roma no =o =I=^ E. (Sitragg<p)

4 m.it. togt,7
 REVISION

LET DESCRIPTION DATE APPD

BN REV. ADO DETAIL 'A';P64t\SER; IEAM

F3\--l3 P»rx
SER QUT PS33 (SR7t=39)

ORM BLK
(REF) (REY1

VIOLET- -Paw

VOLET- PBRO

H-PS37

ALT
REG

B-P 53 '
H PB41 8 S-tuto2-8•¾ 5-19413 s-13t.7+l sŒR(sR7/o33 #DM
** -1636-4
H PB4O 2O y
-1631.- -14A3-4
R Pa39 20 t
H-PB38 2O 5-\fo36-1
DETAIL A ee"
THRO SER. (SR Ite3% H-PB37 2D 54367-W, 5-1443-3
S-tASA-t-i H-PB3 S-tA43-1 -1307-4-1
H swacB SS
S-1596-GOL H-PB3 -\bW1 -1367
10 CicT ESKR 5 MO
ALTERMA¯TOR 983 -tá34.r
9 Clot \"3O3-otog AttN H 20 i 5-tG31.r3
8 Crottoot-otoS RErmuLATOR ASW( HPB33 tO 31367-3-1 st30E340 THRusER(SR?i=33)
't 0553 ovaavocT
uur-r ENg GA MATERIAL LG TERMINALS SERIALS
çç
6 5-4038-2 HoustnG WIRE TABLE
5 S-ifo38-1 MOt.)St NO CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 %-2435-2. LiGMT ASSN . 5000 E. PAWNEE
if.3T-1 NAME DATE NoAÑOA $Û. WICHITA. KANSAS
3 i HOUSING
2 S-tG31-2. HOUSINCa DESIGN WR%TS 91)$ ,
TITLE

- .
DIAGRAM--
-isco-st..
cxt av.g GROUP WIRING
DRAWN VyntTS ZL-7> IALTERRATOR SYSTEM,
PART NO. DESCRIPTION

EQUIPMENT TABLE STRESS gAm77

C «g
CES-IODO IS APPLICABLE BUPERBEDES: PROJ 4--¿g-73 SIZE CODE IDENT. DWi NO
XCOEDSESSN7LE APPD
C O * .
127Oro25
S-XXX CMXXXX<:ESSNA SUPERBEDED BY: OTHER c Tia79
OR
STD. NO NOME PAGE: 4.6.4•
SCALE: 59.1403)Ë
FORM NO. 80 2158
 REVISION
LET DESCRIPTION DATE APPD

ctWSot-<>lot 2L ( LN
87< CUT
g
' SER ,
ou·r 3+ NAJ
see ma cz.925ot-otosisER
S-IS<oo-\O,SER \¾ S-\3Coo-\Ot..
(LA1\-l.co)
(SRcd3<oCo)E.CREF3 0 EP
L R
H-JA2

,wte matu20601979
5 R. L
TE.RU2OGOFTSO ON 4 AL.C SPARES

B-KA\ (REÒ
H-JA3
SER U206 0 /70/ #OM

---
THRU SE.RU20&OI700
5

IMST

omas:
TERMtWATE. Sw\W.Los ©n.) JM § JM. Wittas AT
THE awtTCw WITH 5-13C.]-2-Lo TEltMtMALS -

C.OMMacT 70 GMO TE.itMtWAU ON SwiTCL4

B- J A¯$ 18 313t,7-t-G S \3f.1-t-a
USE- 5-St.7--\-\O om RoT LE.AO 4-JAX. \¾¶ 3-13t.1-H 2.
¼5-13dul-S-to
OM %Atat..¾ H-JA\ \SL 313t/M-to
GA MATERIAL LG TERMINALS SERIALS
CO
fo 3-\%(oo-5L C\RCuiT mas.AKaA WIRE TABLE
C¯¿AISO\-OtC6
S Won\T\ON SWl1C.B CONTRACT NO:
COMMERCrAL AIRCRAFT DIV.
4 0713854-1 SUS BAR. saoo E. PAWNEE
WiCHITA, KANSAS
3 cas25ot-olot _MAamaso NAME DATE SSHR AIRCRAFTCO.
sw
6-134eO-6 DESIGN .
TlTLE
CIRCUTT BREA<ER. g --

sucK*t,<.x MAeNaxo (osos33 6"° " & B-29: WIRING DIAGRAM

DRAWN
.
PART NO. DESCRIPTION VggD()g R.YOUN6ERE ZATO IGNIT ION SYST EM , OP T 24 VOLI
EQUIPMENT TABLE
CES-IOOO SUPERSEDES: PROJECT SIZE CODE IDENT DWG NO.
IS APPLICABLE
VENDOR 22Ô$-4G(p NO.
CODES PER 5-1400 A OUM LA
CES-XXXX=CESSNA SPEC, NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY:

STD. NO. SCALE: NO E L.12O( PAGE: 6.1

vo...o.o-a.=^
E.O(Ritrop<,7 (SR.res4 )
 REVISION

LET DESCRIPTION DATE APPD

H-KAb
EW REV: ADO DETAiL A' * SEE

H-JA\ (REF) TO ittSMT MAGNE.To

N
- H-KA4 M-JA1(EEF)¾TO LEFT MA6NE.TO

TO POWE.4 H-PAls (REF)

RE.LAY
DETA IL
INST S
I THRU 5ER (LRELS3)
(v2OGO3O2O)

H-KAS 2 M3Gl-7-tò SBGT-7-13

H-KAA \S S-Sto7+b%-1493°\
B-KA2, to 5-f367+to 5-f367-HO
H-KA B 2 513Gl-1-145-13CT-1-13
& 07\3454-1 aus BAR. H-<A\ te 5-13Gr+(os-tsc1+s
5-13toO-5 CIRC.utT BREAW"ER GA MATERfAL LG TERMINALS SERIALS
7 coiaNo.
fa 1570045 0400E. ASEY WIRE TABLE
5 C2915OI-Olot MAONETO SW CONTRACT NO: COMMERCIAL AiRCRAFT DIV.
4 6-¡¾17-I STARTER CONTAr.Tog 5800 E. PAWNEE
WICHITA, KANSAS
3 CMClo34433 STARTER (11984) NAME DATE SSna CO.
AIRCRAFT
0770718-1 DESIGN d.BEUsa's-a-go -IIT'E
0100E. ASSY --

-
s-tsso-\ 6"°u 3¾-70 WIRING DIAGRAM
¯¯¯ii
agr. cowTAcrom
PART NO. DESCRIPTION VENOoit R.YOUN6 .STARTER SYSTEM,OPT 24 VOLT
HECSS
EQUIPMENT TABLE
CES-IODO SUPERSEDES: PROJECT SIZE ODE IDENT. DWG NO.
IS APPLICABLE
VENDOR CODESNAER S 00 OSED A D-'°
-

S•XXX OR CMXXXX CESSNA

c 7;a79 1270 625
STD. NO. SCALE:ggg ZÔÔ> PAGE:fo.1

on. no ..""
ED §RRIO3toy (Stre54co)
 REVISION
LET DESCRIPTION DATE APPD

SJ

18GA JUMPER
L 3 B-Obfo

FUEL PutA

NOTE%

PostT aoN SLIDE OM THIS RE5tSTOR FOR M-QO(o 38 5-MS3-1 5-13t.7-t-8

MAKIMUM RESISTANC.E (Akt- THE:. WAY H-GOS IS ô-\493-1 SQLDER
To Twa E.NO OPPO%1TEL FLi6MT 8-904 IS 3-1493-1 SOLOER
QDS)
L\hlE. \NILL. MAKE. FINAL AOULl%TMENT, H-GOg \S 5-1493-1 SOt.DER
B-QDI IS 5-1443-4 S-tTio-1
H-GO7 18 S 45to>l-lo 3-149¶-i
g*gg GA MATERIAL LG TERMINALS SERIALS
"g g g-L¶l-LO gg¶\ ggg CO E NO.
fo 3-1951-\ %WIT A WIRE TABLE
5 0113854-1 Bus BAR CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 S-43/oC-4 CIRCUIT BREAKE.a naoo E PAWNEE
WICHITA. KANSAS
3 VtoSS-t-i SVVITC.B NAME DATE CO.
118 AIRCRAFT
CZ91501-OtOi DESIGN . -
,
TITLE
MAC9NE.TO SW ( --

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.
¡42.t.oss--s amour N » WIRING DIAGRAM
peau pump
DESCRIPTION DRAWN R.YOUNGERSE•49o
PARTNO. VEMOOg .FUEL PUMP SYSTEM.,OPT
CHECK $ $(=To .24 VOLT
EQUIPMENT TABLE
CES-lOOO SUPERSEDES: PROJECT .py.pg SIZE ODE IDENT. DWG NO.
IS APPLICABLE
11206-40 NO.
VENDOR CODES PER S-14OO APPD
S- XX CMEX5X5XNXASESELNO 1270 62 5
SUPERSEDED BY:

NO. • U2Of PAGE: .1

sTo. " SCALE: MONE T. Î
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..no es.= EO (BR (SRfos4to)
 REVISION

LET DESCRIPTION DATE APPD

ßY 12EV: SOLbE12/ h27 h/AL SLE ]£F

¯

\SGA JUMPER OR 24 VOLT A/C ONLY 74

REVISED NOTE 1.OELETE NOTEli $\..A
ADD NOTES 2 3 4 4 ADO J MPER )
FOR AMORRO--to RE3tSTOR
--QDRS QD2O
(Nolit %NoP PRACTICE)(S9t90610
-5 ·

18 GA JUMPER OX TŒ¾: ADOAMOR20 ( 403E 5 Gyl A

KE\I\5E 403E5 Z(3 ADO DETA\L'A' p.y).pg
MIO SEW 5 0518291)

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QD24 BGA JUMPER FOR 244 WC 000 MŸER ilEP)

QD25
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QD23 4 25 tRE
GDIKEE

[8 GA Jt.lMPER

QD27 RETAIL
(5Rfh29¯D
ETF THRU 5ER
QD

QD21 18 80 S-1493-1 SOLbE

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QO2Co IS 13 5-1493-1
25 is 80 SOLDER S•\S10-1
NOTE : QD24 18 10
SOLDER S-1635•I
QD23 IS 78 S-\493-1 5-1636-1
U AMOR2ð-5 RES\5TOR 62.9) QD22 18 .50 SOLDER S-1635-1
USM%-a -1636-1

10 SWITC.H QD29 18 10 SOLDER

9 4140-00-11 FUEL PUMP (12V) QD2O 18 18 SOLDER S-1635-1
8 1426033-3 QD26 18 10 SOLDER 5-1636-1
9 AÀÔÑ Û-ÎÛ RESÎ$I C NO GA MATERIAL LG TERMINALS SERIALS

Co AMORRO-l.5 REsisTom (t2V) WIRE TABLE

S-Iro37-t HOUSIMC-I
5 CONTRacT N DIV.
COMMERCIAL AIRCRAFT
4 S-IroST-2 HOUSIMCS sooO E. PAWNEE
5-1840.-3-2 NAME DATE CO.
Ila. AIRCRAFT WICHITA, KANSAS
3 SWITCH
2 S-Isso-tOL. OtWCUtTSKR(12V) DESIGN .
TITLE
ADdtl57 AMOR20-LSTO1.0 2504445 PR\01LTO N5TALLATIOR DIAGRAM--
s-isr.o-st. GROUP 4.,,. WIRING
---
I cincuix nua (24v) 4
>Aoavsz anomio 10 s.s .s ons retom To lusTALLATaon -¾
DRAWN _

EEADJUST TEsl5TOK AS RERD AFIER MSTL '10 CQaPLY WITH CHECK , mig5 4- O.3

FUEL FlaN RI¾ltRMEW15 PER C£5 \243 M sverns

CES-IODO IS APPLICABLE SUPERSEDES: PROJ y- -y SIZE CODE IDENT. DWG N
-
AO,1USTAMOR20-5 TO Z.O k.Z5 OMMS IR\OR TO \¾GIALLATION VENDOR CODES PER S•IdOO P 3•$• •$• NO.
APPD
o ess,xxxx.CESSNA SPEC. NO. . 8
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
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PORM NO. M15B
Q REVISION
I
LET DESCRIPTioN DATE APPD

H-GlB3 16 5-iMl+\0 ö-13GI-t-6

B-QB2 18 5-1493-1 ò•\3tr7-HO
H-¶St IS 5-1493-1 5-14%3-1
EMNO. TERMINALS SERIALS
r MATERIAL LG
CO

WIRE TABLE
0713654-2. SUS BAR
S CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
S-lifaO-6 f.tWCL1\TBR t(BR 5800E.PAWNEE
_5-1645-1-2
WICHITA, KANSAS
3 SwtTCB AME DATE SSna AIRCRAFT
CO.
g-- ggg-1-g DESIGN -
TITLE
2 SWhygg EhiSilAkl W-lo -
ANAO¯TS-i OLL VALVE. amous .
DIAGRAM
\ OR. ¯OIL WIRING
PART NO. DESCRIPTION VË.MOÔg DRAWN .vouseams z DILUTION SYSTEM, OPT
CHEc \S
EQUIPMENT TABLE & 24 VOLT
CES-IDOO IS APPLICABLE SUPERSEDES: PROJECT SIZE CODE 1DENT. DWG NO.
c:NDOR COD NP RS OOO. NOian
APPD X
S-XXX OR CMXXXX-CESSNA
l270625
STD. NO SCALE:MONS L.igQ(p PAGE:7,3 |
.. no ••= .x

ED (RR to s<4-t (secoS4ca)

 REVISION
DESCR T

SY REN , AD

By REY ', SER OUT EC1 ( %-1311-1 onM

SE12- in EC1 4 %-\3]L-la A O DETAiLM

B-esumsF3 crono
amp I
l saown
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ac 3
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CRIMP S-Ita36-5 TERMtMAL AR DMD WIRE

ikisüLATIOM,SEMD ,ti OF STRIPPRO WIRE
BACK O/ER CRIMP (8 48-4 S-m¿M-? S-1t㾕-5 SRA(.SRSÖB%)(OR
g SQL.OE.R. PRA 4|
CE3 1040.055 MT-t-ItS-C. 5-rs¢;g.¡-g5-13tãN-4 TERU%ER(SReces)
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CRIMP1MCa TOOL ONLN 1 S-tW"12.-l SEMOIMCa UM\T GA MATERIAL LG TERMINAL5 SERIALS
en FN
(* 5-iteTI-4 Ha %\MG -PL 4 TABLE
WIRE
6 5-1372-2 SENOtNG UNIT CONTRACT NO; COMMERCIAL AIRCRAFT DIV.
4 Clot.oSSO2-Ol01 INST C-LU%TER, seoo E. PAWNEE
0713654-2. WICHITA, KANSAS
S NAME DATE SSna AIRCRAR
CO.
DES TtTLE ¯

-
o o WIRING DIAGRAM ¯

PART NO DESCRIPTION DRAWN .44o

V DOR axou sum CYLINDER HEAD TEMP, OPT
CHECM
EQUIPMENT TABLE 24 VOLT
CES-IOOO IS APPLICABLE SUPERSEDES: PROJECT SIZE CODE IDENT OWG NO.
NDORCODE NAER Eggg-1¯'°
A 2.¶
C 3. 1379 1270625
S-XXX 5 D C
OR Cf."XXXX-CESSNA
STD.NO. SCALE:NONE. La2Ot.» PAGE:6. .

vonn .e.......^
50 #RR \O3< 1 (SRc454to)
 REVISION
Yl- LET DESCRIPTION DATE APPD

YEt.. YEL. PIN 4 WAS PIM 6/LW 4 PIN 2 /RM

(4-E66 (H-EE7) 5-I347+Io wAS 5-!36-r+6/ESS
el MER EO 393(NON SWOP PRACTICE)
ZI o o e
28V LOA C,MD

IL $

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v ty 3-ilo35-4
ä-13GT-t-tC
18
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\S S-Itoss-15-inSEHO
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4-7.p,4 18 60 s-i493-I s-taa-i-o
R-ES3 18 00 5-130-1-6 5-1636 1
9 5-1441-12 woDSING-socKEY ½-5.81 \8 IS25-136Ncs-leskri
8 S-ifo40-12 WOUSING-PIN g-ggi 18 e S-13eM854495-i
7 0113664-2. BUS SAR GA MATERIAL LG TERMINALS SERIALS
coiE NO.
& S-13/mo-6 C.IltCulT BREAKER TABLE
WIRE
5 0570409-1 HEAT LNC ASLY coNTRACT No
coMMERCIAL AIRCRAFT DIV.
CloloSSO2-O2O2 INIST CLUSTEtt 5800 E. PAWNEE
¯
4 *'CHITA, KANSAS
a s-todo-e Housime>-PtN NAME DATE SSna CO.
AIRCRAR
s-it,41-e Houstros-acc.caT DESIGN .g.]O ,TlTLE
I DIAGRAM--
1 07UollO-1 XMTR-FUEL LEVE.L 6"°0" WIRING
DESCRIPTION DRA N .YOU 2. 070 .
PART NO. ViblDO FUEL GUA NT ITY I NDICATOR,
e
kV EQUIPMENT TABLE OPT 24 VOLT
SUPERSEDES: PRO.iECT >yp.g SIZE CODE IDENT. DWG NO.
CES-IOOO IS APPLICABLE
NO.
VENDOR COOES PER 8-1400 122 APPD 3-2,-30
CES-XXXX=CESSNA -
SPEC. NO' 71379 IC ( Uo CO
SUPERSEDED By: C
S-XXXDOR CMXXXX-CESSNA
SCALE: MS. PAGE:

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to3<o-1
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 REVISJON
LET DESCRIPTION DATE APPD

H-OWI \6 S-OGT-Hr-SOLOF.W.
GA MATERIAL LG TERMINALS SERIALS

fa 5-13E1N2 C_e.oc--C WIRE TABLE

5-1560-1 SA-V.
E CONTAC.TOR CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 5-\O%Q -Z . FUSEMOLWW 58OO E. PAWNEE
WICHITA, KANSAS
NAME DATE SSna CO.
AIRERAFT
a s-iost-i Fuss. I
TITLE
-

-oso
WIRING DIAGRAM
DESCRIPTION DR R.YOUt 5 -
PART NO. VggQ HOUR METER, OPT 24 VOLT
STRECK
EQUIPMENT TABLE
CES-IOOO SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
IS APPLICABLE
:NDORXXCOCDES PAER S OO Q( APPD °
s-xxx
C 1379 | 2 70 6 2 5
oNR CMXXXX CESSNA
S- -
SCALE ONE O PAGE; I
to
ro.. =•• ED(ER 10¯Sto'7 (SRfc54<o)
 REVISION
CD LET DESCRIPTION DATE APPD

BYREV: ADD5-1303-2 MEM ei y

TURN BANK TO TITLE,ECloloD3-050E5-8-74

(
WAS CGGIOD3-QEO2
(5R T403XREF) (MER 2.Dí2 -EOt03)

TUR.M
C-DORD

A SC

H-FAA \S S-\30-H4SOLDER
H FA - lS 5-13to'l+E §OLD ER
'(
GA MATERIAL LG TERMINALS SERfALE
O

WIRE TABLE
5 59303-2 INDICATOR-T48 cONTRACTNO:
COMM5ERCIA IR TOiV.
A 0743€.54-3 1505 ISAR
S-\3too-5 C<¯F WICHITA. KANSAS
5 BCFA NAME DATE CO.
SSila AIRCRAFT
2. MS3tOtoMOSLBS CONNECTOFK DEStGN ). TITLE

cwoom-ososTuescooetisAro voo. WIRING DIAGRAM-

PART NO. DESCRIPTFON R.vou em s os. o TURN COORDINATOR, TURN (
BMR.te .6

EQUIPMENT TABLE IC BANK., OPT 24- VOLT

CES-IOOO SUPERSEDES:
IS APPLICABLE PROJECT SIZE CODE IDENT. OWG NO.
NDO OMDE RpS OO NO
A NÒ MCK.R -VlO
A
ian i 270 6 2 5
STD. NO. SCALE:N f.0 PAGE:9.4.\

vo.. o..o a
ED622 403(,9 (SR.Ce54<a)
 REVISION

LET DESCRIPTION DATE APPO

GA MATERIAL LG TERMINALS SERIALS

co E No.

WIRE TABLE
CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
5800 E.PAWNEE
$654-3 wiesiv4. wassAs
S 07\ BUS BAR NAME DATE SSna AIRCRAFT
CO.
2. S-13too-S C\¾Ct-HT BREA<E OEsiGN -Ogg. TITLE

s-i3osMt 6eous 3og. WIRING DIAGRAM-·-

t motccor-TAs /We
PARTNO. DESCRIPTION DRAWN axouse ¯TURN*BANK,0PT
VE_MOgg Nwo 24 VOLT
cHEC MO.R\
EQUIPMENT TABLE
CES 1000 IS APPLICABLE SUPERSEDES: CODE IDENT,
PROJECT SIZE DWG NO.
OR OMDE NO.1379
-
APPD R. ()Uh36
ASE SN
SU REE |270625
STD. NO SCALE: NE LÀZ PAGE: 9.6.\
(p

o..so... EDRFR (SR-foS4f

LCfb61 i
 REVISION

LET DESCRiPTION DATE APPD

BY REV. ADD NOTE ND.5; DELETE MEN 3-

TURN EDORDINATOR FROM 305 BAW -6

ADD
' 3-5-74
(_SK79Z. L)
(SR I312)

TRAMSPOMDER.- ICIT I.EPL

D

10 TAki/h/HT A DA-

zo TAM/sLU a c4
is TAki/VEL C E 2.
El TAM/RED D E i
ifo GRY/TAkl E 64
i l 62X/BLD F- 152.
IS GRY/GF.4 G & \
IS GEY/YEL H A 4
is GEY/RED J A2-

in sev/BLIC K A \

DIGETilEFL H ELt./ELU L_ DiGrlTIEER.

COMMOkl COMMOkl
+ LV 5ODECE 9
M ACFT GMD
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--
DIG,\TIE.ER. GMD E
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FED wlMT
EL EL

-10-2-9 LI¾l-I
RED/klHT ZO a 4.
+ LV 5 UR(_E
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I. FOR ZA\/ W1 klG \Mll2E TEF_MiklALS DETAIL
-- ----- -..---
EEFER'TO \5]lOOD
PAGEal.. APPLIE5 TO 24V INSTL)
-2 -8-
3 (/BLU
TRAMSPOLJDEK COULIELTOlt. HOULI Gr IS -22.-8-10
GEY/TAhl
PART OF TRAkisPC&lDelt C.ALLE ALL ( -21-10-4
TAMÑE\.
3. FOR Wlf€lklG DIAC=RAM OF 5 0 400
-22-10-&

TKAMSPOMD R..REFER. ¯TO ( 43

TAN/RED
SSIO
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P1Ai5AVIC.E1MPTYPE (\lENDO€. FURMISHEO - -
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1570312.· av L a c.Z ZZ lo 52190-\ 4)

kitTM COkiMELToe 8 3 CABLE AL 't
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ATTACH EboTH TRANPONDER AND ENCODING
(0 EA-AOlA AL.TDGriTI E.ER.. WIRE TABLE
ALTIMETER Tone 4 RADio ORCuiT OREAMER.
5 RT- ISSA RAk,35VDMOLL CONTRACT NO:
COMMERCIAL AIRCRAFT DlV.
·
A 12T-458A TlfAMSPOMDEL 5800 E. PAWNEE
5-1183-1 NAME DATE (Û.
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5 COMMELTOL
DESlGN T]TLE
4181(o CONJME.C.TCR.
s- so-se GROUP WIRING DIAGRAM--
i accom eeemme.
PART NO. URAWN DL L.LE I-915 _
EN \US
DESCRIPTION A\_I\ METB
'" ' I OZ (. 24 VOLT)
EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ /3 SIZE CODE JDENT. DWG NO
7
-
VENDOR CODES PER S-14OO NO
APPO DM
CES-XXXX-CESSNA SPEC. NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO.
SCALE: NON,12 59 19 PAGE: I
vonu o.ao.zies
R 7532.
 DEESCR INON

LET DATE APPD

H-PA2ta(RE.7) | TO BATT1ËRY

H-DC4 \b 8 5-86! ESOLDER

H-DC-3 46 Lt rßGT-tás-Blol+2
GA MATERIAL LG TERMINALS SERIALS
CO E NO

WIRE TABLE
5 0710718 \ DIODE ASSN coNTRACT No:
COMM5EeRCIAL AIRWCRAEFT DiV.
4 5-1580-4 am- CONTACTO
s-tomo -22
WICHITA, KANSAS
Fuse.wocosa NAME DATE SSna CO.
AIRCRAFT
-\ - DESIGN TITLE
94 Ç"Qgg
--

s-ist,Nz °"°ue .
WIRING DIAGRAM
c oc<
PARTNO. DESCRIPTION DRAWN .YOUM6ERSL4 .CLOCK,0PT 24 VOLT
I CHECK \S
EQIJIPMENT TABLE
STRESS
CES 1000 (S APPLlCABLE SUPERSEDES IDENT,
PROJECT SIZE CODE OWG NO.
NOwe
APPD 2 MCoE
N N 1270625
S ES E
O M E
STD. NO SCALE:NONE 2 (O PAGE:\ .\.\

.so..o..t.

ED¾RR \O3Col (52¢oS4<a)

 DEESCR TINON

LET DATE APPD

CLO C.tC

TO MASTER SW

B-bWL S 56/ol-kiC5-SCHHS
Rio GA MATERIAL LG TERMINALS SERIALS

WIRE TABLE
CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 Clob%502-ORO2 iMST C.L.03TER 5800 E. PAWNEE
CONTAC,¯ WICHITA, KANSAS
S S-\ggO-\ $41, NAME DATE SSna ARCRAFT
CO.
o-norza-\ DESIGN , .
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2. otome Aasg --

-
0,43854-1 aus aAR 6"°ue ¥ We 3-lo-ic WIRING DIAGRAM
DRAwN RNOUNeemano
·AMMETER,OPT
PARTNO. DESCRIPTION VENOOR 24 VOLT
c
EQUIPMENT TABLE
CES-IOOO SUPERSEDES _p. SIZE CODE IDENT DWG NO.
IS APPLICABLE
DO OCD NPER OO · -,
APPD R. ÛUN
CE 1270 625
S S c Via79
S-XXXDORCMXXXX=CESSNA
PAGE:I .\.1
SCALE:ÑOOK L)
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 REVISION
LET DESCRIPTioN DATE APPD

SX RO.NI ADO DETALL. A,LA 10,LA 11

18000-2 540Cot-ty IMACT Owo
g
seR utof-otB75tou !
se,«-(s n. r«os?
BY IFEV: ADD 5-1631-\ SER DUT LF-LAl L.
M-LAS ; M.R lAJ LAII. LAll 7 2+13

i I
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o B-LAS
o SitN(2) C

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M-LAtO -

LAtl IS S-l3CM-6 5-1830-! RE.Uzor.02/S6 OA.1

LAlt 16 S-l1|lgl y 5ER.(J20402f Sfs LOA)
- ta-o 5-13f-7 4-&
H-LA1 BLK to Sou ER
CABIN
R-LAB \8 SW\3-\ 50LOGR
LtSMTS H-LAlo IS 5-1493-1 5-t¾,71-C.
-to-5 5-II.35-2 5-tio3ty-i
GRMCB3
DETAIL
\Ð -18-5 5-14.35-2
sem(13 Erti.3tøt
THR.D SEI2.U2OfoC2i 55
11 E-laal-1 SWITEM M-LAS to Setto3to•25-lieSdr3
\\ S-2OfoH 5\NITCM H-LAS \8 Br13ts'E2tow THRD SILt024D21,55'
) W \Q 121000-2 L\GHT INSTL B-LA3 \o 3-34M 5-34\-2. TRO SERUT-OfectS74
O¯ff31b5A-2. Sun BAW• H-1..A2 TRO 5EROID(.Of674
3 M-ÈÙ ÅÔAp
M LA3 5-13too-6 5-134.1-Mos-13to'I.¡q
8 CIRCutT OREAKER H-LA\ \S TRO LEt020402]SS
T S-k(p33-2 VAO %\¾¾•¾QC GA MAT£RIAL LG TERM1NALS SERIALS
C n
(D S-Ito3'l--\ HoustNC>-CAP
H-LA2. WIRE TABLE
O¯f13O29
6 SW \TC½ CONTRACT NO:
COMMERCrAL AIRCRAFT DIV.
BL 4 Cro2ZOO2-OlO2 DOME LIGrHT A%5Y 58OO E. PAWNEE
BOU%\NC>-PIN WICHITA, KANSAS
S S-ilo4g-S NAME DATE SSila AIRCRAFT
CO.
-¡Qg-g Ç.\QUgtWS-- gg-¶ DESIGN .TITLE
--

3°°>\*¯<# 'tems Assy a WIRING DIAGRAM

ORAwN 4-10 .DOME4-COURTESY
PART NO. DESCRIPTION R UNCE LIGHTS.
C ECK * 6¯¤
EQUIPMENT TABLE OPT 24 VOLT
- CES-IOOO SUPERSEDES: PROJECT SIZE CODE |DENT. DWG NO.
IS APPLICABLE
|22CS-4GgU NO.
DE.TAIL A VENDOR CODES PER S-lAOO A C. QU
CEXX-XX X- EXSSNACESES |270 62 5
(EPF THR ERU2%Ole74 SUPERSEDED BY:

STD. NO. SCALE:MONE. (PAGE: •$.

ULO(o

E.O #22 tCTSlo"Y (3iEroS4to)

 REVISION

LET DESCRIPTION DATE APPD

BY REV : AODED LA-)(- 4 LA-15p b

LAS WAL LA13, LAl3 WAL LAl 5-113\-! N# 15 /"M
WA3Dil3029-O

By' REV: ADO 5-i64O-6 4 5-1641-6; BLA

PIN3 WAS 7) S 164O-1245-1641'It 1-10-74

«As 3-1640 e 4 5-1641-9

MER EO SSS (NON SMO PRACTICE)
LA-\\

LH RR

LAIS
LA-\O

(tSV

(14 \ 10
o
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HOUstNG-SOCKET -46-15
.
14 5 1641-6 48 5 435-\ s-m3t.-\
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WOUSlNG -PIN S-u,359 W,34.-\

\ 5-2)(oO-t syvtTCH LA\3 1265-l¾7-P 5-1830-\
U 5 \B3H SWITCH LA\t. 54 5-le3CM
p
10 \2tOHO-2 LIGMT .INSTL LAM to \AA3-\ SOLDER
$_ l2\OllO-i LIGHT LNETL LAtO .12(>
SI3(.7-W.s t493-1
8 GE 308 LAMP LAS \6 72 5-16%-5 51(obb L
15564-1 LAMP Ng GA MATERIAL LG TERMINALS SERIALS
9
G S-u,37-\ HOUS\¾G WIRE TABLE
5 SMG37-2 HOUS\ NO CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 s-té4o-12 HOUstMG-OIN 8806 .PAWNEE
HouslNG-socKET NAME DATE 118.AIRCRAFT(0, WICHITA.KANSAS
3 SHá4HE
5-t3CO-5L DESIGN \N ITE \-4 13 -
TITLE
¯ CK.T SK.R
S-sao-lou GROUP .
. WIRING DIAGRAM--
cet arcR a
PART NO. DESCRIPTION DRAWN WHITΠ4-573 .
DOME ¼COURTEST UGHTS
LHELK €. QUNGE25 A 11 3
- -
EQUIPMENT TABLE STRESS yg § pg
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ -te-u
SIZE CODE IDENT DWG NO
r
-
CEDSESS E OO Afg
APPD
S
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO SCALE: MONS SR74 PAGE: .\,1

FoRM No. em21em

 REVISION
LET DESCRIPTION DATE APPD

H-LD25 16
S•\fo34o-2 S-tfo35-1
MAVIC,4TION H-LD24 IS 3-344-2 frko351
Lic,4.yys B-LOg7 \a 5-341-2. 5-Wo3to-2
H-LO26 3-344-Z 9-Ilo3/o-1
\g
O¯ll3654-2 H-LO\6 S-1493rt 3-341-1
\\ SUS BAR 16
S-tfo3¯T-1 Hous!NS- H-Lbl4 5-1493-1 3-341-1
10 PLUco 18
S-1(o3-t-i HOUstNC.m-CAP H-LOt3 18 3-4493-1 3-341-2
9
& AM3\22-152A LAMP H 601 18 3-13Ò-I-85-14%3-\
¯I Cla22COt-<>to2 GA
LIC,HT A%5Y coiE NO. MATERIAL LG TERMINALS SERFALS

to So7 LAMP (?-44443 WIRE TABLE

5 Cfo22OOt-O2O) L1CoHT A%%Y CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
A S-ko4C>-9 HOU%tNG>-PINl 5800E.PAWNEE
WICHITA, KANSAS
5-Ilo41-9 HOU%\NCYSOCKET NAME DATE SSna AIRERAFT
CO.
3
5-3 DESG TITLE
mo-s clacutT ateeA<am LHE --
2
WIRING DIAGRAM
PART NO. DESCRtPTION DRAWN R,YOUNßERS 'lo
Ng NAVIGATION L IGH TS,
HEECK 'e
EC)UIPMENT TABLE OPT 24 VOLT
CES-IOOO 15 APPLICABLE PROJECT SiZE CODE IDENT. DWG NO.

APPO -- «-,oc
SNA
SUPERSEDED
S-XXXDONOCMXXXX=CESSNA
BY: fian !270 625
SCALE:MONE LilO(.a PAGE: \. .2

o..no sosi.«
EC3 42R \O st.p'T (39..foS4to)
 REVISION

LET DESCRIPTION DATE APPD

AODED LD-LZ,LO-¯¾3
BY Rtv| RMA ‡cd
LD-53 (SRT405)¾ 8-10-13 yo
y
BLK(RER) W REO(REF)
RE6 SV REY: AOD W19E LENOTHS BLA
(LD- 4) (2-1 74
S 1640-12 4 S-IS4H2 WAS 5-1640-9

TA\L
\WAS 5-1640-9 4 5-16Al-9 ;
LM LR RM RM
MER GO 393(NOW SµCP DRACTIC
WING TIP WING FUSELAGE FUSELAGE NNING W\NG T\P

RED(REF LO-29 -LD-30 RED(REI)-

32) (O 33

BL (REp) I

i RED(REF)

RED/GRR(REF)

LD28

LDI

13 p. -\S-1 190 S-Wo3(.-\ S-\fa35-\

e
11 S-ledi-6 HOUSING-SOCKET LDal 35259621-1 s-u.36-\
LtúHC S-IS4O-6 MOUSING-PIN LOSO 5-W.34
\\ 75 i
IO CGELOOBOtOt L\GMT ASEY LDE°i 21 I 5 3t••\
9 5-10,4\ -12 ROUstiuGrSOCKET LORS # 7 5-\SL1-I 514A3-1
6 S-K,4o-\2 HOUS\¾G- PIN LDI IS 6 5-13(.T-N, 31493-1
5-|G37-2 E GA MATERIAL
( BOUSING LG TERMINALS SERIALS
fo S-\(.3T-\ HOUstNG
WIRE TABLE
5 Cro22Ool-02Oi LIGHT ASSY coNTRACT NO: DIV.
COMMERCIAL AIRCRAFT
4 34002-55 TERM\MAL SLOCW saOO E. PAWNEE
S-tir.O-\ S\NCTCB NAME DATE NoA AN $Û. WICHITA, KANSAS

O-SL CKT SKR DESIGNWi-t1TE \-4-l3 .TITLE

' -o.,s. WIRING DIAGRAM-
.
sesso-lot cur BKR amour
DRAWN wets +zus INAVIGAT toN
PART NO. DESCRIPTION L\GHTS
t.Him.A ENOUNCot(§ 441-13
EQUlPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ ;3 4-18-73 SIZE CODE IDENT, DWG NO
-
VENDOR CODES PER S-I4OO P \\.4. \ P\\.4.1 NO.
APPD
CES-XXXX.CESSNA SPEC. NO.
S-XXX OR CMXXXX•CESSNA SUPERSEDED BY: OTHER
STD.NO. SCALE:MQtü¾ R 7406 PAGE:\\.4.3
vonM No. emalsa
Q REVISION
LET DESCRIPTION DATE APPD

--- --
J RE.0 UEEF 2 z YEL.(I) 2 & YEL CRE
---
] R.EO CERW) I I i i

DFH-LF1

VEltYtc.AL TAIL.

to TAtu.COME

Ram um s-u.ms-2 5-Wo3to-2

H-LPG \to 5-\493-2 4-0.w;
Olt38%A-\ BUS BAR. M-LT-8 â-t3töi-2-toã-I495-2
9 II,
e s--tS(po-a c<T SKtt IBM-F't Wo 5-Ilo35-23-Ito3/rri
7 5-\S45-t-E. %wtTc.½ GA MATERIAL LG TERMINALS SERIALS
coiE NO.
fo 5-0433-1 Mot.lSIMCo-PLUG WIRE TABLE
S S-VoWl-\ MOUSigro-C.AP coNTRACT NO:
CDMMERCIAL AIRCRAFT DIV.
Clo2tOOl-O\O2. LtSMT AL%Ÿ 58OO E. PAWNEE
4
¯s s-u,¯ss-2. WICHITA, KANSAS
woestex.-cAP NAME DATE SSna AIRCRAR
CO.
_

E-Ma38-\
| .TITLE
2 MoUS\NG-PLU6 DESIGN
--

ese4toi-o2oa 6"ous WIRING DIAGRAM

\ FLAswate Assy
PARTNO. DESCRIPTtON DRAWN R.Y NGERS 4 o .FLASHING BEACON LIGHT.,
HEE to
EQUIPMENT TABLE OPT 24 VOLT (FLOATPLANE)
CES-IOOO IS APPLICABLE SUPERSEDES: PROJECT SlZE CODE FDENT DWG NO.
VE DOR CODE PER 5 00 N°ian
APPD ,
-)Q
S
S-XXX OR CMXXXX=CESSNA
1270 625
STD. NO. .5•
SCALE: U2.Of PAGE: U.S.S
 REVISION

LET DESCRIPTION DATE APPD

ISV TEV: ADD NOTE \ EED,c,RM, T>\-P trl

,

LF 15 CattoOi -C>tCxa WAS

u) ottoot-ot03 (52/413)
SVREV:3-13CD-l5LWAS5-1360-lOL BAR /)
S-I3CoO-8L
/Ó2VL WAS S-l3GO-GL 5-13-75
2
|| /ez+c (seamo)

e oo (LFtro)
oo (LFO) (LFIS)

- - -- ISLic(3)- - B
YELLEEF3 3 5 3 3 ISLR- L4) 3
(LFZ4) (LF 5) (LFth)
-
LFS
ISLtC (IEEF)

LYS

LF )

3r.-C
5 3Co136 5EE020402209 Ok!
30148 \4932 SERU20&O2209 ON
3-tS3Co-2 5\4932 CN
SEEU20402209
5¥.3G 5 4635-1 SERU2Or,02 OM
5-1630, 5-tro35
S-ir.%-2 S-l<.55-L

RED

LFIS S-if=¾ MWil-8 THEU SEEUtoGoß2 8

-\ -OL 5-l¾T-I
12 S SGno GCT 15k.52- (144) LF t3 S S-\493-2 THEU SERU2OGO22 8
II OR95-re EEstSTOlf.(STlT1) (Z4V) LF 5-16¾€ õ-1493-1-
ELASMElit LF W ä lf.¾ì ±-1483-2.
to CS945OZ -OtOI
Crottoot-otOG L\SM¯r 5-\493 5-I¼7-1-r,
9 ASSV (ILV) LFS
c6tlODI-OlOZ Lic-MT LF¯l 45 5 5-1655-1
8 ASEW (24V) 6WL THRuseEU20so2208
OlESS-i.5 12E5tWToli?.(SS-Prt) çç¾ENg MATERfAL SERIALS
7 (itV) GA LG TERAINALS

é s-tross-l H UstM== PLUC, WIRE TABLE

\. COk.DIRED WIEES ESEAEiMC-> CES LICO CDDikK5 Iki p CONTRACT NO COMM DIV.
L A

N ME DATE CO.
Ila. AIRCRAFT
5-1945-1-1 SmJtTCM DESIGN ,
TITLE

S-reco-15L Ct-r GROUP ll- -7 . WIRING DIAGRAM-- I

stdr. Utv)
PART NO. DESCRIPTION DRAWN PAme u÷a .
FLASM\MG BEACON
He T.Nooweressu-2-a:
EQUIPMENT TABLE FLOFTPLAh]E')
CES•IOOO IS APPLICABLE SUPERSEDES: PROJ . .71 SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO P 1).5,4 NO.
APPD
CES-XXXX=CESSNA SPEC. NO. 0 06
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTMER c 71379
sTD. NO. .Ofe
SCALE: MOMg PAGE:M.S.4.
FORM NO. DO 2188
 REVISION
LET DESCRIPTI DATE APPD

ELOC

RED/GRM Q)
LOLS
(REF)

MAv
R F RED/GRM(2) LOl (REF)
-O C

BLK (1 My
(1ZV)

(24V) ETAIL

BLK(a) MAv (EFF THR.U SER 020602/99

18 5-1845-1-1 SWITCH
17 35t-it-05-oot TER-M BOARD
llo 385%A282-l5m POT
IS 4157-001 SOCKET
-2.1-2-5
14- it7oOlo2-1 C.KT BOARD REDjGRMg ZZ SOLDER 5-i4 3-1 TÑOU SERÛ2OGO2lSS
-2.2.-0
\3 lZ3Oo(pl-1 CKT SQAR.O BLKf3) 11 SOL ER

I2 it7oooo-i CABL€ Assy SLK(E) ,

-¿¿.-O
MOTES. SF-lO30-BX -11-(p
¡¡ CABLE BLU(3)
(oO2tS-4LP 34002-55 -2.2.
(oo779) TERIAIMAL. to 3t|2.M BLOCK. BLU(E) (o
HHO-A FUSE HOLDER. REDAR>l(r
-ZI-t-5 SOL R 5-|619-| SERU2OGO2]¶¶ OÑ
3
329to3(4 (oo779) T€R¾tNAL¯ AG>C-l/2. -2.L-2-5 SOLDER
8 Fuse AD/GRal(tZZ
5-ElloO-I CODEMNO GA MATERIAL LG TERMINALS SERIALS
7 SWtTCH
/ satse4-9 soctcET. WIRE TABLE
5 255 IO 30 \SO COMMECTOR CONTRAcT No: COMMERCIAL AIRCRAFT DIV.
4 2428 LAMP 58OOE.PAWNEE
NAME DATE CO. WICHITA. KANSAS
3 12. RS LAmp ÍÌÛe AIRCRAFT
DESIGN -
TITLE
z s-istoo-SL Cyy ggg -

"°6" y _293:
WIRING DIAGRAM
i S-13too-IOL cKT SKR
|
DRAWN -
DESCRIPTION
MERR.tc-< "' MAP
PARTNO. LIGHT, COMTROL WHEEL
TF CHECA ,MO EL. § 11.13
EQUIPMENT TABLE STRESS

SUPERSEDES: PROJ 60 1,.,.. ?-¿4-7¿ SIZE CODE JDENT DWG NO

CES-IOOO IS APPLICABLE N
VENDOR CODES PER S-I4OO PS. i t. I I APPD y
CSPSS AN
SUPERSEDED BY: OTHER
S O
P Í 1.14- SCALE: MOME UE.O(oQioo i PAGE: 11.1\- 3
STD. NO.

FonM No. eo.215B

 REVISION

LET DESCRIPTION DATE APPD

BYREV ADD1510307-2 5-13C3-Z MEM

WAS SOLDER REO/GRhi(2.) E-IV 74
(SR7/477) (SR ¯l(o7ô)II
LDZS LD3O

LD31
REF)

(PL

MAY UGHTS

18 5-ISC -2.-O HOUSIN6

11 S-info2-1-O ROUitNG
Iro 5-ISCD-2-8 HOUSING
15 S-leCO-t-O HOUS\NG
!* 15]Q3D/-1 CABLE ASSY
13 S-ti(oO-\OL C.KTibKE
IL 5- E%O- SL CKT SKR SI H 11 -L2.-Co SQL.Œlit ML
-11-0
li 5-2.KoO-t EM/ETCJ-l FNV SOLIER. MR.
ZZ
1-55 LLOLK- -21-9
10 140 TE.RM VAIT ZZ 50LDE.E. 501111
-
6/g FL15E Wb ,allt 22 -ZZ-Z.-5 S-ISto3-2 50tDER.
9 AG:(
-22- E-5
& WWid -A FDLE. VIOLDER- REQ(GRMI' 21 50LŒlZ 5-188-!
157OSORM CALLE. ASLY GA MATERIAL LG TERMINALS SERIALS
con NO.
fo 342\-DOOO SOLLE3 WIRE TABLE
5 157O3O I-i C_ouuEC.Tolt ASSY enyTwacT NO: COMMERCIAL AIRCRAFT DIV.
3BSSAi(ol-IstA RMEDL3A¯f
A 5600 E. PAWNEE
m.AIRCRAFT CO. WICMITA, KANSAS
LAMP (24\/) NAME DATE
24RL
r- DESIGN .
TITLE
Czv) -

GROWN
WIRING DIAGRAM
PART O D SCRIPTION 3COLL
CHECK PAPE B 5 T3
EQUIPMENT TABLE STRESS

CES-IOOO IS APPLICABLE SUPERSEDES: PROJ / ff 7 SIZE CODE IDENT DWG NO

PER S-14OO P ll.lÍ' NO
VENDOR CODES APPD
CES-XXXX-CESSNA SPEC, NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO. SCALE: M 6. 627(c]3 PAGE .4

Foam o.aoama
 REVISION

LET DESCRIPT1ON DATE APPD

BY REV• ADO CESIIOO CODE TO WLRES 6t<Ga

klOW SHOP PRAC. le 25-13

2O GA JUMPE.R

LA1(c)

BLK
(LAVT)
RE . (f)
(LAIA)

In -is-o
s-inci+<os-tssM-e
ta
--10 -
20 S SOLDER S-\3Gl+(
-10-7. SOLDERS-t3GM-te
10
-10-2. S-i3Cl+ASOLOER
2O
GA MATERIAL LG TERMINALS SERIALS
C,E..%2.¯1
fo LAMP 444to WIRE TABLE
5 VMSOA-"I LIC>MT A%%Y <Slo343 CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
4 VMSO4-lo ucowT A%%N (B¯\oSA) 58OO E. PAWNEE
WICHITA, KANSAS
3 S-1138-H swtTc.g NAME DATE SSna A RCRAFT
CO.
o-s TITLE
s c utT amaA<e --

WIRING DIAGRAM
DRAWN
NOUNGERil+¯IO
PARTNO. DESCRIPTION Vggggg SKYDIVING SIGNAL LIGHT,
HECSS 63
EQUIPMENT TABLE OPT 24 VOLT
SUPERSEDES: SIZE CODE IDENT. OWG NO.
CES 1000 IS APPLICABLE PROJECT
DO ODESN A
E O. I2 70 6 2 5
S-XXX SUPERSEDED BY: C 1379
OR CMXXXX=CESSNA
CO STD.NO SCALE:MGML 02.Ô(g PAGE:(L(2,\
cn
ron. no......
Eb #RR. 103¢.1 (SRíoS4fe)
 REVISION
LET DESCRIPTION DATE APPD

E.RAY C

BL< (2)
-2 2-TAM C

H-LCIC . .

14 C,A JLIMPER BL< (4)

H-LCIS

o---

I
I

LANlutNC
O3 LIC>MT

- -

SLK C2) Wo Ho O 5-1361-24 5-t361-1 8

- -

IS Ç(O 1(o Us O M3GI->¶ SìWol2 t

-\4-6
6WAy \4 MioYr2 MMT2e
14 -14-10
S-Vo35•15-13Cl-24
TAN
H-LCi \4 3-14939 1-¡Ng'y-2-P
-1
H-LCm 5-14 5-1836-2
14
H-LOL \A 3-Mo3to-2
94%g
COWDIERENO.
GA MATERIAL LG TERMINALS SERIALS

to SE4594 LIC,4T (2.4444 ) WIRE TABLE

5 S-t(o40-9 HOU%tNC9-PIN CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
4 S-ifw41-9 BOU%\MCo-WCKP..T 5800 E. PAWNEE
033654-2 NAME DATE WICHITA, KANSAS
3 But SAA SSna AIRCRMT
CO.
S-13(oo -\ DESKlN TITLE
5 CiRCU\¾ SRSAKER gg g.g.pg
s-tsA<o-t-a 6"°ue_ +7¤- WIRING DIAGRAM-
swtoc.s
PART NO. DESCRIPTiON DRAWN R×ouw 2+30
\/ENb g LANDI NG L IGHTS,
e BAir.stam
EQUIPMENT TABLE 2-boo'OPT 24 VOLT
IODO IS APPLICABLE SUPERSEDES: PROJECT CODE IDENT
CES .7 .| SIZE DWG NO.
°"iODES PR SS 4-10 Niian
D4 A (NOU b¾
R5 D 1270 625
STD. NO. ist SCALE: NÛN PAGE:
R( \\.S.
romu No se steA

f
 REVISION
LET DESCRIPTi DATE APPD

(MSTRUMENT
PANEL F\REWALL

HICS
OFF L

BLACK SLACW.

-- --

H-LCl ON
I i
i4 GA 3UMPER
(7.89) 5

(\44 ¡ 20

LOG L\GifT -14 -o

BLAC.K \4 5 30.7 a 3 ta7-2-8
LCS 5t¾>1-6 51493-1

LC2. * M367-&S (
LC \ \4 54%3-&G 5-093-1
CO NO GA MATERIAL LG TERMINALS SERIALS

WIRE TABLE
5 S-\3GO-15L CIRCU\T BR€AKER CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 45 il PAR 3G,t00W LAMP (ORA446 5800 E. PAWNEE
NAME DATE {0.
OR. AIR{RAFT WICHITA, KANSAS
3 4509 PAR 3& \OOW LAMP (Cr2¾4g
S-\S¥o-\-3 SWaycB DESIGN wtT R.ga-91 TITLE
& DIAGRAM·--
.
s-isr.o-zou cracorT sasAcen amou, ¯
WIRING
PARTNO. DRAWN WB4 M2-os LANDMG L\GHT
DESCRIPTION 4 T/-W)
-
EOUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO Ÿ \\AS T NO.
APPD
o cEs-xxxx.CESSNA SPEC. NO. (.. I C
i S-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO. P \\35.3 SCALE: N PAGE: \\.\3 i
 REVISION

DESCRIPTION DATE APPD

co

INSTRUMENT
F\REWALL

(tSV)
Bro ro (tsv3

LE-\ LC-\S

BLACK SLACK

3 (B
TAX \ LD G
S L\GHT - -
LlGHT (26V3

\4 GA -TUMPER

AV 20

LOG L\GHT

BLACK \4 -14-O rt3tJ-2-6 513 02-6

LE-I (4 5 tW3-1 Si3 US
LC-15 \4 a IM3-1 M3 t-a
IE7Oost-1 OtoDE A5sy LC-to 14 5-13CFt-G 5-14'13-1
o
7 5 2.013-1 ADAPTER GA MATERIAL LG TERMINALS SERIALS
99 gq
fo 453\ PAR¾,\OOW LAMP (1444 WIRE TABLE
5 S 13GO-\SL CKT BREAKE.R coNTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 45OS PAR 3Co,100 W LAMP (2444(a) 5800 E. PAWNEE
it1OOS2--E NAME DATE M.ARGAR CO. WICHITA, KANSAS
3 DIODE ASSy
2 S-2tGO-I SWI TCM DESIGN kgtTE \-3-73 TlTLE

\ S-ISfoO-2OL CKT SREAKER GROUP R R I-D a. WIRING DIAGRAM--

PART NO. DESCRIPTION ONAWN ygjTi (-\tla TAX \ L\GHT
4,HECA .XOURES \-\5-
g
": LAND\ NG L\GMT (
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE
;3 /.;g-y CODE IDENT. DWG NO
VENDOR 9 -
CODES PER S-!400 AS 2 NO.
APPD
CES-XXXX=CESSNA SPEC. NO. 1270625
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY. OTHER c 71379
STD. NO,
SCALE: ÑÔÑ$ PAGE: .13.3

ronmNo.ao-asse
SER(54740312
 REVISION

LET DESCRIPTION DATE APPD

TA\LCONE.

M-LF1b

s®

B-LE% Wo S-MSW2 5-Itò3ta 2

e on13854- I su% BAtt H-eye s-mon-1-at 32
un
6 S-\3(oO-5 CK'T StCIE OFA-LF3 Ilo S-IloS596-il 1/rì
-gg . GA MATERIAL LG TERMlNAL5 SERIALS
CO
fa 5-1(o31-2. MoustNC>-PLUC, WIRE TABLE
5-Ilo31-4 MOUstMC'>-CAP
5 CONTRACT NO: COMMERCIAL AlRCRAFT DIV.
Clo2tOOt-Ot02 LiG>MT A%S'Y 58OO E. PAWNEE
4 WICHITA.KANSAS
E-M.SS-1 Hous14Cr-C.AP NAME DATE Û.
3
s-«oss-i soustNe>-Peuc, DESIGN TITLE
--
2
CSS45Oi-O204 FLASHE.R ASSY "°" WIRING DIAGRAM
I
PARTNO. DESCRIPTION DRAWN RYOUN6E151490 FLASHING BEACON LIGHT,
c 1 ao OPT 24 VOLT
9 EQUIPMENT TABLE
CES-IOOD SUPER5EDES: SIZE DE 1DENT, DWG NO.
IS APPLICABLE gn
VENDOR CODESNAER SC \ÛÛ$-4 (9 APPD •1-,o

3. I270 62 5
SUPERSEDED BY: c 7ia79
S-XXX OR CMXXKX=CESSNA
STD. NO. \Ε\Ê,2 BCALE; ÑO 10(.@ PAGE: .\Ê.Í
 REVISION
LET DESCRIPTION DATE APPO

BN kaiv: ADO DETAtL A AND Wo E

-- OwG•
LO2.33 TMACT 423 an
LBi¯1 CAR-t
BRN(REF) 5 5 I SILE P !! -16. ULOa CA91. Ø€R « 3
;Am
BN REV . ADO LESP DE.TAtt
g
SERot3T LSIO 5.fo Wo /
REDI3) Lat3
RGD(I REV3
---
HT(REF) 2 2
4 PONER
SUPPLY L MT \
LT 5
BRKI(REF) 3 3
4TL3 EbUS 12AR

P II.\6.8

SRH LEL
LEIO
FANEL
16GA JUMPE.-R
--
Li3tt
DETALL 5-131
LBS7 18 SOLDER 2 SERu2ceotTSta¾okt
RO SER 02O(oOl¯tS5) 5-J370-1 5-14931
RED 3 In 5ERURObot49ii¢OU
-- 5-1493-1 51367-1-(
Líb23 IS
-20-9 5-1510-1
LEbât WMT(4) To 4GLDER
-¡S-1 5-1310-1 S-43to146 THRU5ERU2molA9l
-¾--
REþ(2) 16
RBO(I REF RED(2
estó3(n@) la Et me
lo 21
WHTGXIIEf 6EE WHT(
-
o 2.1
intT(Igg ikE LB20
CAlbtM
WHTO3 21 REtt20
uswxs
RKNIIEF) 2.1 1316146
R((ty) 22. 543151+
DETAIL A L1|þ22 18 WE LBla 5-13to'1+5
(EFF THRu seRoto<.o +=n3 is s-is44-ir wiTcs egel to a-temt socome
11 VAL-5-focoo RE.5\STot LB2D 18 5-1610-1 5-1310-2 THROSEmuzotoolig
(SSTTF)
11 S.rott,2W,tO% RE5t¶¾TOR LSIS 18 5-1685-1 SOLDER
NCTB%. 10 VAL3(2OCLIL) RESISTOR (85333) LEbin IS S-ifo35-I SOLDER
S S-¾-3 SESISTOFW
41-! 18 5-Iro35-1 5-1319-1
TO IBE: RWTAJNC-D tN TE:RMINAL,V4tRE. MMWT S 5-1635-1 5-1823-1
6 5-1904-8 RESElitsTOR LSI6 18
STRtPPED, DOUSILED TWISTED S-tŒ:Al-rca HOUstMCS-SOCNET WIRE
GA MATERIAL LG TERMINALS 5ERlAL-5
3 cODE NO.
G 5-16404 MOUSib.K5-PtN
TMESE MDOR FURMtSMtD WlRE TABLE
WIREO N 5-ISCco-to
6 CIRCUIT SKR coNTRAct No:
COMMERCIAL AIRCRAFT DIV.
4 C.foibOOl-OlOi l¯ONER 5800 E. PAWN€E
&
SUPPt.Y
WHEN PCET UC,wTE ARE INSTALLED,5-IAS3rl WICHITA. KANSAS
3 ISTOt€:ro-I DiMMtWCo A155Y NAME DATE SSna ARCRAFT
CO.
TERMINAL RE:PLACMS $4623-\ 'TPRMtNAL TLE
-

WIRING DIAGRAM
PART DESCRiPTION ORAWN 249o
NO, V W T MINEKMT
cg
- Kl
EQUIPMENT TABLE PANEL , OPT E4 VOLT
SUPERSEDES: SIZE CODE IDENT. DWG NO.
CE510CO 15 APPLICABLE PROJECT,
APPD 3-RO
O.
g
A
SUPERSEDED BY:
S-XXX OR CMXXXX=CESSNA
SCALE: (. PAGE: it.AS.1
 REVislON

LET DESCRIPTION DATE APPD

BN RE.V : AOD Les!:DELE_TE Lt31o RAN\

.-
5,toK,2W,\OŸ 3-15-74
4
-

BRbLGŒÈ)6 5 -LIS\7 m NE P (. 4 (NON SRoP PRACT\CE )

I 2- BY REV: ALE-Loo W½ VAus-2cco. ADD G I H
/ NTArtW To DELETE VAL3-2Do 4%15TotL
M 2.4\lokT%4 I-495
74½ Nít-Smy
WMT(.REF)- 4 4 -LS\S- SY REV. ADO \AliRING FOR \213/5/ BAR
EL MKR BCNI PANEL
(%R¯Fil DAM
RED(REF)- I ) 2 28-75
) LSla LD31 py REY: ADD 3-2091-4 / S-ISO4-L GW MY
-¯\5
RTIRET 2
69553 IG (244) 1-ZOS\-1 WAS 5-1031 S-\SO4-3 WAS ,
1-3\
2
I -
5-804 LMOW SuoP PRACTICEl
pas como i QZv)
I I REY3 (EEE1 o

SEE RED/GRR(REF)
Pil.16.4 T WHI
L 29)WH REF) TKEF3 I,9E
_ _J
20 6A JUMPER LERI
EL MKR LB EL RB EL
CWPNL be wP

2v) ELK REV) ELK

LLAN) (.REF3 03
DETAIL \
(24 VOLT ONLY)
\ Û4V

AV) o

MOTES: 5-\9
lES 4 L TOT ASSY C24V)
TMISEklDOFRE5l5TCE:. TERMtMATED kitTM -EE.PANEL \8 SottmRSA3/02
1857
5-I 567-1-14 TERMt MAL BaSTALLEO CAJ St-tAr -\8 - 5-4310-\ S-le29-1
T X 543fe SE DCT SKR RED LA E
-1
OF TANDOM POT ASSY- 00E TO MEAT ¯IE. VAL-$-ZOD
WHT 18 LOE2 %-\37Ö-I
REStSTOR..
DisstPATiott, RE.sisTOR Mus3 er_ «EPT FROM wies ¯W 5-WAD-to ¾TS-t.
BOUS\NG LEZE J
BOMOL.E 12E5-1441-6 BOUSING LE2.1 18 5t¾¾-i Sot0ER
To EL RETAIMED Iki TERIMIRAL.,wlali.
T ASSY
MULT BE
.M STOR LEIS 18 5-lá35-\ SOLDER
STRWEO pboDTSLED TwisTED
( h-FRW/ \ Aw, u Cy]_ 5 ILLE-2 MMSEK
5-209\-4 POTASSN WWI irt(.35-\ S-\ste-t
VAL-EGODC EKE\STOK. LE1 8 Mt.35-i
1E15541 EL PAb3EL Ng GA MATERIAL LG TERMINALS SERIALS

12133&& TPR WIRE TABLE

5 .G\SOCT EDWER SUPPLY CONTRACT NO: AIRCRAFT DIV.
COMMERCIAL
4 \ETOWG DiMMIMEþ 5800 E. PAWNEE
NAME DATE Ila.AIRCRAFT(0, WICHITA. KANSAs
3 E4GCE 5"X TERMIMAL BLOCK
2. 5-1140-1 DESIGN O Tg \-SQL TITLE
EWITCK DIAGRAM--
1 E-Isso-lot czz 6eour , «» 4e>S. WIRING
PART DRAWN O ITË 4.23 ys .
NO. DESCRIPTlON ELE CT RO LUbd NESC E MT
EQUIPMENT TABLE
CES-IOOO 1S APPLICABLE SUPERSEDES: PROJ 32 a.a SIZE ODE IDENT. DWG NO
4
OEN SE APPD W
.

S-XXX OR CMXXXX•CESSNA SUPERSEDED BY: OTMER

STD.NO
SCALE:NON.16
%R¯f4Ôg PAGE: li.li. .

FORM NO 2158
 REVISION
LET DESCRIPTION DATE APPD

NOTES' BY REV: ADO BLK(43 LB38, L.639 5-7& &

S-If=PIS-2 12,\3319-13
I. OXYGEN CONSOLE WIRING APPLICABLE (
ONLY WHEN OPTIONAL OKYSEN ENSTEM
15 INSTALLED

INSTALL 5-341-1 TERMINAL ON VEMDOR

UPPLlŒD WIRE

STANDARD LEMW FOR ENE-BROW

L10MTS ARE RED. CM WHITE- IS
OWlONAL

MUST BE WLRED \N SERitS-PARALLE.L

AS SHOWAl

LB39 IS SOLDER %OLDER

La 38 18 S-tetA-1 SCADER
- 18-0
&LWL4 in SOLDER S-\3r.M-6
RED/NEL 21 -2L-t--4 SOLDER SOLDER
-18-2-4
RED/BLU la 501.DER SOLDER
a -10-0 SOLDER SOLDER
(5) 18
--(8-0 S-34-2 YÏSGI-1-6
BLK(O IS
BLK(A EL -2t-O SOLDtR S-t36H-8

DHF-LESS to SOLOBR 3-13fel-t-8

HF-LOS 18 3-341-2 3-1361+8
LB¯St 5-1829-1 3-34H
la
LBSI la SOLOUR 5-tsg1+6
LO3O la 5-1629-1 SOLDER
LB2S 16 6-18E9-15-344-1
lO \ZI33t9-13 LtGHT ASSY Loty to S-tot9-tSOLDER
9 S-Iro95-2 SWITCM LS26 to 5-1829-1 õ-I370-I
8 34OOL-SS TERMINAL BOARD LBES la 5-tats-1 s-34\-i
(ETNE)
7 (N (gj T ggi GA MATERIAL LG TERMINALS SERIALS
CO NO.
6 Ce OOOt-OIDECOMMA WIRE TABLE
5 S-ISOl-I LAMP CONTRACT NO. COMMERCIAL AIRCRAFT DIV.
4 5-1693-4 LIGHT ASBY 5800 E. PAWNEE
3-4 99-5 WICHITA, KANSAS
S L10HTA¾g NAME DATE SSna ARŒAR CO.
- DESIGN -
TITLE
gy g DIAGRAM·-
asoo, a.o . WIRING
tuooit CONSOLEAWV
PART NO. DESCRIPTION DRAWN Pwm z 4. INSTRIJMEMT LIOKT3, OPT
\/EÑOOR
EC ^te 6
EQUIPMENT TABLE E4 VOLT
CES-IOOO IS APPLICABLE SUPER5EDES: PROJECT SIZE CODE IDENT. DWG NO.
S Niive
APPD 2. Oggg
M
SUPERSEDED BY:
|270625
STD. NO. SCALE: NR UgQg PAGE: (\,\g,g
ro...o.oa..
E:DRRIOSit (SRfo64to)
 REVISIONS

L DESCRIPTION DATE APPROVED

MAP REFER TO P
EVESPON I
e LB39 CW

LB36 BLK(4)

CON LE
LR RH
BL (2)

LD2Co

LOST

cggy LB Iro(REF)
P l•©·l LBO(DCr3

LBW>

ox GEN coNote
LESr7
PEDESTAL RED/BLU

o8 LE 16
BLKA3)

LB i
gO

CONTRACT NO: COMMERCIAL AIRCRAFT DIV.

AWNNSEAS
wiciT
NAME DATE CO.
na AIRCRAFT
DESIGN TITLE
J \gg
s.ou, '. so W\RING DIAGPAM-
DRAWN PAPE 2·410 INSTRLlMENT LIGHTS,OPT
CHECK R \ •b'C
N VOLT
STRESS

PROJECT _| SIZE CODE IDENT. DWG NO.

-2'°
... .so

c Ÿ1ye \270625
b%.A PAGE:\
scALE: N O Ut ,\Co,g
osu no .o al 10811 (SRfc54<a)
EDRR
 REVISION

LET DESCRIPTION DATE APPD

BY REv.DETAIL ADD
A; SER 00T TJ P gy DKM
exanow ußMIS LBSS 4-LB19; SER IN LS53,LB54
cLsous oc. RED(Ù 4 RED(2.); S-2O35-I ( /
8-2035-2 LJA&S-1637-/ $. S-l63'T-2 JEF
3. O
-Ñ MEltEOO39 2-8-74
MEf2EODI7 $
(SEf2 2Dro-2258) (812 74D3)(REF)
I2
ISY REY: 5-IC,37-I WAS S-2_035-i MEM
-- -- ts*3,RED(i),CBS+; S-itos3-z 5-3-14
L 38
I I WAS 5-ZO35-2 LB44,LES3,LSEG
(2DGA) L639 5-SGI-Z-C WA5 5-Ib37-2-to NOTE¯$;
LOS-
JUMPER L1 2(o
DELETEDETAIL"B (MER ZOG-EOO38)
6 "" °°" ='° *^* * ^
-----
o so DETAIL C 34002-55 3-6-75
THRU SER2OG-2257

c °° \" * '°°* 3*'

LS47 3 c D "" " L54191O) A 35
L 53 yee i LEO(REF)(SEE P\us.L)

ED LESO
CW LSS4 AED(2)
Lb5G
RED/NEL(23 i
LB54 IIS S-lá35-l SOLDER SER2-OG-22564ON
BLK(i) LB5th S-IS29-I S-IC34-1 SER2O(o-22584
IS ON
BLM.K(6) USA'16 ¯\8-2 SOLDERS-lásto-! SER2Ot.-2258AON
3\ -16-2. S-I635-ISOLDER SER2.OG-21584OM
--

LB -----
pg0 16
LS47 is s-It,ss-i S-15Gl+8
LS36 IS 3-1819-\ SER2OG-22.5¯I
30LDE.R THRU
LS39 la SOLDER Socott THRU SER206-2257
-48-2-5
IS
REWNELLQ Sokoma sotteR
RED/YBLI) -18+5
. SocOGR Sot0ER
-16-0
BLK(5) SOLDER SokO€R

BLKL31 -18-0 50koER M36½Ð

- 8-O 5-8 -\-8
INST CLUSTER BLK( SOLO€R
¯ ¯¯ But(\3 -\S-o socceR su -t-a

14 S-if.37-I HOUSING-CAP LB3\ sotoa sata+s

-- HOUSING-PLUS 501A-1
\3 5-IC37-2. LB3O sot0R
LB27 S-2O35-I HOUSIN4-C.AP LS2(o s-isto-\ sezA-1
12.
5-203E-2 HouttNG·- PLUG LS44 5-1829-1 S-fle3to
10 34004-ß\S TERMtNAL Stocic. LB42. S¯IS23-1 S-l/43/a-\
©; S-\SSA L\GHT L.84 5-1823-1 5-67Œt
BL 23 RE YEL(l Assy ,

i 8 S-\SA i L\GMT Assv LS27 \S SOLDER 5-4829-1

7 5-\SAA L\GHT ASS GA MATERIAL LG TERA.fNALS SERIALS
ÇODE NO
ro \270479 uc.wT Ass WIRE TABLE
BLK( 5 S-táAS-2. Sw\TcB CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 133\A LIGHT ASSN 58OO E. PAWNEE
ChroOSol NAME DATE Ila.AIRCRAFT(0, WlCHITA, KANSAS
3 COMPASS A5gy
07006 5-15 HOULIMGASS-y DESIGN WwiTE \-\Vl3 TITLE
2
wres: amou, ., . WIRING DIAGRAM-
ses ess, Ass,
5-1635-\ TERMIMAL FURM\5MEL DHAWN YvntT E 4-Z3-73 _
INSTRU MENT L\GHT S, l A Vf 28
IMSTALL OM VEMtoR PART NO. DESCRIPTION
WIRE 'HELA EN UNT•ERS ABO 3
EQUIPMENT TABLE STRESS
IMSTALL 5-ko3(a-i TERMINAL J VEMDDR FORMILL-\ED
CES-IOOD IS APPLICABLE SUPERSEDES: PROJ /3 Œ-t-73 SIZE CODE IDENT. DWG NO
NLS.O LS. I 16.3 LL• - -

VENDOR CODES PER S-\AOO NO. 12¯7OG25

APPD -
CES-XXXX=CESSNA SPEC. NO. . .

INSTALL 5-13(.FL-do TERMIMALCAJ VEMIX3R FUsialisi-lED w/IRE s-xxx oR cMxxxX=CESENA SUPERSEDED BY: OTHER c 7ia79
STD. NO SCALE: MORE (SR¯[403) PAGE: \\,\fo.4
FORM NO. BO.215B
 REVISION

LET DESCRIPTION DATE APPD

BK RE\l: ttu tuoTE & S-\StS-\ IA It

NOTF- -

WAS S-\4A3-i 5-\4A3-\ WAS WKW a

TYPICAL 46 PLAC.ES \S2A- ADO LB40 S-\t.95-2.

E 12.433\A-\3
WHEM OPTIONAL POST UCMIS ARE LNSTALLE REF (SR Ofot
5-1483-1 TERt1INAL REP 5-1829-1 TERtilNAL

LB4o 20 5 1493-\ Sol-DER

NEL(4)22 SOLÞER S 341-2
REDBEL(S 22 00LDE1L 5-341-1

EILK(4) 22 NLDER 5-34t-2

15LK(53 7.2 SOLDER >1361+5
BLK(C) 22 5-341-2 SOLDER
BLKO3 El RDER SOLDER .

Dif-LBa3 2O S)LlER û-tWH-o

OHF-LB61EO 5-341-1 5-1361+5

DNB 2O O $44-4 5-t%1+6

USS7 10 5-1629-1 SOLDER
Lema 2O S-l495-l 5-341-2.
IO 1213319-\3 LIGHT Amar LB3t5 CO 5-4493-4 5-540t
9 S-tro95-2 SWITCB LOS4 to 5-1619-1 5-541-1
a C t-OICC COMPAss Assy LBS3 la 5-\493 I 5-1829-1
coo¶ENO. GA MATERIAL SERIALS
7 3400E-55 TERMINAL BLOCK ETMC. LG TERLINALS

6 S-2OES-I TERMINAL WIRE TABLE

5 5-1899-4 LISHT ASSY CONTRACT NO: COMMERCIAL AIRCRAFT DIV
4 5-1899-5 LIGHT 58OO E. PAWNEE
s_ggg-¡..y. sygyz-4 NAME DATE OR.AIRCRAR CO. WICHITA.KANSAS

DESIGN -jg.gg TITLE

INSTC gg g .
CetoSCO2OE TER DIAGRAM--
1270473-5 LIC,MT Y amouP , & 3-loco.. WIRING
PART NO. DRAWN PAPE z+;o POST LIGHTING,OPT 84 VOLT
DESCRIPTION \Í
EQUIPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
¡ ,

NDOR COEDSESNPER OOO. -1-10

NO
APPD MO N i
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO PAGE:
ECALE: N )(,¶"(.1
nu no eone
 9
L
LISHTIMCo REVISION
SHOCK PANEL POST MAN FRESS.,TACH., Mot.)RMETER ,
LET DESCRIPTION DATE APPD
CARS AtR 4 ECON PWR Post
CD REFER To PataE U. .t. FOR REV\SION
RED/YEL (I)
BLK (1) CW
CW CW I

SLKO) REOREL )
REO/YEl‡[)BLK Cl) BLK(i) REb/YEL(i)
CW
Cw I

BLK(Il RED/NEL(i)
REOjytt(!) BLK (I ) SLK(t) REOjW.Ltt
CW CW CW
CW
BLK(t) RRONEL(1)
REO/YE BLK(I)REONEL(t

BLW.1 /Y

REO/YE BLK REL(4

b LS

RED/YE BL EO/YE LBSS

LE54 F) ¾¾ P i t .tS.1
LBlo E-F)¾SEEPit.IS.I

DHP-LBOO
I LB36
LB3 (REF LB4O

PROESTAL

omv-Lae.» muelvet(Û LB39(REF)

I
CW | GA MATERIAL LG TERMINALS SERIALS
coiE NO.
g¡--LBS(Rep) WIRE TABLE
kg (g) CONTRACT NO:
COMMERCIAL AIRCRAFT DIV.
5800 E. PAWNEE
NAME DATE WICHITA, KANSAS
BLK(REF SSila AlERAFTCO.
--- TITLE
DESIGN

-lo7c WIRING DIAGRAM-

¯¯¯

r-, ex-Too oescserlog DRAWN PA wo

\ POST LIGHTlNG,0PT 24 VOLT
c as go
EQUIPMENT TABLE
CESiOOO IS APPLICABLE SUPERSEDES:
PROJEC gg‡.pg SIZE CODE IDENT DWG NO,
"°ian
APPD e,<o""-6
NC
SUPERSEDEDBY: c 1270625
C
STD. NO.
SCALE:ÑONS Ü2Ofo PAGE:lÎ.li.3
... (BR.fe64<o)
EDRRIOSit
 REVISION

DESCRIPTION DATE APPD

BY REY: 54004-Sib WAS 540OZ-55 Gw

ELKO\ BLY(I3 BLKLI3 um useT

os
RED/YEL(Ò
so
ftD/Y L(t
os REO/YEL(
o LS-3A(RrP)

BLKO SLK(A BLK(Ò

RED/YEL(l3 RED/YEL(Ò REDIYísLO

BLKLÒ BLKO BLKO3
-
og
RED/YELÛ1
so
REDjitLÛ3
og RED/YELL
BLX(Ò BLK(1 BLKLA ELLL43

-
___ ___ i
ED/YELO3 RED/Y€L EL(2)
BL<<t3 suc(i) BLK( ) L%
oog
\ CW
LB43

LB45 O PosT

50605% -W.35-2
BLX(3) RED/YRA16
RED/(Bo(6 LDER LDER
BLKLA3 IS S-\370-\ 5-867-t-6
--

BLK(3) IS Sib 2. -\367-t-6

BLt(tì IS L En 5-1635·2.
Gkk.LL IS LDER EDER
L.154& IS 5-l'YB3-4 5-\SIS-1

IS WA3-1 -16%•Z
LO4to
5-\b3¯/-E LB45 46 14A3-1 5-Ik3(.-l
\ Hægge
\O 5-1677- \ WOL35A1G,
-\3°1o-i

9 5-1(.SS-2 SWI TCM LE.45 16 offs

& 5-\bAA LW.HT ASSY LSpe) \S S-Wi3-1 S-ifoS(e-l
¯7
5-tS9A k\GHT WDI ENO GA MATERIAL TERMINALS
Aggy LG SERIALS

& 12.13319 LK,MT ASET WIRE TABLE

5 CT100fot3-IS E5tkle ALLY'
CONTRACT NO: COMMERC1AL AIRCRAFT DIV.
4 C(afoOSOi COMPASS ASS 5800 E. PAWNEE
NAME DATE Ila.AIRCRMT (0, WICHITA, KANSAS
3 12433\A L\G.MT ASSy
2 SWO 8\S TERMINAL 13Loc.X DESIGN WRIT6 MO 3 .
TITLE

s-zw.o-a amour .
5-573. WIRING DIAGRAM--
i swiTem
PART NO. DRAWN WMiTE g-23•73
DESCRIPTION
CHECK .NOUWoERS 5-4
EQUIPMENT TABLE (OPTIONAL')
CES-IOOO IS APPLICABLE SUPERSEDES PROJ 3 E-2-73 SlZE CODE IDENT. DWG NO
3I - 7•$
VENDOR CODES PER S•\4OO
' NO.
APPD ¾4<
CES-XXXX=CESSNA SPEC. NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO. ¯?403
SCALE: NOhkE R PAGE: \ \.17. §
FonM NO, 2155
 REVISION

DESCRIPTION DATE APPD

LH
WIMG
LSV)
5 14V

--

RED/\NRTC1 REO(REF
L

-
REO/wnT ( REO(REF
ISLKCREÀ-
LF\t

LFtO

STRolaE

LFU

5
STROBE
LIGHT

MTΠin -tS-L A 5-1639-1 \b3b-1 (STO3

-
RE titó 18 16-1-9 54636-1 5-1636 1 STO
LF il 16 5-10¾,-!
,
LFM ¡S 513611-(, AM3-1
LF tO \6 SWi3-2. 4636-1

:WOOG-Otot wik GA MATERIAL LG TERMINALS SERIALS

'7 LiG.RT ASSN
G :rottoo7-olo3 Pcwma SUPPLY WIRE TABLE
5 LGZ2OO7-Oloi ŸOWER SUPPL.Y CONTRACT NO: DIV.
COMMERCIAL AIRCRAFT
4 S-1(43·(- 000%\¾& 5800 E. PAWNEE
¡
NAME DATE Ila.AIRCRAFTCO. WICHITA. KANSAS
g g.
s-te4(o-t-3 DESIGN WBtT6 I-G-73 .IIILE
e SV TCy DIAGRAM--
4- - WIRING
S-\3foO-5L C<T laKR GROUP
DRAWN WRITE 4-2973. STROBE OGHTS \MNG TlP
PARTNO. DESCRIPTION
4.Hkt.1% NOUNGER$ Ñl
EQUIPMENT TABLE
CES-IOOO IS APPLtCABLE SUPERSEDES: PROJ SIZE ODE IDENT DwG NO
VENDOR CODES PER S-¡AOO \ LI & NO.
APPD y
CES-XXXX=CESSNA SPEC. NO.
S-KXX OR CMXXXX•CESSNA SUPERSEDED BY: OTHER
STD, NO. i L S- SCALE: NOggg PAGE: i4.16. i
FORMNO.e&215B
SEROT.GC.O\S75 ON
 REVISION

LET DESCRIPTION DATE APPD

BY REV: PIN E WA5 PIN * LH WING;S-lá4M C I H à

S-\640-/, S-IG4l-9 H-22 -74
\NAS S-il.40-9 (
S-IG40M2 WAS S-Ik40-9#
‡ 5-flo4H2
S-th40-9; DRAWINC.i SECOMES (NAC7/VE;
(NoW 5HOP PRACTicE) MEREO393 (SR7914
BY REY: REACTIVATE DRAWING TMS
(SR79|O) /-21 75

---RED(REF1 -

2 2 REDjWAT(1 RED(REF)_ I I -RED(REF

(VM-Li- -SLK(REF1
19) SLK(REC3-
2 2 -SettRüÀ-
-
-WHT(REC) 3 3 -WBT (REF)

-RED(REF3 \ \ -REO(REC3-
RED/\NMT(2) RED(REÑ
-BLK(REE -SLKLREF -

VH-LF-50) - 2 2
BLK(REF) 53-WRT(REF)-
LEZ/ WHT(REF

LF-28
RB
WING O

STROBE

5-/44\- it HOUSING -SOCRET

¯ -\8
L-9 ML3¾-i
B 635 \ STD
\O 5-lh+o-ia HousiNG-PIN LFtn -16¾-|
ja
3 Cla22OOT-Ot03 POWER SUPPLY LFt7 S-MS3-1 WIG3(.-l

8 Cia2tOO7-OtOi POWER SUPPLN LFil 16 &T3W7+(, -Wl3-1

7 S-l(w36i MOUS\MG GA MATERIAL LG TERMINALS SERiALS

G s-tr.37-2 Houssuc= WIRE TABLE

5 S-if.4O-to HOUstNG-PIN
CONTRACTNO: COMMERCIALAIRCRAFTDIV.
4 S-Wa41- la HOUstNG-SOCHET 5000 E. PAWNEE
.f.2tOOG-O\Oi NAME DATE I SgA Ñ(ѾΠ(Û, WICHITA. KANSAS
3 LAMP ASSy
S-Ll(,O-1 SWITcy DESIGN WHITE Ho 73 -
TITLE

s-ist.o-se amour a- - WIRING DIAGRAM--

a<s e<a ,

PART NO. DESCRIPTION DRAWN \NMtTk 4-Z3-73 ST ROSE L\GHTS WI NG Ti .

CHECK R.NO NfeEMATI'13

EQUIPMENT TABLE STRESS
CES-IOOD IS APPLICABLE SUPERSEDES: PROJ 4-2 -73 SIZE CODE [DENT. DWG NO
y
CEDESS ELSE
APPD
O.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
STD. NO' SCALE: PAGE:
4046 g 740 \\.\%,1
FORM NO. 80·2155
 REVISION
LET DESCRIPTION DATE APPD

BY REV· SER IN H-HC4, 5-1867-156 BLA

SER QUT H-MC2 (SR794MER EO 32O) 0307 /

11YREV. H-HOS WM 16 GA JuiñPER ATP

To BAT.
Co TACToft

\to SA JUMPE.It

H-HC4
-
H-OAS (.RE.V)

VM-LCi4(REF)¾ to

LANOING LT

THOU SER(SR79io) SER(SP 79tO) & ON O

(urososozo) fu20f.o3ozi)

½-805 1& to SOLDER S-131|l-2-10 SER(SR'IBIO)LON

M-MCA 16 . Irt3€f-2-8 soLDER 15R(5RTOIO)4 ON
B-we z. I(o Msst+1osoL.OER IMÑU $$Ñ($ÑOSI )
GA MATERIAL LG TERMINALS SERIALS
CO E NO.
6 5·l360-ISL ClaCUIT BREAKER WIRE TABLE
'5 CoO231-1 CIRC.UtT BRE.AKI-5 cONTRACT NO:
COMM A IR AE
4 Clodb501-O202 INST C.LU%TE.A
S-2O4l-50-i.to NAME DATE WICHITA.KANSAS
3 RE.%\s'TOR. SSna AIRCRAR
CO.
DESIGN iggtgAW 5-04 -TlTLE
2 0643O3%B C16AR L\6BTgg ¯

o,ises4-2- . awa BAm. 6=o 3-o. WIRING DIAGRAM

PARTNO. DESCRIPTION R. UM z.g.o CIGAR LIGHTER,0PT 24 VOLT: ¯

EC)UlPMENT BARibs 2
TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: CODE IDENT
PROJECT SIZE DWG NO.
¯
SC Nime
APPD . Ot.)¾¶ 1-1
O. \270625
STD. NO. SCALE: PAGE:

..so..oves EbŠRR 103/aff (SRfa54<a)

 REVISION

LET DESCRIPTION DATE APPD

NOTES:
BY REv: 3E .00T SLüß), 6LO (dt BLK.; i «
NOM-HEA-TED AOD ET itBI ga
FOR STAu. À SERIN LU(3),SLU(4)4BLKG)
BL ECS) 4 4 H-WS6 WARNIMca tusTL_ EL.E E st.ua ) A4SER. (SÆ '1320)

H-FCI

- -o sost.-t
SLtc(0 ito No SERu206o;995 sou
6LU(4 I(o -Wo-(o 5-341-2 I 5ERU2OGOI9954OM
-ife-(o

SLU(S) Up 5-VoSB-2 3-¡( SERU20GO)9954OM

BLUE(i)
- Vo-o 534|-! S-t3
BLK tro TARtl 5ERUFOGOI999
SLU(13 ti -its-Ls S-34\-1 i THRU SERU20GOI999
BLUO) LL -R,-Lo %-ito35-2.5-¯.t4- T4205Ett/20601994
TAN ta -\S-to i:rtfo35-2 s-g4i-¿.

S-l(oSI-2 -
\\ HOUSING PLUG M-F<-4 \S 5 f3CD-Wes-4Gj+tp
I BLUE(2) S-VoS1-\ ¡AOUSIN6-CAP B-FCI
\O S-t3CI+to3-lip3to-1

3 5-1845-1 2 SWITCM H-FB6 llo Sci49 ?.3-IUS(p-

8 5-13toC-8 C\RC \T BREAKER B-FSt Ilo 5-1391-2-to¶•l493-2
O3\SS64-3 80% SAR GA MATERIAL LG TERMINALS SERIALS
7 coiE NO
(.a S-\3too-5 C12CutT BitEAKER TABLE
WIRE
E 5-1401-7 3TALL WARM MORN CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
BLK 4 5-ilo41-9 HOU¾\NO-SOCKE.'T" 5800 E. PAWNEE
WICHITA. KANSAS
S-itoëO-9 HOU%\NC>-PIN NAME DATE CO.
SSn2L AIRCRAFT
3
OBOOto2·-(o DESIGN - - TITLE
STALL WARNYMTK-m --

o-tzitos-te PIToT TUSE-WTO GROUP WIRING DIAGRAM

UIPMENTDESCRPT N VEM ARNENDG MOTR,0PTBE4 STALTLL
TARUMLSE
20f,Cisg
CES-lOOO SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
15 APPLICABLË
ANDOR CODES PAER S OO RSED¯ NOia79
A

5-XXX NRCMXXXX=CESSNA
SU
I270 625
SCALE:ggg U2O(O PAGE:ÌS.S.I

.a EDARE \O3<oy (%2Co%4Co)

 REVf5ION
I
LET DESGRlPTlON DATE APPD

19 REY : AODED A-t-CS,H-FClo, H-i-B3 © ¿A

RAN\ gy
$4-FEB (SR7403)S S-fD-73

BY REV°5-lo4O-6 WAS S-t64o-S; CMO

BLA
L.B. 5-1641-6 WAS 5-IG4t-O \2-40-74
i ADO WIRE
\NO FUSELAGE LENGTMS MEREDWBS(NONSHCPOWACTICE1

oo BLUE(1)

toifa
(RSV
Sl3
BLAC Û4V3 10

STALL P\TOT
WARM ( REAT

-\s-to 5-K.35-1
\S S-1(a3l.2
14 07titOS-is PITOT TUBE 16 -tc.-O S-t(,34,-2 5-13VI-2-6
13 O7t t lOS to PtTOT TUBE \6 -tG- fo s-lient.-L
|fo
- l(a-lo 5-1635-2 541.36-3
\1 S-|G3 I-\ HOUSlNG 16
\\ 5-ifo37-Z HoustNG B-FC4 16 M3CM-G rl3G7-t-i.

\O OSitOfot-IS MMTR H FCt 46 poo 5-\3bl\-L. 5-\t.3(. L

al 05ttOro2-Ka 'uATR WFS(o I(o 54483-& 5-163(.-Z
95
S S-lú4O-6 HOUS\MC.-PIN H-Fat \(o e 5-\3f.It-fa 5-MA3-2
5-ic4t-6 HoustNC,-5OCMET çggEN9 GA MATERIAL LG TERMINALS 5ERIALS
7
fo 5-60 77-8 STALL WARM BORM WIRE TABLE
5 5-207T-5 BTALL WARM MORN CONTRACT NO COMMERCIAL AIRCRAFT DIV.
4 S-Zit.O-\ SwtTC 5800 E. PAWNEE
S-\3(.0-SL NAME DATE (0,
118. AIRCRAFT WICMITA, KANSAS
3 CKT SKR
S-\3(oo-SL DEslGN WHITE 1-\\-13 .
TlTLE
E CKT SKR
5-13/mO-15L GR R .
. WIRING DIAGRAM- .

I CKT ISKR . ¯MEATED

DNAWN WHITE .
PART NO. DESCRIPTION ( ¯
P\TOT TUBE y STALL
UHE .MOOMGase 13°WARN\NG XMTR (OPT)
EQUIPMENT TABLE
CES-IOOD IS APPLICABLE SUPERSEDES: Paca É SIZE CODE IDENT. DWG NO
43093
- -

VENDOR CODES PER 8-1400 P O 3 NO.

y APPD Arg€.
CES-XXXX=CESSNA SPEC. NO. .
I L .

S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER

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PAGE:
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 REVISION

LET DESCRlPTION DATE APPD

-
Ot2Aur>L(I \ \ oltW(IEEF)

--
SLACC 0) BLtC E

SR 0
0
cc.
M-CCS3 -

5 3 M-C.CSI Û
B--CC.43 -

4 4 M-CC44 2 1 D'
---- -- -- -
H -C.C4E> 5 5 N CCAS 3 & H-CCES
H-CC48 -

H-CCS7
O-- H-CCSS-- ----
MC 3 %
H-CCAD-- S H-CC.54 H-C.C.SG
& --R-CCAS
H-CC47

H-CC'fE

-4s- 5-Ito35-15-341-1
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ceN(z.) U. s-«.ss-2.s-341-4
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B-CCS7 Wo kifo3to-1 1361+4e
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wccs4 it, s-tt.ss-as isci÷t.
H-CC55 us 5 1493-2-3-Itásto-1
H-CCS2 ita 5-1493-2 S-t493'2
H-CCSt Mo S-Ita35•¿ 5-tWSS-1
H-C.CCO Ro 51W1-(o à T3Gl-2-4
M-cc49 Ro 3-tio35ct S Ilotto-Z
B-CC+6 \<a 3-WOS-2 S-WoSto-Z
B-CC4] S-MS3-2 5-1301-2-8
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13 C30tOOlmACTUATORASSY H-CC44 t(o 5-Woh5-1 3Ma35'2
12. C30toot-CMoOt AC-TONTOR ASEY H-CC+¾ \(o §-1493-2 S-tto3/o-2
9 it MS25153-1 SWlTC½ H-CCA-L S·ßGT+SS-1493-2
((o
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c v"'m
fo 5-Ho40-9 HOUSIM6- PtM WIRE TABLE
S 5-MoAl-9 MOUstNG-SOCKET coNTRACT No coMMERCIAL AIRCRAFT DeV.
A
í¯-13-OOM SW LTC.4 (O t%/.o3) 5800 E. PAWNEE
S-ISSL-I wiceira.wassas
SVviTC.H N ME D^Te SSna AIRCRAFT
CO.
' TITLE
o 18 E'¯ Rat>,o
c ac man -
WlR ING DIAGRAM
-- PARTNO. DESCRiPTION
DRAWN 7. WING FLAPS,OPT 24 VOLT .
e.vousse
ECK MAŸ.12AS r)C
EQUIPMENT TABLE
SUPERSEDES: onoJECT SIZE CODE IOENT. DWG NO.
CESIOOO IS APPLICABLE ,
y ¯

°" °¾:s":"::°°a. ^""° °*'^" ° .

s-XXX CMXXXX=CESSNA
s . c 71379 1270625
OR
12 70GZS PAGE 4.3 PAGE: .3.1
4 scate:Mome- u2.oco
wo..no na .^ (SRG>44to)
Et RR lo3Co]
 REVISION
LET DESCRIPTION DATE APPD
--
O!EAucvã(I i \ olE.N CIEEW)
z z
---
St.AC.K (I) S 3 SLK OCEF)

- B-CCGI
½-CCSS 5 % i. I
M-C.C+3 ---- ----- M-CC44 ------
4 4 2 1
H-C.c46 -

5 5 M-CC46 3 3
H-CC48 - --
to lo

H-CCES- -----
MC
H-CC40- S & -H-C.CAS H-CCle(p H-CCra8

H-cc47

H-CC

BLK(i) ife -Ita-O S-It.55 S-It.3tyt

H-CCG4
H-cc -ito-3
(-5 DEMO) ito 3-11.362 S-il.3tog
½-CCfo9 Wo à!!o3to2 5-j+9.3-2
--
M-cc fa Wo 3-1(45to-2 8-1493- 2
H-CCle7 ite 3-Ita3to-1 ¿-\493-1
I FLA 5
It Al H-CCfore No 3-ita35-LS-149.¥&
H-CC53 its 5-1493-2.3-Ko3to-1
H-CCSI 1(o 5-1493-2 8-1498-2
H-CC54 \(o S-Ilo)S-7. 5-1955-1
_

H-C.Cf.5 I(o 5 \+93-E à·\3f.12 8

R-c.C+9 Mo 34to35-2 S-Ito3to-2
½-CC+4 ilo & WBS-2 S-Itanto-Z
B-CC4¯I 3-1493-2
\lo 5-136'l-2 8
H-CC4(o llo 3-MS3-2 5-Ilo3/o-2
e-cc4s it, s-w.as-z s-li.ss-a
WCC44 \(o 5-tin35-Z 3-itaþ5•2
NQTES: C3oloo2-Ot0CACTUAToR 3-1493-2 S-Wo3/o-2
Il A35Y H-CC43 Wo
THESE SWlTCHES AltE PAltT OF 11 V3-t-D9 avvtTCB WOAEC, H-CC.41 \(o S·\3Cl-NoS-W93-2
CBoiCO2-OlO2 ACTUATOR ASSY lO S-Ita38-\ Mou%tWO-PLLJC-> H-ccC4tdo 31493-251361-2-8
% 5-ita36-1 MOU3tN6-CAP H-CCAO Ro S-Ilo3t=r2%-1495·2
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7 s-if.31-1 woesi -cAP GA MATERIAL LG TERMI JALS SERIALS
coiE NO.
fo 5-t(o4O-9 HOUstM6- Pt WlRE TABLE
5 5-iloëWS MOUSINO-5OCKET CONTRACT NO:
COMMERCIAL AIRGRAFT DIV.
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WICHITA, KANSAS
a 5-1951- I awiscB NAME DATE SHR AIRGARCO.
S-13toO-6 DESIGN TITLE
2 CIRCUtT BREAKEg --

oatsesa-2 sus aAm amous WIRING DIAGRAM

PARTNO. DESCRIPTION WING FLAPS,OPT 24 VOLT
EC)UIPMENT,TABLE
CES-IOOG SUPERSEDES: PROJ CT SIZE DE IDENT. DWG NO.
IS APPLICABLE
VENDOR CODES PER 54400 ŸAGE APPD
CES-XXXX-CESSNA SPEC. NO O6 5
SUPERSEDED BY:
S-XXX NR CMXXXX=CE55NA
14.5 PAGE: •Ÿ
SCALE:MOh.)W. 1Q(y \4.
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(SER 02Ole-O9to OÑ LET DESCRIPTION DATE APFD
avaav:Acommasgsem. Nu vu
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COS

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COMMERCIAL
4 \a3o\M-7. posa As ••oor m^wN=
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a er 244 pegy mana omve AIKWT Œ
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15<.oS22-27. enouP WIRING DIAGRAM

I MOTOR. 45%
DRAWN \ gg,g
PARY ND. DESCRIPTION

EQUIPMENT TABLE •7==•• r-us

N
CESMIDO 15 APPLICA-i.E PRDJE f . SizE CODE DENT. DWG ND.
ND.
--=--- . -
c---..ŒSM WK. ND. I2 7O6 2 5
SUPER EDED ST:
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 REVISION
i I (SPARES DESCRIPTION DATE APPD
LET
RE -
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(A CC 4 Q A BN REN: AODED H-CC83 W-CCB4·
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FLAPS

=
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IL 8-1640-E> P110 HOUsillIG- DH CC51 \/o 5-13tol-t AS-\367-2 4
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IS S-ISGO-SL GRCU\TíbREACER 2.6 LT Ito 3-1035-2 S-tásc. 2.
14 CSOtOO2.-OlO7 ACTUATOR ASSY 26VOLT DH CC48 ilo S13672-4S-R,36-2
IS CB31002-C 2 ACTUATOR AESY ESVOLT DH CC4 1 \(4 S \367-t. s
NOTE.S :
\2 C¾t002-OtO¡ ACTLia3OR A4bY A VOLT DH CC4L t(o 5-ic.3(,-E
THESE SWITCHES ARE. PAR..T OF li C.sotoot-osot ACTuaTOR Amy AVOLT DWCC43 \(p 513f.7-24S-!C.362
CSOt00Z.- AC-TUATOR ASSV 10 S-l(oSS-1 MOUSMC,- PLU6 DH EE42 I(o S \3/4T-346-1367-2 A
% 3-1636-1 B .\¾¾C.,-CAP H-CCAO lLo S-Ito3&2 5-1493 2
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6-1669- \l\,\b-C,AP EMNΠSERIALS
A\..LSAGER . 7 CO
GA MATERIAL LG TERMINALS
C3olooz-o3ot 5-16¯€7-2. Wou%\¾C,-Peac=
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C30tOOL-03O2. (22bvoLT 5 S-tá4O- MoustoGo-Pitu i2
CONTRACT NO: COMMERCIAL AfRCRAFT DiV.
4 E-t<o4\-i2 MOUntWC,--SOCKET seooE.PAWNEE
WlCHITA. KANSAS
1 eta-com smitTC.a ote<.a NAME DATE SSna AIRCRAFT
CO.
| _TITLE
2 5-ROCo-I SWlTC.M DESiGN
--

.
S-isso-isL crac.o,T emes cea evoeT 6"oi 8-74 WIRING DIAGRAM
PART DRAWN
NO. DESCRIPTION _a-,s W ING FL A PS
CHECK )()NC S (-(pO
EQUIPMENT TABLE vemoog STRESS
S E S APROJECT SE GO EIDENT. DWGNO.270625
CESIOU ISMAPP CABSLEANO

sTD. NO. SCALE:MONŸ. Ogg PAGE:\ggg

 N SESE DESCRiPTIREVISION

LET DATE APPD

L\NITCHES ARE PART OF CIOt0OZ ACTUATOR ASSY

vos ace sweats use: c so ooz-osos (14 VOLT) AND

C2Oloo2-O3 2(28voLT)

9
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FLAP UP
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N O GREEN
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7 7 BLUE
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REb/BLUE BLK ORANGE
- (V4-CESI)
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VDH-CE28 CARGO DOOR SW
13 5-l(=15-2 tro3f.-2
VDM-CC22
2
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DWN
LMT NO G NO NC -3
LNúT I 133 51433
(Z4V) BW VIOL

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15 E-ifo*\-fo HOUSING-SOCHET VDHCE33 I(o (o
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12 €301002-0102 ACTUATOR ASEY VDR-CCSE \(o CZ 5-Iro3(.-2

11 £301002-0302 ACTUATOR ASSY 4DIR.C55 Ito (.2 Sl3f.]-295-Ilo3(.-Z

IO C3DiOO2-OlOi AETUATOR A55Y 105-CC22 \G 3fo 513C7-245-13(ol-Z-4
9 C3OIOD2-D301 ACTUATOR ASSY H-CC40 \G Slá3fo-2 5-1493-2
8 E-tro38-1 HOUSING-PLUG W-CC39 1(o SIfo3ro-2 5-1493-2
3 S-It.38-2 WOU5tNG-CAP ç*D
NO GA MATERIAL LG TERY.INALS SERIALS
o V3L 3 DB SWITCH
SEC4O-1Z
WIRE TABLE
5 HOU5\NG-P\N
CONTRACTNO:
S-Ifo*1-\2 HOUS\NG-SOCWET CDMM CIALEAIRCWRA DIV.
+
3 Et3-DOM SWlTCH NAME DATE oAlÑÊÑA Û. WICHITA, KANSAS

2 S-ISOC-I SWITCH DESIGN TITLE

s-isr.o-isL cmcD\T BREAKER GROUP
' _ . WIRING DIAGRAM-
a-is-le¯
PARTNO. DESCRIPTIDN DRAWN MceRI E WING FLAPS
CHECK L Cggi (-à-7
EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ , <Á -Af SIZE CODE IDENT DWG NO
f
VENDOR CODES PER 5•I400 PAGE I t. 5 NO.
APPD -
CES-XXXX=CESSNA SPEC. NO.
S-XXX OR CMXXXX•CESSNA SUPERSEDED BY: OTHER c 7ia7e 7062 5
STD. NO.
SCALE: NO NE 20 PAGE: | 4. 5. |
rom No. so 21em

(5 R I C 7 Q)(f
 REVISION

LET DESCRIPTION DATE APPD

SW REY: REVISEO e REORAWN, ADO P \¾.L\> JEF

C coes sano coss, etwesa,asom vam 2.74 3
OHN L2.LORN (iO, lI70308-td570501-BMel-ob06 sd
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BY REV:9-K,3to-I WftS S-\3'10-2/CD-12.
/-23 15 1
(MER 2DC-EOStol NOW9tóPPRISTICF)

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15 S-isco-2-O HOUS\NG B.
24 5-19/.0-1-0 HOUSING BRN(l'
23 5-19/.1-2-0 WOO5tNG REO(0 (3 50LDER SQLDER
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18 12/lOO(aO-\ GAt3LE AkbV (p 97, 34
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NOTES'
11 1570308-\ CABLE ASSV CORA 5- c.35-1 SERu20&oa4o7 0 ON
l. BLK WHTL(BRY WIRE TO SE REMOVED FROM 7271-8-3 CDIE S-\367+E
10 CtBCUIT BREAKER
5F-103D-BX CABLE ON \MSTL \N CONTROL WHEEL -

9 SOS 43DA PITCw TR\Nr SW EO S-j(o3(p-! S-tfo ha

8 SMCoS5-2. SWiTCA (TR\M Of MGA(LE) CD7 2O 34 S-\31¿F+ts-\3(.1+8
¯1
CoORIE-4LP TERMlNAL,VENDOR (DO773) Clo\OSOL-OiOi TR\TA MOTOR ENO GA MATERIAL LG SERIALS
TERLINAL5

co 5-3t.31-1 HoustNcm FiN

WIRE TABLE
PART OF EF- lO3D-f6X CAŠLE (OB2.Cot) E S-\(oM-2. HOU5\N(5 PLUC CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 TCE-2OS CLUTCH 58OO E. PAWNEE
CO23 RO S-Ib3(a-1 THRU3ER3R7(.77) 5-l(o4O-lo NAME DATE fla.AIRCRAFTCO. WlCHITA, KANSAS
6 NOOS\NG,
COLL EO 2. E-\(oAi -Eo BOUS\NGo OESIGN _
TITLE
coat ao carioca-oiol Tatu Rec.utAToR ¿Av amour H wisE 3-2m- WIRING DIAGRAM- .

¯
a-car-F_LE.CTR\C
PARTNO. DRAWN J YOUEL E.LEVATOR TR\N\
DESCRIPTION
CO \Ð ZO 2 llin SER (5R161N 3-Z -73
UHIA.A R. YOUNfoE
BLK(i) to -ao-O SII.37+85-ilobrei EQUIPA ENT TABLE STRESS
IDM3EER IS 5 it. I I CEs DESP CABI-E SUPERSEOES SIZE COOE IOENT DWG NO
C
s.ESX X=CSPE ANO.
CO34 2.0 5-tt.35-! 5-13mz la V SUPERSEDED BY: OTHER
O
Co EN. GA MATER1AL LG TERMINALS SERwLL STD.NO. SCALE: NONE UROfb PAGE:
$4,¯f,Û
FORMNO.8 2158
 REVIsiONS

DESCRIPTION DATE APPROVED

SES PAcmE \A. I.O FOR IREVtátof¾

r--2.0 C=A QUtwPER (2.)

como
ORN (t) 9
CDEA

BC A TUAAPE R
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5 CD 13---- 5
L l2.bd5fo
Co SLK(3)
l 2. 3 4 5 to
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(REF)

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o
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--- -
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