Thrush S2R R-1340 Maintenence Manual

THRUSH AIRCRAFT INC – MODEL S2R-R1340
AIRCRAFT MAINTENANCE MANUAL
THRUSH AIRCRAFT INC.

SINGLE COCKPIT AND DUAL COCKPIT
Model S2R – R1340

Serial Numbers S2R-R1340 S/N 036 & up
Issued January 1, 2008
Note:
All serial numbers with the DC suffix indicate the dual cockpit configuration.
Manufacturer’s Serial Number: ____________
Registration Number: ____________________
Thrush Aircraft Inc.

P. O. Box 3149
300 Old Pretoria Road
Albany, GA 31706
Telephone: 229-883-1440
Fax: 229-436-4856
Effective: 01/01/2008 i
INTRODUCTION
This publication provides information for the Thrush Aircraft, Inc. Model S2R-R1340 Thrush
600 aircraft. Installations or equipment will vary from model to model due to the wide range
of optional equipment. The information contained within this manual is based on data
available at the time of publication and will be kept current by changes or service
publications.
This manual contains information on aircraft systems and operating procedures required for
safe and effective maintenance. It shall not be used as a substitute for sound judgment.
In this manual:
WARNING
-- Indicates a strong possibility of severe personal injury or loss of life if
instructions are not followed.
CAUTION
-- Indicates a possibility of personal injury or equipment damage if
instructions are not followed.
* NOTE * -- Gives helpful information.
Attention: Owners, Operators and Maintenance Personnel:

Detailed descriptions of standard workshop procedures, safety principles and service
operations are NOT included in this manual. Please note that this manual DOES contain
warnings and cautions against some specific service methods which could cause
PERSONAL INJURY or could damage an aircraft or MAKE IT UNSAFE. Please
understand that these warnings cannot cover all conceivable ways in which service,
whether or not recommended by Thrush Aircraft Inc., might be done or of the possible
hazardous consequences of each conceivable way, nor could Thrush Aircraft Inc.
investigate all such ways. Anyone using service procedures or tools, whether or not
recommended by Thrush Aircraft Inc. must satisfy themselves thoroughly that neither
personal safety nor aircraft safety will be jeopardized.
All information contained in this manual is based on the latest product information available
at the time of printing. Thrush Aircraft, Inc. reserves the right to make changes at any time
without notice.
Manual Organization
This maintenance manual is divided into the following eleven sections, each with its own
table of contents:
SECTION 1 .................................................. GENERAL INFORMATION
SECTION 2 .................................................. SERVICING & INSPECTION
ii Effective: 01/01/2008
SECTION 3.................................................. HYDRAULICS
SECTION 4.................................................. POWER PLANT AND PROPELLER
SECTION 5.................................................. FUEL SYSTEM
SECTION 6.................................................. LANDING GEAR, WHEELS & BRAKES
SECTION 7.................................................. FLIGHT CONTROLS
SECTION 8.................................................. INSTRUMENTS
SECTION 9.................................................. DISPERSAL SYSTEMS
SECTION 10................................................ ELECTRICAL
SECTION 11................................................ AIRWORTHINESS LIMITATIONS
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LOG OF PAGES SECTION 2

SERVICING &
INTRODUCTION INSPECTION
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GENERAL 37 .......................................... 01/01/08
INFORMATION 38 .......................................... 01/01/08
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SERVICING & 2 .......................................... 01/01/08
INSPECTION 3 .......................................... 01/01/08
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6 .......................................... 01/01/08 PROPELLER
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SECTION 4 SECTION 6
POWERPLANT & LANDING GEAR,
PROPELLER WHEELS & BRAKES
(Continued) (Continued)
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34 .......................................... 01/01/08 FLIGHT CONTROLS
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FUEL SYSTEM 6 .......................................... 01/01/08
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SECTION 6 27 .......................................... 01/01/08
LANDING GEAR, 28 .......................................... 01/01/08
WHEELS & BRAKES 29 .......................................... 01/01/08
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2 .......................................... 01/01/08 SECTION 8
3 .......................................... 01/01/08 INSTRUMENTS
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SECTION 8 SECTION 11
INSTRUMENTS AIRWORTHINESS
(Continued) LIMITATIONS
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SECTION 9
DISPERSAL SYSTEMS
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SECTION 10
ELECTRICAL
SYSTEM
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vi Effective: 01/01/2008
LOG OF REVISIONS
Rev. Eng’rg FAA
Pages Description of Revisions
No. Approval Accepted
Oct. 17,
NC All New Manual
1/1/08 2008
Effective: 01/01/2008 vii

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viii Effective: 01/01/2008

THRUSH AIRCRAFT, INC – MODEL S2R-R1340
SECTION 1
GENERAL INFORMATION
TABLE OF CONTENTS
GENERAL DESCRIPTION ................................................................................................2

CONTACT INFORMATION ..................................................................................... 2
PRINCIPAL DIMENSIONS ................................................................................................2
GENERAL.....................................................................................................................2
WEIGHT & BALANCE ..................................................................................................2
WING ............................................................................................................................ 3
HORIZONTAL STABILIZER AND ELEVATORS .......................................................... 3
VERTICAL STABILIZER AND RUDDER ...................................................................... 3
AREAS..........................................................................................................................3
SUPPLIER FURNISHED COMPONENT MANUALS.................................................... 4
AIRCRAFT STRUCTURE..................................................................................................4
FUSELAGE...................................................................................................................4
WING ............................................................................................................................ 4
EMPENNAGE ...............................................................................................................5
COCKPIT......................................................................................................................5
AIRCRAFT SYSTEMS.......................................................................................................5
HYDRAULIC SYSTEMS ...............................................................................................5
POWER PLANT & PROPELLER ..................................................................................5
FUEL SYSTEM .............................................................................................................5
LANDING GEAR, WHEELS & BRAKES....................................................................... 6
FLIGHT CONTROLS .................................................................................................... 6
INSTRUMENTS ............................................................................................................7
ELECTRICAL SYSTEM ................................................................................................7
AIRCRAFT WEIGHT & BALANCE................................................................................7
Figure 1-1: Aircraft 3-view..................................................................................... 8
Figure 1-2: Aircraft Stations ................................................................................. 9
Effective: 01/01/08 1-1

GENERAL DESCRIPTION
The Thrush Aircraft Inc Thrush S2R-R1340 is designed especially for agricultural flying. It is a
monoplane featuring a full cantilever low wing and all metal construction. The design and
construction of the airframe components assure structural integrity, flight safety, and
minimum maintenance requirements. The Thrush S2R-R1340 is designed for the highest
crash load factors in the industry. Safety and reliability of operation and maximum pilot crash
protection are proven and effective features of the design. The high strength overturn
structure is a proven design. The fuselage and overturn structure, constructed throughout of
chrome-moly steel tubing, are immensely strong in the cockpit area.
CONTACT INFORMATION
For further information related to this manual, please contact our Product Support Manager
at (229) 883-1440 extension 341.
PRINCIPAL DIMENSIONS
GENERAL
Wing Span 44.87 feet

Overall Length 30.29 feet
Height To Top Of
9.34 feet
Canopy
Main Gear Tread 8.58 feet
Main Gear To Tail
19.26 feet
Wheel
WEIGHT & BALANCE
C. G. Range (See Airplane Flight Manual for pertinent data)

Forward Limit at 7860 pounds and below
Forward Limit
is 22.5 inches aft of datum.
Aft Limit at 7860 pounds and below is 30.0
Aft Limit
inches aft of datum
Datum Datum Is The Leading Edge Of The Wing.
1-2 Effective: 01/01/08

WING
Type Full Cantilever

Airfoil Section NACA 4412
Dihedral 3.50 Degrees
Aileron Travel
-Up 21 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Flap Travel: Down 15 Degrees ±1 Degree
HORIZONTAL STABILIZER AND ELEVATORS
Span 204 Inches (17')

Elevator Travel
Trim Tab Travel
VERTICAL STABILIZER AND RUDDER
Vertical Fin Offset 0 Degrees ±1 Degree Left and Right

Rudder Travel 24 Degrees ±1 Degree Left and Right
AREAS
Wing 336.53 Square Feet

Aileron (Each) 23.40 Square Feet
Flaps (Each) 15.30 Square Feet
Stabilizer 39.30 Square Feet
Elevators 20.40 Square Feet
Elevator Tabs (Each) 1.30 Square Feet
Vertical Fin 9.43 Square Feet
Rudder 12.22 Square Feet
Effective: 01/01/08 1-3

SUPPLIER FURNISHED COMPONENT MANUALS

COMPONENT MANUAL PART #
R1340 AN1 Maintenance Manual 118611
R1340 AN1 Parts Manual N/A
Propeller Owner’s Manual N/A
Note: Should there be a conflict between the information in this manual and that in the
manuals for component parts, the information in the component part manual takes
precedence.
accumulation of corrosive chemicals.

AIRCRAFT STRUCTURE Each skin panel is etched, primed, and
painted before assembly to ensure
FUSELAGE complete coverage. All bottom fuselage
skins around the hopper opening and aft to
The fuselage is comprised of a welded
the tail post are made of stainless steel.
tubular steel frame, fiberglass hopper, and
The skin fasteners in the high corrosion
detachable skins. An overturn structure
areas are also stainless steel.
forms an integral part of the fuselage
frame. The frame structure is fabricated WING
from 4130 chrome-moly seamless steel
The wing has a constant chord of 90
tubing, and the fittings, bushings, brackets,
inches, and is all metal, full cantilever
and so forth are 4130 steel sheet.
design. The massive main spar is a
As a corrosion preventative, hot linseed oil tension field beam structure constructed
is pumped throughout the entire welded from Alclad webs and high strength heat-
structure. On an average, 12 gallons are treated steel caps. All wing skins, ribs, and
pumped into the frame and 11 to 11 ½ leading edges are constructed from Alclad
gallons drain out, leaving a residual interior heat-treated material. The leading edge
coating on all members. The exterior of structure is made especially strong to
the frame is sandblasted, etched, and minimize denting and is riveted with
primed, which is followed by two coats of universal rivets for strength. The fuel
polyurethane paint that is resistant to tanks, which are located in the inboard
chemical reaction. section of the wing, are an integral part of
The fuselage is covered with heat treated the structure. Close pitch riveting of the
Alclad panels attached with camloc seams, substantial reinforcement, and
fasteners. Side skins can be removed flexible sealants minimize chances of
using only a screwdriver, thus exposing rupture in crash conditions. Drain holes
the fuselage frame for thorough cleaning are provided in adjacent bays to prevent
and inspection. All skins are supported accumulation of fuel in the event of a leak.
clear of the fuselage tubing to prevent The ailerons and flaps are all metal
1-4 Effective: 01/01/08

construction and are hinged on ball AIRCRAFT SYSTEMS

bearings. The flaps are electrically
operated by push rods and are completely HYDRAULIC SYSTEMS
sealed against chemical entry. Flap The hydraulic system consists of two
hinges are stainless steel. master brake cylinders with hydraulic lines
EMPENNAGE connecting the master cylinders to the
wheel brake cylinders. Applying toe
The horizontal stabilizer, elevator, rudder pressure on the rudder pedals actuates the
and vertical fin are an all-metal structure. master cylinders, which are located above
All skins, ribs and leading edges are and just aft of the pilot’s rudder pedals. A
constructed from alclad material. The small reservoir is incorporated within each
movable surfaces are hinged on sealed master cylinder to supply the system with
bearings that can be easily replaced. The brake fluid.
rudder and the elevator have aerodynamic
balances that are protected by overhangs POWER PLANT & PROPELLER
on the fixed surfaces. The Thrush S2R-R1340 is powered by the
COCKPIT Pratt & Whitney R1340–AN1, –S3H1 or –
S1H1 nine-cylinder supercharged Wasp
There are two choices of the enclosed radial engine. The propeller is a constant
cockpit canopies for the Thrush S2R- speed Hamilton Standard 12D40 hub with
R1340 (1) the SINGLE cockpit canopy or all metal 6101-12 or EAC AG-100-2
(2) the DUAL cockpit canopy. The blades.
overturn structure of both is exceptionally
strong and welded to "hard points" in the This combination provides takeoff power of
fuselage frame. The forward bracing 600 BHP at 2250 RPM. The engine mount
supports the windshield support channels is a welded chrome-moly tube truss, stress
and is welded to a lateral tube that is relieved after welding. The engine is
curved to provide more head clearance. attached to the mount through rubber
The fiberglass canopy shell has extra vibration isolators.
thickness on the top portion and is well Accessibility for servicing and inspection in
attached to the extra large steel tube the engine compartment is exceptional. A
structure so that it will serve as a skid in large access door is provided on the left
case of overturn. The large canopy doors side, and cowl panels are easily removed
permit easy entrance to one or both for full access.
cockpits. The doors should not be
removed for flight, as the aircraft FUEL SYSTEM
performance will be degraded. The A 133-gallon (useable) fuel supply is
cockpit seat belts are anchored to the seat available for the Thrush S2R-R1340.
structure, and the shoulder harnesses are Sixty-eight gallons of fuel is contained in
secured to a steel channel at the bottom of an integral wing tank (wet wing) just
the seat structure. The seats adjust outboard of the wing root. The left wing
vertically. The rudder pedals adjust fore and right wing fuel tanks are
and aft. The windshield is a three-piece interconnected through a 4.5 U.S. gallon
construction. The center section is header tank that is located in the fuselage.
tempered safety plate glass for better The fuel supply line to the engine is routed
resistance to scratching and bird strikes. from the header tank outlet finger screen
The windshield side panels are Plexiglas through a fuel shutoff (on/off) valve to an
and are curved to provide streamlining. electric driven fuel boost pump.
Effective: 01/01/08 1-5

The electrically driven fuel boost pump reduce condensation and allow any
provides boosted fuel pressure to the entrapped water accumulations to settle to
engine during starting. The electric driven the fuel system drains, to be removed,
fuel boost pump discharge is then routed prior to the next flight.
through a 25-micron main fuel filter to the Prior to the first flight of the day the wing
carburetor. A separate electrically actuated tanks, header tank and fuel filter should be
primer pump injects fuel directly into the air drained to check for the presence of water
intakes of the top five cylinders to facilitate or sediment in the fuel system. If there is a
engine starting. possibility, at any time, that any tank may
The fuel tank vent system is designed to contain water, the header tank and fuel
keep the fuel spillage to a minimum. The filter should be drained as necessary to
fuel tanks are vented through tubing ensure no water exists in the fuel system.
connected at both the inboard and For fuel system servicing information, refer
outboard ends of the individual fuel tanks to Section 2.
to the centrally located vent system in the
fuselage. Ram air enters a vent scoop, on LANDING GEAR, WHEELS &
the fuselage, under the left wing and BRAKES
pressurizes the vent system to maintain The main landing gear is a welded truss of
positive pressure on the fuel tanks. The streamlined chrome-moly steel tube. The
vent system is provided with two quick left main gear and the right main gear are
drains, located on the fuselage under each symmetrical. The main tires are 29 x 11
wing, to drain any fuel that might have on Cleveland 40-133 wheels with 30-98
gotten into the tanks outboard vent lines. dual caliper disc brakes. Inboard mounted
The fuel quantity gauge is located on the elastomeric shock struts absorb landing
lower left instrument panel. The fuel and taxi stresses. The brake system has
quantity indicating system consists of two individual toe brakes and individual park
transmitters, one indicator gauge, and an brakes. The use of a special N-513
L/H or R/H tank fuel quantity selector compound cup in each master cylinder
switch. A transmitter installed in each wing permits the use of MIL-H-5606, a heavy-
tank transmits an electrical signal to the duty aviation hydraulic fluid. The tail gear
single fuel quantity indicator. The uses a 12.5 x 4.5 tire and tube mounted in
instrument reads the left or right fuel tank a symmetrical fork with a spring steel
singularly, as chosen by the fuel quantity shock absorber. The tailwheel is normally
selector switch, adjacent to the fuel locked but can be unlocked for full-
quantity indicator gauge on the instrument castering as the airplane is steered with
panel. the brakes.
The two fuel tanks are serviced through FLIGHT CONTROLS
filler ports located on the top of each wing. The flight controls are of conventional
The filler ports incorporate security chains design employing extensive use of ball
to prevent the loss of the fuel caps. bearings for low friction and smoothness of
Service the aircraft from refueling facilities operation. The aileron and elevator
that utilize proper ground handling controls are push rod systems and rudder
equipment and filter systems to remove control is through tension cables. The
impurities and water accumulation from the elevator trim control is actuated by a lever
bulk fuel. If filtering facilities are not that moves the tab to the desired position
available, filter the fuel through a quality through push rods. The wing flaps are
high-grade chamois. Fuel tanks should be operated electrically and controlled by a
serviced after the last flight of each day to
1-6 Effective: 01/01/08

switch located on the left side of the consists of the starting system, the
cockpit. The rudder controls are wiper/washer system, the navigation lights
interconnected by springs to the aileron and the strobe lights. The navigation
system so that a wing may be lifted with lights, strobe lights, landing lights, working
the rudder alone. lights and the air conditioner system are
optional. The electrical system obtains
INSTRUMENTS power from a single 24-volt battery and
The standard instruments are located on one alternator. An external power
three separate panels: An upper panel, a receptacle is standard equipment and may
left panel, and a right panel. The left panel be used for connecting a 24-volt ground
contains a clock, oil temperature, hour power unit to the aircraft for engine starting
meter, fuel pressure, oil pressure and fuel or maintenance. The ground start system
quantity gauges. The right panel contains utilizes the master relay so that starting is
a voltmeter, ammeter, and circuit breakers. accomplished by engaging the starter
The upper panel contains propeller switch.
tachometer and a standard flight instrument
package.
AIRCRAFT WEIGHT & BALANCE
Refer to S2R-R1340 Flight Manual for
ELECTRICAL SYSTEM detailed aircraft weight and balance
The standard 24 volts and 50 amp (70 for information.
dual control version) electrical system
Effective: 01/01/08 1-7

Figure 1-1: Aircraft 3-view
1-8 Effective: 01/01/08

Figure 1-2: Aircraft Stations
Effective: 01/01/08 1-9

1-10 Effective: 01/01/08

SECTION 2
SERVICING & INSPECTION

TABLE OF CONTENTS
SERVICING & INSPECTION .......................................................................................... 3

GROUND HANDLING ............................................................................................... 3
TOWING............................................................................................................... 3
TAXIING ............................................................................................................... 3
PARKING ............................................................................................................. 3
MOORING ............................................................................................................ 3
JACKING .............................................................................................................. 3
LEVELING ............................................................................................................ 3
Figure 2-1: Tie Down and Jack Points ............................................................. 4
WEIGHING ........................................................................................................... 4
Calculated Weight ........................................................................................... 4
Weighing the Airplane ..................................................................................... 5
COLD WEATHER OPERATION..................................................................................... 5
COLD WEATHER MAINTENANCE HINTS ............................................................... 6
GROUND EMERGENCY PROCEDURES ...................................................................... 6
ENGINE FIRES .................................................................................................... 6
ELECTRICAL FIRES............................................................................................ 6
GROUND OPERATION OF ENGINE ............................................................................. 6
EXTERIOR PRE-START CHECK ........................................................................ 7
PRE-START CHECKLIST .................................................................................... 7
COCKPIT PRE-START CHECK........................................................................... 7
STARTING ENGINE............................................................................................. 7
ENGINE OPERATIONAL CHECKS........................................................................... 8
SYSTEM AND COMPONENT SERVICING.................................................................... 9
HYDRAULIC SYSTEM .............................................................................................. 9
ENGINE OIL SYSTEM............................................................................................... 9
ENGINE AIR INDUCTION AND FILTER CLEANING .............................................. 10
FUEL SYSTEM ........................................................................................................ 10
Figure 2-2: FUEL SYSTEM .............................................................................. 11
DEFUELING ....................................................................................................... 12
LANDING GEAR, WHEELS & BRAKES.................................................................. 12
TIRES................................................................................................................. 12
MLG SHOCK STRUTS....................................................................................... 12
BRAKE BLEEDING ............................................................................................ 13
ENGINE DEPRESERVATION ................................................................................. 13
ENGINE PRESERVATION PROCEDURE ......................................................... 13
Table 2-1: ENGINE PRESERVATION PROCEDURES.................................... 14
Effective: 01/01/08 2-1

INSPECTION.................................................................................................................22
INSPECTION CHECK LIST ..................................................................................... 22
GENERAL INSTRUCTIONS ...............................................................................22
Figure 2-3: R1340 Servicing and Inspection Guide....................................... 22
Table 2-2: INSPECTION CHECK LIST ................................................................... 23
A: PROPELLER ................................................................................................23
B: ENGINE EXTERNALS..................................................................................23
C: ENGINE OIL SYSTEM..................................................................................24
D: ENGINE FUEL SYSTEM ..............................................................................25
E: AIR INDUCTION SYSTEM............................................................................25
F: AIRFRAME FUEL SYSTEM..........................................................................26
G: IGNITION SYSTEM ......................................................................................27
H: MAIN LANDING GEAR ................................................................................27
J: HYDRAULIC SYSTEM..................................................................................28
K: TAIL GEAR...................................................................................................28
L: FUSELAGE SKINS .......................................................................................30
M: HOPPER ......................................................................................................30
N: WINGS..........................................................................................................30
P: FUSELAGE FRAME .....................................................................................31
Q: CONTROL SYSTEMS ..................................................................................32
R: EMPENNAGE ...............................................................................................33
S: AILERONS AND FLAPS ..............................................................................33
T: COCKPIT ......................................................................................................34
U: ELECTRICAL SYSTEM................................................................................34
BATTERY MAINTENANCE......................................................................................35
AIRFRAME MAINTENANCE ........................................................................................35
CORROSION CONTROL.........................................................................................35
WINDSHIELD...........................................................................................................36
HOPPER REPAIR....................................................................................................36
FUEL TANK REPAIR ...............................................................................................36
Table 2-3: TORQUE CHART .................................................................................. 37
LUBRICATION..............................................................................................................38
Figure 2-4: Lubrication Chart (9 pages)...........................................................38
2-2 Effective 1/1/08

Head the aircraft into the wind and set the

SERVICING & INSPECTION parking brake. Do not set the parking
Standard procedure for ground handling, brake during cold wet weather because the
servicing, inspection, airframe accumulated moisture may freeze in the
maintenance, lubrication, and storage are brakes. Do not set the parking brake if the
included in this Section. Adherence to brakes are overheated. Install the internal
these procedures on a scheduled basis control lock and place the chocks under
can save many hours of maintenance and each main wheel.
aircraft down time. When a system
component requires service or MOORING
maintenance other than that outlined in Reference Fig. 2-1
this Section, refer to the applicable Section Park aircraft as previously outlined. In
of this manual for complete information. winds up to 20 knots, secure the aircraft at
the wing tie down rings. For winds above
GROUND HANDLING 20 knots, tie the tail and main gear as well
TOWING as the wings. Install external control
surface locks. The aircraft should be
Movement of the aircraft on the ground placed in a hangar when wind velocity is
may be accomplished as follows: predicted to exceed 50 knots. When
a. Pull and guide the aircraft by means of mooring the aircraft, use 3/4-inch manila or
a tow bar with the tail wheel unlocked. nylon rope. A clove hitch or other anti-slip
b. Attach a rope harness to the main knot should be employed. If a manila rope
gear when there is a need to tow the is used for tie down, allow enough slack to
aircraft forward through snow or over compensate for shrinkage of the rope fiber
soft and/or muddy ground. without damaging the aircraft.
TAXIING JACKING
Before attempting to taxi the aircraft, Reference Fig. 2-1
maintenance personnel should be checked Jack points are provided on each main
out by qualified personnel. When it is spar and located at wing stations 120 &
determined that the propeller area is clear, 193.38. When using the jack points to lift
apply the power to start the taxi roll and the aircraft, all hopper loads should be
perform the following: removed. (Fig. 2-1) A jack point is also
a. Push the stick full forward to unlock provided on the tail wheel trunnion attach
the tail wheel. fitting on the lower left longeron.
b. Taxi a few feet and check the brake LEVELING
operation.
c. While taxiing, make slight turns to Reference Fig. 2-1
determine that the tail wheel steering The aircraft may be leveled by raising the
is operative. tail to an approximate level flight position
d. Avoid taxiing over ground covered with by supporting the tail on a stable jack or
loose stones, gravel, or other loose platform. Adjust the height of the tail wheel
material that may cause foreign object until the left-hand lower longeron located
damage to the propeller or to other under the pilot’s cockpit is level. The lower
aircraft in the area. left side panel must be removed for access
to the leveling longeron.
PARKING
Effective: 01/01/08 2-3

LEVELING LONGERON,
LEFT SIDE
Figure 2-1: Tie Down and Jack Points
WEIGHING *NOTE*
Calculated Weight
Center of Gravity (C.G.) location
The weight and center of gravity (C.G.) of is NOT the same as fuselage
the airplane as it left the factory is supplied station.
with all the other paperwork.
Slight changes to the aircraft that do not The existing empty weight and C.G.
significantly alter the weight or C.G. can be produces a moment by multiplying the two
ignored, but judgment must be used when together, and all three should be logged.
doing so. A change weighing a pound in Changes to the aircraft will also have a
the aft fuselage may be more significant weight and location for their C.G., which
than a 5# change under the cockpit. will give their moment when multiplied
together.
For changes that do significantly affect the
weight or C.G., the new empty weight and To determine the new empty weight, the
C.G. can generally be calculated and existing weight and the weight change are
logged in the log book. To do this you totaled. To find the new C.G., the existing
must know the weight change (+ for moment and the moment change are
added, - for subtracted) and its distance, in totaled and this new moment is divided by
inches, from the aircraft datum (wing the new empty weight.
leading edge), “+” being aft of the datum
and “-“ being forward.

For example: The new moment is the sum of the main

gear scale readings multiplied by 3.10”
Existing weight = 4,723#
(the distance the MLG axles are behind
Existing C.G. = 25.43” the wing leading edge) plus the rear scale
Existing moment = 4723 x 25.43 = reading (adjusted for tare as necessary)
120,106 in.# multiplied by 233.13”. The new empty
weight C.G. is the total moment divided by
Added equipment weight = 17# the total weight.
C.G. of equipment = -23.5 (ie. forward For example:
of wing leading edge)
Left MLG scale reading = 2,127#
Moment change = 17 x (-23.5) =
- 400 in.# Right MLG scale reading = 2,105#
New weight: 4,723 + 17 = 4,740# Tailwheel scale reading = 472#

New moment: 120,106 – 400 = Tare weight (ie. tail stand and shims if
119,706 in.# placed on top of the scale) = 65#
New C.G.: 119706 ÷ 4740 = 25.25” New empty weight: 2127 + 2105 + 472
(aft of datum) – 65 = 4,639#
Weighing the Airplane New moment: (4232 x 3.1) + (407 x

233.13) = 108,003 in.#
New weight and C.G. due to large weight
New C.G.: 108003 ÷ 4639 = 23.28”
changes, installations that are difficult to
determine the C.G. of, or multiple small
changes should generally be determined COLD WEATHER OPERATION
by re-weighing the airplane. Aircraft operation in cold weather creates a
The airplane must be in a ready to fly need for additional maintenance practices
condition during weighing, except that the and operating procedures that are not
fuel tanks may hold unusable fuel (1.5 required in moderate temperatures.
GAL. per side). Whenever possible, shelter the aircraft in a
heated hangar to prevent frost, ice, or
Three scales will be needed for this snow accumulation that requires added
operation: two with about a two ton maintenance time to remove. These
capacity and one with a half ton capacity. weather elements, if allowed to
These scales need to be in good condition accumulate only a fraction of an inch in
and calibrated within the past year. thickness on the critical airfoils and control
The two large scales are placed under the surfaces, seriously degrade aircraft lift and
MLG tires, and the small scale is placed flight control effectiveness. The possibility
under the tailwheel. The airplane must be of aircraft system failures is increased
level during this process (see LEVELING, when the aircraft is parked where wind
above), which will require a tail stand. The driven snow or freezing rain can be forced
new weight is simply the total of the three into various openings of the aircraft. If the
scale readings, unless the tail stand had to aircraft is to be moored outside in extreme
be placed on the rear scale. If this was cold, the battery should be kept fully
done, the weight of the tail stand and any charged to prevent freezing. Make certain
shims must be subtracted from the aft that all vents, air inlets, and so forth are
scale reading. This is not necessary if the covered.
scale was between the tailwheel and the
stand.
Effective: 01/01/08 2-5

Locating the aircraft inside a heated POST FLIGHT MAINTENANCE: Cold

hanger is the most effective method of weather operation demands procedures
preheating the aircraft. The use of an that are in addition to normal Post Flight
external power unit is recommended to Maintenance Procedures. Fill the fuel
conserve the battery. tanks immediately after flight. If shelter is
not available, tie the aircraft down and
COLD WEATHER MAINTENANCE install covers on all vents, openings, etc.
HINTS as required.
The information that follows is intended GROUND EMERGENCY
only for the purpose of supplementing the
existing information in this manual when
PROCEDURES
operating the aircraft in very cold weather. Emergency procedures must be
Keeping the aircraft in top maintenance accomplished as rapidly as possible,
condition during cold weather cannot be should an emergency arise. It is
over stressed. suggested that steps pertaining to each
emergency be committed to memory in
BATTERY: The battery should be
order to accelerate the procedure and
maintained at full charge during cold
minimize any possible damage.
weather to prevent freezing. After adding
water to the battery in freezing ENGINE FIRES
temperatures, charge the battery to mix If a fire develops in the engine area during
the water and electrolyte. A frozen battery engine start, continue to attempt to start
may explode when subjected to a high the engine in an attempt to blow the fire
charge rate. Corrosive damage to the out. If the fire persists, proceed as follows:
area adjacent to an exploded battery will
result if the electrolyte solution is not a. Mixture Control - Idle Cut Off
removed immediately. Instructions for b. Starter Switch - Off
removing spilled electrolyte are provided in c. Master Switch - Off
this Section. The battery should be d. Fuel Shutoff Valve - Off
removed and stored in a warm place if the e. Abandon the aircraft
aircraft is to remain idle for an extended
period of time. ELECTRICAL FIRES
FUEL SYSTEM: In the fuel system, Circuit breakers will automatically trip and
condensation is more likely to occur in cold stop the current flow to a shorted circuit.
weather due to a more rapid and positive However, as a safety precaution in the
division of moisture content from other fuel event of an electrical short circuit or fire,
constituents. If at all possible, use fueling turn the battery switch to off. Use a fire
facilities that filter moisture from the fuel. If extinguisher approved for electrical fires to
fueling facilities with filters are not extinguish any flame. Do not leave the
available, filter the fuel through a good aircraft unattended so long as there is any
quality chamois. Fill the tanks with correct evidence of fire or hot spots.
grade of fuel as soon as possible after
landing to reduce the possibility of GROUND OPERATION OF ENGINE
condensation and ice formation in the Reference Section 4
tanks. Fuel extracted from fuel header Perform all engine ground operations with
tank drain before starting deserves a the mixture control in FULL RICH position
closer examination when the aircraft is and the propeller control in HIGH RPM
being operated in cold weather.

position (except during propeller governor d. Check the fuel quantity indication in
test). both tanks.
e. Set the trim tabs for takeoff.
CAUTION f. Turn Battery Switch ON, or to EXT
PWR position if external power will be
Do not allow oil temperature to used to start the engine.
exceed maximum limits.
STARTING ENGINE
EXTERIOR PRE-START CHECK Use the following procedure to start the
Visually check the aircraft for general R1340 engine:
condition. Verify that all Camlocs on the
skin panels are fastened. Remove all WARNING
accumulations of frost, ice, or snow in cold
weather from the wing, the tail, and the Ignition switch must be OFF
control surfaces. Check that the control when rotating the propeller by
surfaces contain no internal accumulations hand.
of ice. Remove the exhaust cover, if fitted. a. If the engine has not been run in
If night flight is planned, check the several hours, pull the propeller
operation of all lights and have a flashlight through several revolutions by hand. If
available. engine has not been run for more than
After a complete exterior visual inspection 3 days, refer to Section 4 for
has been accomplished, the following applicability of pre-oiling procedures.
checklist may be used for the remainder of b. Fuel Shutoff Valve – ON
the exterior pre-start checks. c. Mixture – FULL RICH
d. Propeller – HIGH PITCH (low RPM)
PRE-START CHECKLIST
a. The aircraft should be headed into the *NOTE*
wind and should have the wheel Placing the propeller control in
chocks in place. the High Pitch/Low RPM position
b. A fire extinguisher must be readily prevents momentary loss of oil
available in the event of an engine fire. pressure due to filling the
c. Check the engine oil level. Do not propeller hub.
operate with less than 4 gallons of oil.
Fill oil tank if extended flight is e. Carburetor Heat - OFF
anticipated. Assure that the oil system f. Throttle – OPEN to 600 RPM (approx.
has been serviced with the correct ½ inch)
grade and weight of oil (see Section g. When starting a cold engine – Prime 2
IV). to 4 times. When starting a hot
d. Clear area of personnel and loose engine, it is not usually necessary to
objects. use the primer.
COCKPIT PRE-START CHECK WARNING
a. Verify that the internal control lock has

been removed and that the controls Propeller area must be clear of
operate personnel, work benches and
b. Place all switches in the OFF position. equipment prior to engaging
c. Set the parking brake. starter.
h. Battery and Alternator Switches - ON
Effective: 01/01/08 2-7

i. Starter Switch – ENGAGE CAUTION

j. Ignition Switch – BOTH after propeller
has made approximately 10 full If magneto switch remains OFF
revolutions.. for longer than a few seconds,
k. When Engine Catches - Engine Starter backfiring May occur when
Switch - Off magneto is switched to BOTH
l. Oil Pressure - Check for INDICATION If engine continues to run with the ignition
of pressure. If there is no indication of switch off, stop engine by placing mixture
oil pressure almost immediately, stop control in IDLE CUT-OFF and check
engine and determine cause. magneto ground.
m. Adjust engine speed to approximately
600 RPM. MAGNETO CHECK: Advance throttle to
n. Move propeller control to LOW PITCH/ 2000 RPM and rotate ignition switch from
HIGH RPM BOTH to RIGHT position and back to
BOTH and note RPM drop. Rotate ignition
ENGINE OPERATIONAL CHECKS switch from BOTH to LEFT and back to
After engine start, allow engine to warm up BOTH and note RPM drop. Drop should
at 800 to 1000 RPM until a minimum oil not exceed 100 RPM on either magneto
temperature of at least 40 ºC (105 ºF) is and should not exceed 40 RPM variation
reached. between the two magnetos. Normal
magneto drop is 50 to 75 RPM.
POWER CHECK: Open the throttle until
the manifold pressure is equal to the field INSTRUMENTS: Check the instruments
barometric pressure (indicated be the for indications as follows:
manifold pressure gage reading before a. Engine oil temperature should be
starting the engine). The RPM obtained between 40ºC (105ºF) minimum and
will be approximately 2000 RPM, 93ºC (200ºF) maximum.
depending on the low pitch setting of the b. Engine oil pressure at 2000 RPM
propeller. When the RPM is once should be 70 PSI minimum.
established for the installation, variation c. Fuel pressure at 2000 RPM should be
in altitude of various fields will not change 5±1 psi.
the RPM that results from opening the d. Check carburetor heat at 1900 RPM. A
throttle to the manifold pressure equal to noticeable momentary drop in RPM
the field barometric pressure, the engine is with heat full ON indicates satisfactory
not delivering the correct power or the operation.
propeller is not set properly and an e. Check ammeter at 1200 RPM. If a
investigation should be made to determine definite charge is not indicated, stop
the cause. the engine and investigate.
IGNITION: Check ignition switch PROPELLER GOVERNOR: With engine
grounding by retarding throttle to idle, and at 1900 RPM, move the propeller control to
momentarily switching magneto to OFF HIGH PITCH/LOW RPM, a substantial
and then to BOTH. The tachometer drop in RPM indicates satisfactory
should indicate a sudden RPM drop when governor operation. Return propeller to
magneto ceases firing. LOW PITCH/HIGH PITCH RPM and note
any indication of sluggish or erratic
operation.

CARBURETOR IDLING MIXTURE: With HYDRAULIC SYSTEM

engine at 450-600 RPM, check mixture Reference Section 3
strength as follows:
The hydraulic system consists of two
a. While observing tachometer, slowly master brake cylinders and the necessary
move mixture control towards the FULL hydraulic lines connecting the master
LEAN position. Return mixture control cylinders to the wheel brake cylinders.
to the FULL RICH position before Applying toe pressure to the rudder pedal
engine dies. actuates the corresponding master
b. If a momentary rise of not more than 20 cylinder, which in turn actuates the brake
RPM is observed before normal drop- caliper piston. Refer to Section Six for
off, the mixture ratio is correct. If a brake servicing procedures.
greater rise in RPM is noted, the
mixture is too rich. If no rise in RPM is ENGINE OIL SYSTEM
noted or an immediate drop-off in RPM Reference Section 4
occurs, the mixture is too lean. The oil supply should be checked before
ENGINE SHUTDOWN: To perform each flight (R-1340-AN1 engine, do not
engine shutdown, proceed as follows: operate with less than four gallons). Fill to
nine gallons for extended flights. Access
a. Adjust throttle to 1500 RPM, idle to the filler cap is gained through an
engine for a minimum of one minute to opening located on the top left side of the
cool engine. fuselage cowling. Add oil that is of the
b. Move propeller control to HIGH same quality and weight as that contained
PITCH/LOW RPM, and move throttle in the oil tank. As a general rule, good
to the IDLE position. Place mixture quality mineral base oil (60 weight
control to FULL LEAN. summer, 50 weight winter) is adequate.
c. Open throttle slowly, continue opening For the use of approved types of
throttle slowly after engine starts to cut- dispersant oil, refer to the applicable
off, to full open throttle position. Engine Manufacturers Service Bulletins.
d. After propeller stops turning, position
ignition switch to off. OIL CHANGE: The frequency of
e. Place fuel selector to OFF position, engine lubricating oil change will vary
place battery and generator switches to depending upon the type, and condition, of
OFF position. engine operation. It is recommended that
the engine lubricating oil be changed at the
SYSTEM AND COMPONENT maximum of 50 hour intervals, and more
SERVICING frequently as working conditions require.
Oil that becomes dirty and contains sludge
Servicing procedures contained in this
deposits should be changed regardless of
Section are confined to those maintenance
time since last oil change. To change oil,
actions that occur with routine frequency
proceed as follows:
and require a reasonably short period of
time to accomplish. Servicing practices a. Start engine, and operate until a
and maintenance of aircraft systems and minimum of 40ºC (105ºF) is reached.
components that require less frequent b. Place a container having a capacity of
attention are contained in the appropriate 12 gallons or more beneath oil drain
sections of this manual. valve. Attach a hose to drain valve to
minimize oil spillage.
c. Open drain valve and allow engine oil
to drain thoroughly. Allow adequate
Effective: 01/01/08 2-9

time for oil from the oil cooler to drain a. Remove access panel.
also. Close drain valve. b. Loosen the top four tie rod nuts.
Remove one tie rod.
* NOTE * c. Remove the four paper filters.
Drained oil should be d. Install new filters. Install the removed
collected, strained and tie rod and tighten nuts.
examined for presence of * NOTE *
metal particles. Avoid over tightening of tie
d. Remove, disassemble, inspect and rod nuts. Do not crush the
clean main pressure oil screen paper filters.
assembly (see Section 4 for e. Install access panel.
disassembly and cleaning
procedures). FUEL SYSTEM
e. Remove and clean all sump drain Reference Section 5
plugs and finger strainers.
f. After the lubricating oil system has REFUELING: (Ref. Fig. 2-2) Refuel the
thoroughly drained, and all the filters aircraft with fueling facilities that contain
and screens have been cleaned and filters for removing the moisture content
reinstalled, verify that all points have from the fuel. If the fueling facilities with
been safetied as required. filters are not available, filter the fuel
g. Service oil tank with approved type through a good grade of chamois. The
and grade of engine oil. fuel tanks should be serviced after the last
h. Refer to Section 4 for appropriate pre- flight of the day to allow maximum time for
oiling procedures. the moisture to reach the sumps and
i. After pre-oiling, start and run engine header tank. Service the aircraft with
until normal operating temperatures 80/87 octane or 100 octane low lead
are reached. During engine run-up aviation gasoline using the following
period, a careful check must be made procedure.
for any oil leaks. WARNING
ENGINE AIR INDUCTION AND Ground the aircraft to a proper

FILTER CLEANING ground and the fuel servicing
Normal filtered air is drawn from within the equipment to the aircraft.
engine compartment through a stacked Smoking in or around the aircraft
arrangement of paper air filters (see Figure during refueling operations is
4-4). These filters prevent rapid wear of prohibited. Fire protection
engine mounting parts caused by entry of equipment must be immediately
fine grit and dust into the internal moving available.
parts of the engine. The filters are
chemically treated and should not be a. Turn all the switches off.
cleaned with solvents or cleaned with b. Remove the fuel filler cap. Fill the tank
compressed air. The paper filters may be until the fuel level rises to the filler
cleaned by lightly tapping on a hard neck (or to desired quantity). Install
surface. If this method does not remove the fuel filler cap and service the
the excess dirt and dust, replace the filters opposite fuel tank.
with new ones. The filters may be removed
as follows:
2-10 Effective 01/01/08

* NOTE * draining in order to extract the moisture

sediment and other contamination
Since the wing tanks are
entrapped in the system. The drains are
interconnected through the
located at the low point of each wing tank
header tank, the fuel can flow
(aft inboard bottom), the bottom of the
from one tank to another.
header tank, and the bottom of the firewall
Topping off both wing tanks
fuel filter (Fig. 2-2). Also provided are two
may be required more than one
fuel vent drains, located on each side of
time to assure that both wing
fuselage under the wings. All fuel drains
tanks are full.
should be drained prior to the first flight of
c. After fueling is complete, check for the day. Drain a small quantity of fuel into
security of both fill port caps. Wash a transparent container to permit
any spilled fuel from the wing surface inspection for the presence of moisture,
with clean water. sediment or othere contaminants. If there
FUEL DRAINS: (Ref. Fig. 2-2) Four fuel is any indication of contamination, the fuel
drain points are provided to allow fuel should be drained until all evidence of
contamination disappears.
Figure 2-2: FUEL SYSTEM
Effective: 01/01/08 2-11

c. Open the drain valves and allow all

CAUTION
fuel to drain. When tanks are empty,
Visually check that all drain close the drain valves and move the
valves are closed after draining. fuel containers a safe distance from
the aircraft.
FUEL SYSTEM SCREENS: (Ref. Fig. 2- d. Verify that all the drain valves are
2) The airframe is equipped with five fuel closed.
screens: 1/12 inch mesh finger strainers e. Refer to Section 4 for applicability of
in each wing tank outlet and a ¼ inch carburetor presoaking and fuel line
mesh finger strainer installed in the outlet purging after defueling.
fitting from the header tank. Inspect the
finger strainers annually or if the fuel LANDING GEAR, WHEELS &
system is thought to have been or is
BRAKES
known to be contaminated with foreign
Reference Section 6
debris: i.e. moisture, debris or other
contaminants are noted in drained fuel Check all gear assemblies for general
sample container, fuel source is known to cleanliness, security of mounting, and
be contaminated etc. hydraulic leaks at prescribed inspection
intervals. Lubricate all lubrication points on
FIREWALL MOUNTED FUEL FILTER:
main and tail gear assemblies at
(Ref. Fig. 2-2) The main fuel filter screen
prescribed intervals.
should be inspected, cleaned and
reinstalled every 100 hours, or any time TIRES
fuel system contamination is suspected. Tires should be inspected for proper
Refer to Section 5 for main fuel filter inflation, breaks, cuts, and foreign objects
servicing procedures. in tread, flat spots and exposed cord.
Replace tire if there is any question of its
DEFUELING reliability. Proper inflation is necessary for
maximum tire life. Maintain 29x11-10 ply
WARNING rated main tire and tube pressure at a
minimum of 40 psi to a maximum of 62 psi,
Aviation gasoline is extremely depending on the load and runway
volatile and the vapors are conditions. The 12.5 x 4.5-10 ply rated tail
very explosive in heavy wheel tire and tube pressure should be 55
concentrations. Smoking on psi maximum. The wheels and tires are
or around the aircraft is not balanced assemblies. If tires are
permitted at any time. suspected of being out of balance, they
Aircraft and equipment may be balanced on automotive type
grounding procedures must balancing equipment. If aircraft is out of
be strictly adhered to. Fire service, move the aircraft to rotate tires
extinguishing equipment must every seven days to prevent flat spots from
be immediately available. developing.
a. Ground aircraft to a proper ground MLG SHOCK STRUTS
point and all ground defueling Main landing gear shock struts are to be
equipment or containers to the aircraft. inspected at the specified intervals. At
b. Place a vented container of adequate least annually they must be removed from
capacity under each of the three drain the aircraft, disassembled, cleaned and
points. Verify that the containers are inspected. Shock “biscuits” should be
properly grounded to the aircraft. replaced every 1000 hours or if they
2-12 Effective 01/01/08

develop cracks. Reinstall shock struts with through a minimum of six revolutions with
new hardware the sump drain plugs and the lower-most
intake pipes removed to facilitate engine
BRAKE BLEEDING
Brake bleeding should be performed when draining.
air is suspected of being entrapped in On uninstalled engines, remove the starter
brake lines. See Section 3 for brake and the oil inlet and outlet shipping covers.
bleeding procedures. With the sump drain plugs and the lower-
most intake pipes removed, turn the
ENGINE DEPRESERVATION engine until the crankshaft is in a vertical
position. Allow the corrosion preventive
GENERAL: Remove the moisture-
mixture to drain. Turn the engine through
resisting coverings, tape, dehydrating
at least six revolutions in the normal
agent, and dehydrator plugs from the
direction of rotation to facilitate draining.
engine and the accessories.
Turn the engine until the crankshaft is in a
* NOTE * horizontal position and repeat the
Do not remove the cover from the preceding instructions. Thoroughly clean
carburetor mounting pad until the sump drain plugs and the intake pipes
the carburetor is to be installed. removed and reinstall in the engine.
MIXTURE DRAINAGE: Remove the Remove the pressure oil screen from the
sump drain plugs and allow the excess rear oil case, and allow any corrosion
corrosion preventive mixture to drain. preventive mixture to drain from the oil
screen chamber. Clean the screen
* NOTE * thoroughly, then reinstall making certain
The oil sump contains an upper that the cover gasket is in good condition.
an lower chamber. The upper
chamber collects oil drained from If necessary, wash the exterior of the
the crankcase section, and the engine thoroughly with cleaning solvent,
lower chamber collects oil being careful to keep the cleaning fluid
drained from the rockerbox drain away from the ignition cable assembly.
system. The front plug drains Dry the engine with compressed air.
the lower chamber while the aft
ENGINE PRESERVATION PROCEDURE
plug drains the upper chamber.
When it is known that an aircraft will be idle
Remove the dehydrator plugs from the for more than one day but less than ten
cylinders. Using a small inspection light, days, rotate the engine on alternate days
inspect the cylinders through the spark at least 20 propeller blades by means of
plug holes to ensure that oil or mixture has the starter. Run-up the engine on the fifth
not accumulated in the cylinders. If an day at 1000 RPM until the oil temperature
appreciable quantity is present, remove it reaches 65ºC (149ºF). If, due to
with a suction pump. circumstances, it is not possible to rotate
Remove the two bottom intake pipes and or run-up the engine during this 10 day
drain all corrosion preventive mixture from period, pre-oil the engine prior to starting.
them. If excess mixture is found in the The corrosion preventive mixture referred
intake pipes, remove and examine the to in the following instructions, PMC 9111
adjacent intake pipes on each side of the (Rust Ban 624, 622, or 632), is composed
engine, continuing toward the top cylinder of a blend of three parts engine lubricating
until no excess mixture is found. oil and one part corrosion preventive
On installed engines, motor the engine compound, Rust Ban 626, 628, or 631, or
Effective: 01/01/08 2-13

the equivalent. Heating the mixture to a to facilitate application. Use only dry
temperature of 38ºC to 104ºC (100ºF to filtered air when spraying. See Table 2-1
(8 sheets) for detailed engine preservation
procedures.
220ºF) is desired to remove moisture and

Table 2-1: ENGINE PRESERVATION PROCEDURES
Engine Installed: Engine
10 to 30 Over 30 not
OPERATION PROCEDURE Installed:
Days Days
Before washing the engine, look for oil leaks
which may indicate loose connections, packings,
Cleaning or nuts. Wash the engine externally with a
cleaning solvent, removing all oil, grease and dirt.
X
Engine
NOTE: Keep cleaning fluid away from the
magnetos and ignition manifolds.
While the engine is still warm from running, drain
the oil from the engine and oil tank. Remove the
pressure oil screen; thoroughly clean and
reinstall all parts removed to facilitate draining.
Fill the oil tank with enough corrosion
preventative mixture to ensure adequate
lubrication during the preservation run plus the
quantity needed to preserve the induction
system. Prepare the engine for preservation of
the induction system as follows: join together two
separate 10 foot lengths of number 6 hydraulic
hose by means of a suitable two way valve.
Remove the pressure oil screen cover drain plug
hole and in an appropriate opening in the
Preliminary supercharger case (such as the alternate
manifold pressure gage connection). Connect
X X
Preservation
the hydraulic hose between the two fittings. If
desired, the control valve may be located in the
cockpit and be manipulated by the operator or his
assistant. (This method affords the use of the
same preservative compound contained in the
engine oil system during the preservation run and
this eliminates the need of a supplementary tank
for preserving the induction system). Make sure
that the control valve is in the closed position.
Block off or by-pass the oil cooler to produce a
minimum oil inlet temperature of 95ºC (203ºF)
during the preservation run.
CAUTION: Do not exceed 120ºC (250ºF) oil inlet
temperature.
2-14 Effective 01/01/08

Table 2-1: ENGINE PRESERVATION PROCEDURES (Continued)

Days Days
Start the engine and then continue to run (on

normal service fuel) at idling speed for at
least 15 minutes, using the corrosion
preventive mixture as lubricant. At the end of
the run, open the throttle to attain a speed of
1500 RPM to ensure propeller rotation of
approximately 30 revolutions after the
mixture control is moved to idle cut-off.
CAUTION: Do not operate in excess of 1500
Preservation RPM when engine is serviced with
X X
Run preservative oil.
With the throttle advanced as described, and
with the oil temperature at not less than 95ºC
(203ºF) open the control valve to allow the
engine preservation mixture to be introduced
into the induction system. When the exhaust
stacks are smoking profusely, move the
mixture control to idle cut-off position to stop
the engine. After the engine has stopped,
close the control valve within five seconds.
While the engine is still warm, drain the
corrosion preventive mixture from the engine,
Mixture the lines, and the oil tank. Remove the X X
Drainage pressure and scavenge oil screens;
thoroughly clean and reinstall all parts
removed to facilitate draining.
Disconnect the spark plug leads and remove
the spark plugs. Install protector caps on the
spark plug lead connectors. Clean the spark
plugs in clear, unleaded gasoline and dry
Spark Plugs them with compressed air. Coat the spark X X X
plug threads with a light oil or suitable rust
inhibitor and store them in a dry place.
Install protector caps on both ends of the
plugs if special cylindrical protective cartons
are not available.
Effective: 01/01/08 2-15


Days Days
Thoroughly spray each exhaust valve with

corrosion preventive mixture through the
spark plug holes or the exhaust ports. Be
sure each exhaust valve is fully open when it
Exhaust Valves is being sprayed. Rotate the propeller shaft X X X
at least four revolutions in the normal
direction of rotation to work the mixture into
the exhaust valve guides. Install the exhaust
port covers.
It will not be necessary to remove the
rockerbox covers and spray the rockers if the
engine was preserved at the specified oil
temperatures. Engines preserved under low
Rocker boxes temperature, or if the alternate method of X
treating cylinder bores is used, must have
the rockerbox covers removed and the
rockers, valve springs, washers, and valves
sprayed with corrosion preventive mixture.
Remove any parts of the installation that
prevent access to the thrust bearing cover.
Preserve the thrust bearings of engines
incorporating a drilled passage through the
thrust bearing cover plate by removing the
pipe plug, installing a suitable tapered thread
connector, and pumping corrosion preventive
mixture (at room temperature) into the
passage at 80 PSI minimum pressure for at
Thrust Bearings X X
least 15 seconds. Remove the connector
and reinstall the pipe plug.
On those engines not incorporating a drilled
passage in the thrust bearing cover plate,
remove the thrust bearing cover plate;
thoroughly spray the exposed portion of the
thrust bearings with the preservative mixture;
then reinstall the cover plate and tighten to
the recommended torque.
2-16 Effective 01/01/08


Days Days
With the piston at the bottom of its intake

stroke, spray hot, 99ºC to 140ºC (210ºF to
220º F), corrosion preventive mixture into the
front spark plug hole of each cylinder and in
the same sequence as the firing order. This
spray should be deposited on the inlet valves
and the cylinder walls.
Rotate the propeller shaft at least six
revolutions to ensure piston ring coverage for
each cylinder, without turning the propeller
shaft, to cover the cylinder walls. Do not turn
the propeller shaft after this spraying of the
cylinders. If the shaft is turned the spraying
procedure must be repeated.
NOTE: Do not apply excessive amounts of
material. All that is necessary is a uniform
thin coating on all surfaces. Excessive
amounts of material do not contribute to the
preservation; they cause difficulty at the time
Cylinder X X X
of depreservation and increase the chances
Treatment
of hydraulic lock.
It is of the utmost importance that personnel
entrusted with the cylinder spray operation
be properly trained in the techniques
required. It is recommended that the
operator practice on dummy cylinders until
the desired even coat can be applied. The
type of spray pattern formed can be
observed by spraying into a suitable
receptacle. The recommended procedure
to be used by the operator is as follows:
a. Place the preservative mixture in the
reservoir; heat to the correct operating
temperature; and mix thoroughly.
Premixing and preheating the compound
prior to placing it in the reservoir will be a
time saver.
b. Close the vessel and connect the gun
and all lines.
Effective: 01/01/08 2-17


Days Days
c. Discharge the gun into a clean container

until a uniform spray is produced at the
nozzle. The mixture discharged during
this operation should be retained for the
final operation.
d. Insert the discharge tube of the gun into
the cylinder and determine the position
of the piston. Use the free hand to mark
the distance the gun will travel into the
cylinder to come to a point just short of
the piston. Withdraw the gun tube until
Cylinder the nozzle is at the spark plug opening.
Treatment e. Start spraying. As soon as the target is X X X
pressed move the gun so that the nozzle
(Continued)
will travel slowly from the spark plug
opening to the piston, but without
touching the piston head, then back to
the spark plug opening where the trigger
should be released immediately.
f. Proceed at once to spray each of the
remaining cylinders in the same manner.
If the spray gun will be idle more than
one minute, repeat step c. to ensure that
a slug of cold preservation compound is
not ejected, and that a fine even spray is
obtained.
Install dehydrator plugs in the spark plug
holes of all cylinders and tighten them to the
recommended torque. Do not remove the
moisture seals from the plugs until ready to
install. On those engines incorporating a
front crankcase breather, disconnect the
breather and install a dehydrator plug in the
Dehydrator
case. On those engines not incorporating a X X X
plugs
front crankcase breather, remove the
governor, install a governor pad shipping
gasket and cover, then install a dehydrator
plug in the cover.
Install dehydrator plugs in all suitable
openings in the main, collector and rear
crankcases.
2-18 Effective 01/01/08


Days Days
Clean the exposed surfaces of the propeller

shaft with dry cleaning solvent, Stoddard
Solvent or equivalent; then follow with an
application of finger print neutralizer, and
dry. Coat the surfaces with soft film
corrosion preventive compound. After the
compound has set, protect the surfaces by
Propeller Shaft wrapping with a suitable acid-free waxed X
paper and secure with tape. Install a
propeller thread protector. If the hoisting
eye is installed, which will be needed to
place the engine in the shipping container,
installation of the shipping cap should be
delayed until after the engine is secured to
the base of the packing box.
Drain the fuel from the engine driven fuel
pump and the oil from the propeller
governor and flush with corrosion preventive
mixture while rotating the crankshaft to
Accessories ensure complete preservation of all internal X X
parts. All accessories not attached to the
engine should be treated for proper storage
preparation. Drain the excess oil and wrap
these accessories in acid-free waxed paper.
Remove all accessory drive cover plates.
Accessory Cover the drive ends with corrosion X
Drives preventive mixture; then reinstall the cover
plates.
Seal all engine breathers and blast tube
lines to the accessories with moisture
resisting plugs and covers. Seal the
magneto vents, all oil inlet and outlet
connections, and other openings not
otherwise covered by plates or covers with
Openings X X
moisture resistant sealing tape.
Install dehydrating agent in the exhaust
stacks and then seal with moisture resistant
sealing tape; or install exhaust port covers
between the cylinder exhaust ports and the
exhaust stacks.
Effective: 01/01/08 2-19


Days Days
When a carburetor is to be out of service for

a period exceeding 10 days, prepare for
storage in accordance with one of the
methods outlined in the following
instructions. Use Naphtha for cleaning.
Use engine oil for preservation purposes.
Remove the carburetor from the engine;
then remove the drain plug in the bottom of
the flat bowl, and drain all gasoline from the
carburetor through this opening and the
carburetor fuel inlet. A few strokes of the
throttle lever will pump out any gasoline that
may have collected in the accelerating
pump system.
After the carburetor has been drained
thoroughly, place the carburetor on its top
flange. Install a fitting in the carburetor
Carburetor drain and attach an oil line. Pump in X X X
slushing oil until the oil flows from the
discharge nozzle. The slushing oil pressure
applied to the carburetor should not exceed
3 to 4 pounds per square inch. If a pump is
not available, the oil may be poured in
providing precautions are taken to ensure
complete slushing.
When the oil flows from the discharge
nozzle, disconnect the oil line and replace
the drain plug. Set the carburetor in an
upright position and operate the throttle
lever until oil is discharged from the
accelerating pump discharge nozzle.
Place the throttle valve in the closed
position and adjust the throttle stop to obtain
the maximum throttle opening; then lockwire
the throttle valve in this position against the
stop.
2-20 Effective 01/01/08


Days Days
When the carburetor is removed from the

engine, secure two ½ pound bags of
Carburetor dehydrating agent to the inside of the
opening in the carburetor mounting flange cover. Secure X X X
rear case the cover to the flange, using acid-free
waxed paper as a gasket between the cover
and the flange. Seal the parting line of the
cover and flange with tape.
Inspect the engine carefully, checking all
External nuts and bolts for tightness. Inspect for
loose or broken safety wire, missing plugs, X X
Inspection
or damaged parts. Make certain that the
intake pipes are tight at both ends.
Place a warning tag on the propeller shaft
and a similar tag in the airplane cockpit,
Warning Tag stating that the propeller or the propeller X X X
shaft must not be turned until all the
dehydrating materials have been removed
from the engine.
All dehydrator plugs must be inspected
every seven days and the color of the
dehydrating agent compared with that on
the humidity indicator. Any plugs, indicating
a relative humidity of more than 20 percent
are unsafe and should be replaced. When it
Inspection becomes necessary to replace a dehydrator X X X
plug, the dehydrating agent in the exhaust
pipes and in the carburetor mounting flange
cover should also be replaced. If frequent
replacement of a particular plug becomes
necessary, the section of the engine in
which that plug is located should be
checked for inadequate sealing.
Effective: 01/01/08 2-21

metal distortion, broken spot welds,

INSPECTION corrosion, condition of paint, and any
In Table 2-2 (next page), items to be other apparent damage.
inspected and the maximum inspection d. Wiring is to be checked for security,
intervals are listed. Details of how to chafing, burning, defective insulation,
check or what to look for are common and loose or broken terminals, heat
knowledge to licensed mechanics, but are deterioration, and corroded terminals.
described generally below. Specific e. Bolts in critical areas are to be
checks can be found in relevant sections checked for correct torque, or when
of this manual. visual inspection indicates the need for
a torque check. See Table 2-3, Torque
INSPECTION CHECK LIST Chart.
Ref. Figure 2-3 f. Filters, screens, and fluids are to be
checked for cleanliness, contamination
GENERAL INSTRUCTIONS
and/or need of replacement at
a. Movable parts are to be checked for specified intervals.
lubrication, servicing, security of
This Manual contains information on
attachment, binding, excessive wear,
aircraft systems and operating procedures
safety, proper operation, proper
required for safe and effective
adjustment, correct travel, cracked
maintenance. It shall not be used as a
fittings, security of hinges, defective
substitute for sound judgment.
bearings, cleanliness, corrosion,
deformation, sealing, and tension. Inspection intervals are greatly influenced
b. Fluid lines and hoses are to be by particular operational priorities,
checked for leaks, cracks, dents, operating conditions, environment, and
kinks, chafing, proper bend radius, routine inspection results.
security, corrosion, deterioration, Perform the tasks shown in the following
obstructions, and foreign matter. Inspection Chart at the prescribed
c. Metal parts are to be checked for intervals, or more often if necessary.
security of attachment, cracks, and
Figure 2-3: R1340 Servicing and Inspection Guide
2-22 Effective 01/01/08

Table 2-2: INSPECTION CHECK LIST
Daily
100
400
hrs
hrs
hrs
50
A: PROPELLER
On counterweighted propeller move blades to low

1. pitch and check exposed portion of piston for X
corrosion, galling or nicks.
Inspect the hub parts for cracks and corrosion and
2. X
fasteners for security.
3. Check hub for grease and oil leaks. X
Check piston tightness. Refer to Section 4 for
4. X
specifics.
Check security of counterweight bearing and shaft
installation. Check clearance between counter-
5. weight bracket and bronze thrush washer. X
Minimum clearance should be 0.003 to 0.006
inches. Refer to Section 4 for specifics.
Lubricate the propeller with Aeroshell 6 grease
only. Remove the rear “Zerk” fitting from each
blade clamp. Using a hand operated grease gun,
grease each forward fitting slowly. Lubrication is
6. X
complete when grease emerges from the rear in a
steady flow with no air pockets or moisture, and
has the color and texture of the new grease.
Reinstalled the rear “Zerk” fittings.
Inspect exterior parts of propeller blades for
corrosion, bends, nicks and cracks. Carefully
7. X
examine leading and trailing edges and tip for
developing cracks.
Check that prop governor belcrank is hitting stop
8. X
in full low pitch.
B: ENGINE EXTERNALS
Daily
100
400
hrs
hrs
hrs
50
REFER TO THE ENGINES’ APPROPRIATE PRATT & WHITNEY

MAINTENANCE MANUAL FOR PERTINENT DETAILS ON
ENGINE INSPECTION
Check the tubing, wiring, control linkages, and

1. hose assemblies for security of all the accessible X
connections, clamps, and brackets.
Check tubing, wiring, control linkages and hose
2. assemblies for evidence of wear, chafing, cracks, X
and corrosion.
Lubricate interconnecting rod ball ends, where
3. X
applicable.
Effective: 01/01/08 2-23

Daily
100
400
hrs
hrs
hrs
50
B: ENGINE EXTERNALS (Continued)

4. hose assemblies for evidence of fuel and oil X
leakage.
5. hose assemblies for loose nuts and broken safety X
wire.
6. Check the crankcase for cracks, distortion, and X
corrosion.
7. Check the dishpan for cracks and security of X
brackets and seals.
Check the exhaust pipes for cracks, distortion
8. X
and signs of burning.
9. Check the propeller shaft seal for oil leaks. X
Check engine mount for cracks, particularly in
welded areas. Check rubber isolators for splits,
10. X
cracks and deterioration. Check fasteners for
security.
Check the security of the accessories and
11. X
linkages.
12. Check cylinders for exterior condition. X
Daily
100
400
hrs
hrs
hrs
50
C: ENGINE OIL SYSTEM
CAUTION
Do not mix different brands or types of oil
when changing oil or when replenishing the
oil between oil changes.
Check lines and connections for leaks, cracks,
1. chafing and security. Check line clamps for X
condition and security.
Check oil tank for leaks and security. Check
2. chafe-pads for wear. Check filler cap for condition X
and security.
Check oil cooler for leaks and brackets for X
4.
security.
5. Inspect oil cooler scoop inlet area to ensure good X
airflow through cooler.
2-24 Effective 01/01/08

Daily
100
400
hrs
hrs
hrs
50
C: ENGINE OIL SYSTEM (Continued)
Remove all sump plugs and examine cavity for

metal particles. Metal particles found in a new
engine installation do not necessarily mean
trouble, but should be investigated anyway. If no
problems are found, change oil and ground test
6. X
the engine. Persistent metal particles or if an
older engine starts producing them, an engine
change may be warranted. If this is the case, the
oil cooler should also be changed and the oil tank
and all oil lines and hoses should be cleaned.
7. Remove, inspect, clean, and reinstall engine X
scavenge oil strainer.
8. Check the oil level. X X X
Oil change recommended every 50 hours (except

9. for initial ground run. See pg. 4-10). Refer to X
Section 4 for applicability of engine pre-oiling.
Daily
100
400
hrs
hrs
hrs
50
D: ENGINE FUEL SYSTEM
Remove, clean and reinstall finger strainer in

1. X X
carburetor.
2. Check the carburetor for security and linkages. X
3. Check the primer lines for leaks and security. X X
4. Check the inlet manifolds for cracks and security. X X
5. Check fuel pump seals by watching overboard

X X
drains during engine run-up.
Daily
100
400
hrs
hrs
hrs
50
E: AIR INDUCTION SYSTEM
Inspect the backfire flapper on the bottom of the

air filter for free motion and strong spring closure.
1. X X
Check condition of leather seal on flapper and
replace if necessary.
Check the air induction duct from the air filter to
2. the carburetor alternate air box for cracks, leaks X
and security
Effective: 01/01/08 2-25

THRUSH AIRCRAFT, INC – MODEL S2R-R1340 THRUSH 600
Daily
100
400
hrs
hrs
hrs
50
E: AIR INDUCTION SYSTEM (Continued)
Inspect the air filter cartridges for dirt & dust

3. accumulation. If cartridges are significantly X X
clogged, replace the cartridges.
Check the carburetor inlet box for cracks. Check
the operation of the carburetor heat flapper for
4. X
free and complete motion, and carburetor heat
control for function and security.
Check the carburetor heat muff around the
5. exhaust manifold for cracks, distortion and X X
clearance from exhaust pipes.
Daily
100
400
hrs
hrs
hrs
50
F: AIRFRAME FUEL SYSTEM
Draw fuel samples from wing tanks, header tank

1. and firewall fuel filter bowl. Check for any debris, X X
sediment, or water and take corrective action if
any is found.
2. Inspect, clean and reinstall firewall fuel filter. X
* NOTE *
On new aircraft, check the firewall fuel
filter after each flight until there is no
evidence of contamination. Check the
filter after the first flight or ground run
when any upstream component is
replaced.
3. Check the fuel boost pump for security and

X
upstream fuel leakage.
Turn the fuel boost pump on and to check X
4.
operation and the downstream fuel lines for leaks.
Check boost pump seals by observing overboard
5. drain while pump is running and has the fuel X
system pressurized.
6. Check operation of primer pump momentarily and X
look for leaks.
Inspect the fuel lines and supports for
7. X
deterioration, twists, kinks and security and for
signs of chafing.
2-26 Effective 01/01/08

Daily
100
400
hrs
hrs
hrs
50
F: AIRFRAME FUEL SYSTEM (Continued)
Inspect throttle and mixture control actuating rods

8. X
and mechanisms for connections, cracks, chafing
and security.
Check the fuel shutoff valve for leaks in both the
9. X
open and closed positions. Ensure smooth valve
handle operation and lock-out function.
Check the fuel tank gauges for proper operation.
10. X X
Rock the wings to slosh the fuel to see that the
floats and pointers are free.
11. Check tightness of all fittings (tank and line X
connections) and appropriate use of safety wire.
12. X
Check header tank for security, leaks and chafing.
13. Check fuel tank vent system for leaks and signs of X
chafing.
14. X X
Drain fuel vent system drains.
*NOTE*
When a fuel system problem is
found, refer to section 5.
Daily
100
400
hrs
hrs
hrs
G: IGNITION SYSTEM 50
Check the spark plugs for erosion. Clean and gap

1.
(.015 - .018) and perform an operation test. X
2. Check the magnetos and ground wires for security

X
and condition.
3. Check the ignition cables for chafing, wear, loose
X
connections and security.
4. Check APU receptacle, cables and terminals for
X
security and condition.
Daily
100
400
hrs
hrs
hrs
50
H: MAIN LANDING GEAR
Check the main landing gear attach-fittings and X X

1.
pivot bolts. Replace bolts if worn.
Check the tires and tubes, wheels, and brake X X
2.
discs and lining for general condition.
3. Check the spindle for straightness and tightness. X
Effective: 01/01/08 2-27

Daily
100
400
hrs
hrs
hrs
50
H: MAIN LANDING GEAR (Continued)
Inspect rubber shock biscuits for distortion, splits

or evidence of compound deterioration. Inspect
4. shock strut attachment bolts and replace if worn or X
distorted. Use proper close tolerance NAS bolts
for replacements, not AN hardware.
Check tripod for cracks, especially in the area of
5. X
welds.
Check condition of wheel bearings and lubricate
with MIL-G-81322 (Aeroshell 22) grease as
6. X
required. Reassemble all wheel bearings. (See
chapter 6 for pertinent data.)
Daily
100
400
hrs
hrs
hrs
50
J: HYDRAULIC SYSTEM
Check the master cylinders, parking brake valves,

7. brake lines, brake calipers, all brake fittings, and X
brake bleeders for leakage, general condition, and
security.
Check brake fluid level in each master cylinder
8. X
and top off with fresh MIL-H-5606 aviation
hydraulic fluid as required.
Check the operation and holding ability of the
9. X X
brake pedal and parking brakes. Bleed hydraulic
systems if required.
Daily
100
400
hrs
hrs
hrs
50
K: TAIL GEAR
Remove, clean, and inspect leaf spring forward

attach bolt P/N NAS6206-38D every 100 hours.
Upon reassembly lubricate bolt and leaf spring
1. hole with Snap-on™ General Purpose Anti-seize X
or equivalent or MIL-G-81322 (Aeroshell 22)
grease. Torque to specifications I/A/W Torque
chart (figure 2-7). Replace MS24665-300 cotter
pin after each inspection.
2. Inspect tailwheel leaf spring for corrosion and X
cracks. Replace leaf spring as needed.
2-28 Effective 01/01/08

Daily
100
400
hrs
hrs
hrs
50
K: TAIL GEAR (Continued)
Inspect all bolt holes for elongation. As a general

rule, replace components with holes that are out-
of-round by 0.005” or more.
CAUTION
3. X
Replacement of the leaf spring
forward attach bolt P/N NAS6206-
38D with a larger diameter bolt is
not approved. The leaf spring
may not be “drilled out” for a
larger bolt.
Inspect upper and lower leaf spring support blocks,

and attachment hardware for wear, corrosion, and
cracks. Ensure that the leaf spring support blocks
grip the leaf spring tightly to prevent leaf spring
movement fwd. and aft. Ensure flexible sealant
around contact edges of support blocks, lower
support block spacer and leaf spring is intact to
prevent collection of potential corrosive material in
this area. Lubricate 2 ea. Trunnion Zerk (grease)
4. fittings with MIL-G-81322 (Aeroshell 22). X
(NOTE: If the tail gear spring and mount
components have been removed and reinstalled,
seal the contact edges where the spring, P/N 5079-
1, upper bracket, P/N 94131-9, lower bracket P/N
94131-11 and spacer P/N 95434-15 come together
with a high quality flexible silicone sealant or fuel
tank sealant to AMS-S-8802 (formerly MIL-S-8802)
to help block the collection of potential corrosive
contaminants in this area.)
Check unlocking cable and locking pin mechanism
5. X
for security and free movement. Check for
excessive wear of locking pin and plate.
Inspect the tire, wheel body and bearings, spindle,
6. X
and the fork for general condition
7. Check the pivot housing for cracks and corrosion. X
Check the taper bearings spindle and spline-shaft

8. for corrosion and wear. Grease bearings with X
MIL-G-81322 (Aeroshell 22) grease before
reassembling wheel.
Effective: 01/01/08 2-29

Daily
100
400
hrs
hrs
hrs
50
K: TAIL GEAR (Continued)
9. Check the centering springs for corrosion, X

attachment security and correct operation.
Daily
100
400
hrs
hrs
hrs
50
L: FUSELAGE SKINS
Inspect all panels and cowlings for cracks,

1. X
chaffing, paint and security of fasteners.
Check the Camloc receptacles for corrosion, wear,
2. X
and locking action.
Inspect cockpit enclosure skins for cracks, paint
3. X
and security.
Daily
100
400
hrs
hrs
hrs
50
M: HOPPER
Inspect the hopper baffles for security and

1. X
condition.
Check the hopper lid for condition of seal and
2. X
security of latches.
Inspect the hopper for evidence of leaks and for
3. X
general condition.
Check the gate for evidence of leaks and for
4. X
proper operation.
Check the hopper vent tube for corrosion and
5. X
security.
Check the gaskets on both the return and outlet
6. X
lines.
Check emergency shut-off valve for leaks and
7. X X
proper operation
Check the hopper gate handle and the push rod
8. for cracks around the welds. Check the condition X
of the push rod boot.
Daily
100
400
hrs
hrs
hrs
50
N: WINGS
Inspect the aileron brackets for cracks and

1. X
security.
Check the boots at the aileron push rod entrance
2. X
to the wing root for condition and security.
2-30 Effective 01/01/08

Daily
100
400
hrs
hrs
hrs
N: WINGS (Continued)
50
Check for deposits of chemicals around and
3. behind the wing center section and all attachment X
fittings. Check closely for corrosion. Keep clean.
Inspect the wing skins for cracks, loose rivets,
4. X
general condition of the paint, and corrosion.
5. Check the spray booms attach points for security. X
Inspect the front and rear spar flanges, ribs, and
6. X
other internal structures for cracks and corrosion.
Check the pitot line in the right wing for security
7. X
and for air leaks. Eliminate any low spots.
Inspect the spar and spar caps for cracks and See Section 11 for mandatory
8. inspections of this area.
signs of loose fasteners
Inspect the wing/fuselage attach angles for signs
9. X
of cracks and corrosion.
Inspect aft spar-to-fuselage attach bolts for
10. X
condition and torque.
Inspect wing attach angle-to-fuselage bolts (4 per
11. X
side) for condition and torque.
Inspect wing spar to attach angle bolts (6 per side)
12. X
for condition and torque.
Inspect the wing splice, between the wing roots,
for cracks, loose fasteners and signs of relative
motion between parts. Pay special attention to the
13. lower spar caps where the splice blocks attach. It X
is recommended that they be carefully inspected
with a 10 power magnifier in the area of the first
two (outbd.) bolts.
Daily
100
400
hrs
hrs
hrs
50
P: FUSELAGE FRAME
Inspect the fuselage tubing for signs of corrosion

1. or cracks, particularly around welds and in the X
hopper area.
Check for elongated holes in the engine mount X
2.
fittings and bell crank mounts.
Inspect main landing gear attachment fittings,
3. shock strut attach fittings and tail gear trunnion X
fittings for security, cracks, and corrosion.
Effective: 01/01/08 2-31

Daily
100
400
hrs
hrs
hrs
50
P: FUSELAGE FRAME (Continued)
Check the condition of the paint and refinish, if X

4.
necessary.
Check all tubes, fittings etc. of frame for paint X
5.
integrity and refinish as necessary.
Daily
100
400
hrs
hrs
hrs
50
Q: CONTROL SYSTEMS
Check all turnbuckles for corrosion and for proper

1. X
lock wiring.
Inspect all cables and end fittings for wear. Check
cables for correct tension. Inspect all witness/
2. inspection holes with a piece of .032” safety wire X
to insure that all end fittings are screwed far
enough onto the turnbuckles.
Check all push rods for loose bearings, endplay,
3. X
straightness and paint condition.
Check idlers and bell cranks for binding, wobble or
4. X
slack.
Inspect the rudder pedals and the support
5. X
brackets for general condition.
Inspect the attachment of the control stick to the
X
6. main torque tube for slack and bearing wear.
Check control stick to main torque tube bolt for
7. X
proper torque (65 to 70 in. lbs.)
Check the aileron control stops for tightness and
8. X
for condition of fittings.
Inspect all push-pull tubes rod-end jam nuts for
security. Inspect all witness/inspection holes with
9. a piece of .032” safety wire to insure that all rod- X
ends are screwed far enough onto the push-pull
tubes.
Inspect the push rods for clearance to the
10. X
structure.
Inspect the trim systems for correct operation and
11. X
for general condition.
X
Remove control stick from main the torque tube.
12. 500
Inspect bolt and bearings and replace as required.
Hours
2-32 Effective 01/01/08

Daily
100
400
hrs
hrs
hrs
50
R: EMPENNAGE
Check the travel of the movable surfaces.

Elevator up....................... 27 degrees ±1 degree
Elevator down .................. 17 degrees ±1 degree X
1.
Rudder ............................. 24 degrees ±1 degree
Tab up................................ 8 degrees ±1degree
Tab down ......................... 22 degrees ±1 degree
Check for warped contours of the fixed surfaces
2. X X
due to improperly tightened brace struts.
Inspect horizontal stabilizer “V” struts, fittings, and
3. X
hardware for security, cracks and corrosion.
Inspect all hinges for wear. Replace sealed
4. X
bearings, if needed. Lubricate hinges.
5. Check security of all screws and bolts. X
6. Check the external skins for general condition. X
7. Check the drain holes for obstruction. X
Daily
100
400
hrs
hrs
hrs
50
S: AILERONS AND FLAPS
Check the control movements.

Aileron up......................... 21 degrees ±1 degree
1. X
Aileron down .................... 17 degrees ±1 degree
Flap down ........................ 15 degrees ±1 degree
Aileron servo tabs
a. Check security of hinges
2. b. Check for looseness of rod ends and bolts. X
c. Check for freedom of travel.
d. Lubricate hinges.
Check the security of the counterweights, which X
3.
are installed in the leading edges of the ailerons.
Inspect all hinges for wear. Replace sealed X
4.
bearings, if needed. Lubricate hinges
5. Check security of all screws and bolts. X
6. Check the external skins for general condition. X
Effective: 01/01/08 2-33

Daily
100
400
hrs
hrs
hrs
50
S: AILERONS AND FLAPS (Continued)
7. Check the drain holes for obstruction. X

Inspect all the skins and ribs for cracks, loose
8. X
rivets, general condition, and corrosion.
Inspect the flap push rods, mounting brackets,
9. X X
torque tube, and bearing housings.
Inspect the flap actuator motor and worm drive for
10. general condition and freedom of travel. Lubricate X
worm drive.
Daily
100
400
hrs
hrs
hrs
50
T: COCKPIT
Check the condition of the instrument markings

1. X X
and the placards.
Check the instrument lines for leaks, security, and
2. X
chafing.
Check the hopper for leaks and security of
3. X
mechanism.
Check the security and condition of the seat belts,
4. X
shoulder harness, and inertia reels.
Check the seat for security and proper adjustment
5. operation. Check the seat fabric for general X
condition.
Check the windshield and windows for cracks,
6. X
crazing or scratches, and missing screws.
Check the doors for security of hinges and for
7. X
correct operation of door locks.
Check operation of flight & engine controls to
8. X X
ensure proper operation and installation.
Daily
100
400
hrs
hrs
hrs
50
U: ELECTRICAL SYSTEM
1. Check the battery charge and water level. X X

Check battery relays, spike diodes, regulator,
2. X
fuses, and switches for security.
3. Check all wiring for chafing and clamping. X
4. Check all terminals for security and corrosion X
5. Check the battery’s vent hose for security and
X
deterioration.
2-34 Effective 01/01/08

BATTERY MAINTENANCE AIRFRAME MAINTENANCE

The 24-volt battery is installed in the CORROSION CONTROL
engine compartment between the engine Cleanliness is the key to corrosion
and firewall. Access is gained to the control/prevention on the Thrush. Side
battery by removal of the right side skins are attached with easily removable
cowling. Battery servicing involves adding quarter turn fasteners so the fuselage
distilled water to maintain electrolyte level interior can be made completely
of at least 3/16 inch over the separators, accessible quickly. Daily cleaning of the
checking the cable connections, and aircraft exterior and interior is highly
neutralizing or cleaning any spilled recommended. During the working season
electrolyte or any corrosion. Use cleaning intervals should never be more
bicarbonate of soda and clean water to than a week.
neutralize corrosion. Follow with a
thorough flushing of clean water and wipe Clean the aircraft prior to performing any
dry. Clean the cable and terminal inspections on the airframe or engine.
connections with a wire brush and coat Before removal of detachable skins,
with petroleum jelly to minimize corrosion. fairings, and cowlings wash all exterior
surfaces of the aircraft with plain water and
CAUTION any commercial soap or detergent. Soap
and detergent are organic chemicals and it
Do not allow the bicarbonate of is important that all traces be removed by
soda to enter the battery filler flushing with plain water.
openings, as it will neutralize the *NOTE*
electrolyte, which could Certain chemicals cannot be
permanently damage the removed effectively by detergent
batteries. solutions. Special cleaning
A hydrometer test of the battery’s solution agents are available for that
should be made each 50 hours of purpose. Be careful, however,
operation, or more often in hot weather. If that they will not harm the
the specific gravity tests 1.240, the battery corrosion protection properties
should be removed and recharged. The of the finish. It is suggested that
solution levels should be examined and, chemical suppliers be contacted
when necessary, add distilled water to for cleaning agents that are
maintain the minimum level of 3/16 inch suitable for those special needs.
over the separators. If distilled water is A regular and thorough cleaning of both
added, do it just prior to recharging so that the interior and exterior of the aircraft is a
the added water mixes with the solution. major part of corrosion control. All areas of
When the recharging is completed, the the aircraft are accessible for cleaning by
specific gravity should be between 1.275 removal of the panels. The cleaning
and 1.300. procedure that follows is recommended for
The battery should be checked for isolation general purposes.
from the case. A voltmeter can be used to a. Wash all exterior surfaces of the
check between the positive cell and the aircraft with plain water and any
case. A ground fault exists if there is a commercial soap or detergent. Soap
reading on the voltmeter. A dated service and detergent are organic chemicals,
record shall be attached or stamped on the and it is important that all traces be
terminal side of the battery to indicate that removed by flushing with plain water.
the battery has been capacity tested.
Effective: 01/01/08 2-35

b. Detach all removable panels from the c. Apply one thin spray coat of Epoxy
aircraft. Wash down the rear fuselage primer with Epoxy hardener. Allow
aft of the wing trailing edge. Tube time to dry.
joints, skin bends, and so forth should d. Mix the required quantity of
receive particular attention. Remove Polyurethane (follow the directions on
excess moisture after flushing. the can) with the prescribed amount of
c. The forward fuselage and engine activator. Spray a smooth and even
section should not be cleaned with coat directly onto the primed surfaces.
water unless close attention is made to Apply at least two coats and allow time
avoid removal of lubricants and to for drying between the coats.
avoid possible rusting of components
and hardware. A general purpose, WINDSHIELD
non-corrosive cleaning agent, such as An anti-static type of plastic cleaner, such
PD-680, mineral spirits or Safety as Mirror Glaze or equivalent, is
Kleen, is preferred in those areas. recommended for best cleaning. The side
d. Particular attention should be given to windshields are plastic and should not be
the wing center splice fittings and the cleaned with gasoline, alcohol, acetone,
attachments of the oil cooler, hopper and lacquer thinner, or window cleaning
and engine mount. spray. Those fluids will soften the plastic
e. Hopper cleaning should be and cause crazing. Avoid rubbing the
accomplished at the end of each plastic surface with a dry cloth, as that can
working day. A good commercial cause scratches and build up an electrical
detergent should be used and followed charge (static) which will attract dust
by a thorough flush with water. Leave particles. If scratches are visible after
the hopper door and gate open for removing the dust accumulation, finish the
thorough drying. plastic with a quality grade of commercial
PAINTED SURFACE REPAIR: The aircraft wax. Apply the wax in a thin, even coat
exterior is painted with ultra gloss and carefully buff out with a soft cloth. Do
polyurethane. The forward upper glare not buff or polish in one area for more than
shield part is painted over with flat black a brief period of time. The heat generated
polyurethane. The fuselage frame is by rubbing the surface may soften the
painted with a primer, and then painted plastic and may produce visual distortion.
with a gray Ultrathane. The middle section of the windshield is
All repairs involving refinishing should be safety plate glass for better resistance to
painted to the original specifications. The scratching and bird strikes. It is enclosed
following procedures should be carried out in an aluminum frame.
step by step. HOPPER REPAIR
a. Sand part to bare metal using 180 grit Hopper repair may be accomplished in
or finer emery paper or wet-or-dry accordance with the instructions contained
paper. Avoid removal of cladding with in Section 9.
the Alclad parts, whenever possible.
b. Thoroughly clean area with isopropyl FUEL TANK REPAIR
alcohol, a solvent, or thinner. Remove Fuel tank repair may be accomplished in
this cleaning agent before it dries with accordance with the instructions contained
a clean dry cloth so that no oily film in Section 5.
remains.
2-36 Effective 01/01/08

Table 2-3: TORQUE CHART

BOLTS FINE BOLTS
STEEL - TENSION THREAD STEEL - TENSION STEEL - SHEAR STEEL
AN 3 thru AN 20 SERIES MS 20004 thru MS 20024 NAS 333 - NAS 340 ANY
AN 42 thru AN 49 ONLY NAS 144 thru NAS 158 NAS 464
AN 73 thru AN 81 NAS 624 thru NAS 644 NAS 583 - NAS 590
AN 173 thru AN 186 NAS 1202 thru NAS 1210 NAS 1103 thru
AN 509 NK9 NAS 1303 thru NAS 1320 NAS 1120
AN 525 NK525 NAS 6603 thru NAS 6620 NAS 6203 - NAS 6220
MS 20033 thru MS 20046 NAS 172
MS 20073 NAS 174
MS 24604 NAS 517
MS 27039
NUTS NUTS
STEEL - TENSION STEEL - SHEAR STEEL - TENSION STEEL - SHEAR
AN 310 AN 320 AN310 AN320 MS17826
AN 315 AN 364 AN315 AN364
AN 363 MS 17825 AN363 MS 17825
AN 365 MS 20364 AN365 MS 20364
MS 17829F MS 21083N MS18729F MS 21083N
MS 20365 MS 21245 MS20365 MS 21245
MS 20500 NAS 679 MS20500 NAS 679
MS 21042 NAS 1022N or A MS21042 NAS 1022N or A
MS 21044N NAS 1291 MS21044N NAS 1291
MS 21045 MS21045
NAS 1021 NAS 1021
Torque Limits, in# Torque Limits, in# NUT/BOLT Torque Limits, in# Torque Limits, in#
Min. Max. Min. Max. SIZE Min. Max. Min. Max. +/- 5%
12 15 7 9 8-36 -- -- -- -- --
20 25 12 15 10-32 25 30 15 20 16
50 70 30 40 1/4-28 80 100 50 60 35
100 140 60 85 5/16-24 120 145 70 90 70
160 190 95 110 3/8/24 200 250 120 150 100
450 500 270 300 7/16-20 520 630 300 400 180
480 690 290 410 1/2-20 770 950 450 550 240
800 1,000 480 600 9/16-18 1,100 1,300 650 800 320
1,100 1,300 660 780 5/8-18 1,250 1,550 750 950 480
2,300 2,500 1,300 4,500 3/4-16 2,650 3,200 1,600 1,900 880
2,500 3,000 1,500 4,800 7/8-14 3,550 4,350 2,100 2,600 1,500
3,700 4,500 2,200 3,300 1-14 4,500 5,500 2,700 3,300 2,400
5,000 7,000 3,000 4,200 1 1/8-12 6,000 7,300 3,600 4,400 4,000
9,000 11,000 5,400 6,600 1 1/4-12 11,000 13,400 6,600 8,000 5,600
CAUTION: Torque values are for dry threads. If oil contamination is suspected, clean threads with acetone.
NOTE: Tension nuts may be used on shear bolts, but shear nuts may not be used on tension bolts.
NOTE: For torque values for wing splice and wing attachment hardware, see Table 7-3
Effective: 01/01/08 2-37

LUBRICATION
For the lubrication requirements, refer to Figure 2-4: Lubrication Chart (9 sheets). Before
adding grease to fittings, wipe the fittings clean. Lubricate the fittings and wipe off the excess
lubricant. Lubricate the hinges with a squirt can or a brush moistened with oil. Wipe off the
excess oil to prevent accumulation of dirt and grit.
Figure 2-4: Lubrication Chart (Sheet 1 of 9)
WARNING
The drawings of Figure 2-4, sheets 1 thru 9, are for lubrication reference only.
They do not necessarily show proper assembly details and are not to be used as
assembly reference.
APPLICATION SYMBOL SPECIFICATIONS AND TYPE OF LUBRICANT
HAND PACK MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE
LUBRICATION GUN MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE
MIL-L-22851 (AEROSHELL OIL W 15W50) OR

OIL CAN
EQUIVALENT – LUBRICATING OIL
* NOTE*
Use only Aeroshell 6 in propeller.
2-38 Effective 01/01/08

Figure 2-4: Lubrication Chart (sht. 2 of 9)
Effective: 01/01/08 2-39

2-40 Effective 01/01/08

Effective: 01/01/08 2-41

2-42 Effective 01/01/08

Effective: 01/01/08 2-43

2-44 Effective 01/01/08

Effective: 01/01/08 2-45

2-46 Effective 01/01/08

SECTION 3
HYDRAULICS
TABLE OF CONTENTS
HYDRAULIC SYSTEM ................................................................................ 2

GENERAL DESCRIPTION ............................................................................................. 2
MASTER CYLINDER...................................................................................................... 2
FIGURE 3-1: BRAKE MASTER CYLINDER ............................................................ 2
FIGURE 3-2: BRAKE MASTER CYLINDER AND RUDDER PEDAL
INSTALLATION......................................................................................................... 3
BRAKE SYSTEM BLEEDING ........................................................................................ 4
FIGURE 3-3: HYDRAULIC BRAKES ....................................................................... 4
FIGURE 3-4: MAIN LANDING GEAR HYDRAULICS............................................... 5
PARKING BRAKES........................................................................................................ 6
Effective: 01/01/08 3- 1
HYDRAULIC SYSTEM pedals. As toe pressure is applied to the

pedals, a push rod and belcrank linkage
GENERAL DESCRIPTION moves an actuator rod, pushing a piston
Ref. Fig. 3-1 thru 3-4 in the master brake cylinder. This forces
hydraulic fluid into the brake lines and
The S2R-R1340 aircraft has two applies pressure to the appropriate
individual hydraulic systems using MIL- brake. A spring in the master cylinder
H-5606 “red” hydraulic fluid. Each main returns the piston to its original position.
landing gear utilizes a master brake A check valve allows hydraulic fluid into
cylinder for the operation of its brakes the master cylinder if the piston produces
and parking brakes. The master brake suction on its return stroke.
cylinder is connected to dual three-puck
disc type brake calipers by brake lines MASTER CYLINDER
that are supported by and clamped to the Ref. Fig. 3-1
airframe structure forward of the master
brake cylinder. The hydraulic brake lines The brake master cylinders contain the
are of rigid steel tubing, except for the actuating cylinder and a reservoir for
flexible hoses on the landing gear tripod MIL-H-5606 hydraulic fluid. The seals in
assembly. The master brake cylinder is the master cylinder have been changed
installed aft of the rudder-brake pedals to ones compatible with this fluid.
and is actuated by toe pressure on the
Figure 3-1: Brake Master Cylinder
3-2 Effective: 01/01/08

The master cylinder piston is actuated by

the push rod, which is in turn actuated by Hydraulic fluid reservoirs should be kept
a mechanical linkage to the rudder pedal at least half full. If brake “sponginess” is
(Ref. Fig. 3-2). Pushing the toe of the experienced, check the master cylinder
rudder pedal actuates this mechanism, reservoir first. If it is empty or nearly
moves the piston, and thereby forces empty, it should be filled and the brake
hydraulic fluid into the hydraulic line to system bled.
the wheel brakes. The piston is returned
by a spring so that hydraulic pressure is The master cylinders also have a lever
maintained only while the toe brake is which locks the push rod in place to hold
depressed. the parking brakes on.
Figure 3-2: Brake Master Cylinder and Rudder Pedal Installation
Effective: 01/01/08 3- 3
BRAKE SYSTEM BLEEDING ID clear plastic tubing, clean rags and

Ref. Fig. 3-3 extra MIL-H-5606 hydraulic fluid.
3. Put the clear plastic tubing on one of
If weak or “spongy” brakes are the bleeder valves at the bottom of
experienced, it most likely means that air the brake calipers and open the
has gotten into the hydraulic system for bleeder valve with a wrench. Direct
that side. Air in the brake lines the hydraulic fluid into a clean
compresses as the master cylinder is container.
actuated, allowing less pressure to get to 4. Have a helper in the cockpit actuate
the brake cylinders. the brake pedals slowly through a
number of full strokes, ensuring that
To eliminate this air the brakes must be the master cylinder reservoir does not
bled, as follows: run dry. Refill the master cylinder
reservoir as necessary.
1. Ensure that the master cylinder 5. Have the helper continue to operate
reservoir is full. Leave the filler cap the brake pedal until the stream of
off. hydraulic fluid coming out of the
2. Have available a clean container of at bleeder valve is completely free of air
least a pint capacity, a length of 3/16” bubbles.
Figure 3-3: Hydraulic Brakes
3-4 Effective: 01/01/08

6. Close the bleeder valve and place the the master cylinder hydraulic
plastic tube on the other bleeder reservoir.
valve. 9. Dispose of the hydraulic fluid bled
7. Bleed that caliper the same as above. into the container properly. DO NOT
It should not take more than two reuse this hydraulic fluid, as it may be
brake pedal strokes. contaminated.
8. Close that bleeder valve and top off
Figure 3-4: Main Landing Gear Hydraulics
Effective: 01/01/08 3- 5
An alternative method of bleeding the PARKING BRAKES

brakes is as follows: Ref. Fig. 3-2
Parking brakes are actuated by
1. Place a large clean container under depressing the brake pedals as normal
the master brake cylinder and uncap and then locking the pressure in the
the hydraulic fluid reservoir. brake system downstream of the master
2. Bleed the outlet hose of a “pressure cylinders.
pot” full of MIL-H-5606 “red” hydraulic
fluid until a steady stream of hydraulic Parking brakes are only for temporary
fluid comes out. parking. Any leaks or seepage of
3. Place this outlet hose over a bleeder hydraulic fluid from the brake system or
valve and then open the bleeder slippage of the master cylinder plunger
valve. will slowly release the parking brake. If
4. Open the pressure pot valve and the airplane is being parked for more
force hydraulic fluid through the than 4 hours it should be tied down.
caliper and up the brake lines to the
master cylinder. Operate the individual parking brakes as
5. Force at least a pint of hydraulic fluid follows:
through the brake lines into the
master cylinder reservoir, allowing it ON – Depress rudder pedal, pull parking
to overflow. valve lever, take pressure off of rudder
6. Close the bleeder valve and connect pedal.
the pressure pot line to the other
bleeder valve. OFF – Depress rudder pedal, valve will
7. Open the bleeder valve and force deactivate and lever will pop in.
another few fluid ounces of hydraulic
fluid back to the master cylinder.
8. Close the bleeder valve and clean off
the brake master cylinder and
dispose of the flushed hydraulic fluid
properly. Be sure to replace the
reservoir cap before releasing the
airplane.
3-6 Effective: 01/01/08

SECTION 4
POWER PLANT AND PROPELLER
TABLE OF CONTENTS
POWERPLANT GENERAL .......................................................................................... 3

IGNITION SYSTEM ...................................................................................................... 3
Magneto Removal ................................................................................................... 3
Magneto Timing and Installation.............................................................................. 3
Timing and Synchronizing Magnetos....................................................................... 3
Figure 4-1: Engine Assembly (Sht. 1 of 2)......................................................... 5
Figure 4-1: Engine Assembly (Sht. 2 of 2)......................................................... 6
Figure 4-2: Ignition System ............................................................................... 7
Ignition Conduit Lead Replacement......................................................................... 8
OIL SYSTEM ................................................................................................................ 9
Pressure Relief Valve ............................................................................................ 10
Pressure Oil Strainer ............................................................................................. 10
Figure 4-3: Oil Pressure Screen Assembly ..................................................... 10
Installing Oil Strainer ............................................................................................. 10
Pre-Oiling .............................................................................................................. 10
Pre-Oiling (Optional) ........................................................................................ 11
CARBURETOR .......................................................................................................... 11
Carburetor Removal .............................................................................................. 11
Carburetor Installation ........................................................................................... 11
Cleaning Fuel Strainer ..................................................................................... 12
Figure 4-4: Carburetor and Air Induction ......................................................... 12
STARTER ................................................................................................................... 12
Starter Removal..................................................................................................... 13
Starter Installation.................................................................................................. 13
FUEL PUMP ............................................................................................................... 13
Fuel Pump Removal .............................................................................................. 13
Fuel Pump Installation ........................................................................................... 13
ALTERNATOR ........................................................................................................... 13
Alternator Removal................................................................................................ 13
Alternator Installation............................................................................................. 13
Figure 4-5: Alternator Assembly...................................................................... 14
PROPELLER .............................................................................................................. 14
Propeller Removal ................................................................................................. 14
Propeller Installation .............................................................................................. 15
Figure 4-6: Propeller Assembly ....................................................................... 17
Propeller Governor ................................................................................................ 18
Propeller Governor Removal............................................................................ 18
Propeller Governor Installation......................................................................... 18
Figure 4-7: Propeller Governor........................................................................ 18
Effective: 01/01/2008 4-1

Propeller Ground Test ........................................................................................... 18

ENGINE CHANGE...................................................................................................... 19
Engine Removal .................................................................................................... 19
Engine Buildup ...................................................................................................... 20
Figure 4-8: Fuselage Cowling ......................................................................... 20
Engine Installation ................................................................................................. 21
Initial Engine Ground Run ..................................................................................... 21
OIL COOLER ............................................................................................................. 22
Oil Cooler Removal ............................................................................................... 22
Oil Cooler Installation ............................................................................................ 22
ENGINE MOUNT ........................................................................................................ 22
ENGINE CONTROLS ................................................................................................. 22
Rigging .................................................................................................................. 22
Figure 4-9: Engine Mount Assembly ............................................................... 23
EXHAUST SYSTEM ................................................................................................... 23
Exhaust Ring Removal .......................................................................................... 23
Exhaust Ring Installation ....................................................................................... 24
ENGINE CONDITIONING HINTS ............................................................................... 24
Ignition ................................................................................................................... 24
Figure 4-10: Engine Control Quadrant ............................................................ 25
Figure 4-11: Exhaust Collector Ring ............................................................... 25
TABLE 4-1: ENGINE TROUBLESHOOTING CHART (13 Sheets)........................... 26
4-2 Effective: 01/01/2008

POWER PLANT GENERAL the cables from moisture, oil, grease and
Ref. Figure 4-1 engine heat.
The engine has nine cylinders, the MAGNETO REMOVAL
cylinders being disposed radially on an Ref. Figures 4-1 & 4-2
aluminum crankcase section. Magneto removal may be accomplished
Magnesium alloy is used for the as follows:
crankcase front section and the super
charger section. The cylinders are of A. Loosen the knurled coupling that secures
steel and aluminum construction. The the flexible manifold conduit to the
distributor block cover elbow. Remove
barrels are machined from steel forgings
the two screws that secure the elbow to
and have integral cooling fins. The the distributor block cover.
heads are made from aluminum castings B. Remove the screw that secures the
and have deep cooling fins and rocker distributor block cover halves of the
boxes cast integrally. The head is magneto.
screwed and shrunk onto the cylinder C. Remove the safety pin; disengage the
barrel, forming a semi-permanent two spring locks on the distributor block
assembly. Ignition is furnished by two cover. Remove the cover halves. Lift
high-tension magnetos mounted on the out the distributor blocks and wrap each
rear case assembly. The right magneto block in oiled paper.
fires the front spark plugs and the left D. Remove the three bolts that secure the
magneto fires the rear spark plugs, and magneto to its mounting pad and lift off
both plugs are fired simultaneously. Fuel the magneto and rubber coupling.
and air induction is through a float type MAGNETO TIMING AND
carburetor, a centrifugal supercharger, INSTALLATION
and intake pipes. The propeller is driven
Before installing a magneto on the
directly from the engine.
engine, the internal timing of the
The following standard terms are used magneto should be checked.
throughout this section: E. Remove the breaker compartment cover.
Front .........................................Propeller End F. Attach the red wire of PWA-2417 (or
Rear...................................Anti-propeller End equivalent) indicator to the breaker points
Right and Left ......................As viewed facing and ground the black wire to the
rear of engine magneto housing.
G. Place a straightedge against the step on
Crankshaft, Propeller.................Clockwise as the breaker cam and turn the magneto
Shaft or Propeller viewed facing drive shaft in the normal direction of
Rotation rear of engine rotation. The light of the indicator should
flash on just as the straightedge comes
IGNITION SYSTEM into alignment with the timing marks on
Ignition is furnished by two high-tension the magneto housing. The timing marks
magnetos mounted on the rear housing seen through the timing window should
be aligned at this point.
(see Figure 4-2). The purpose of the
magnetos is to supply sufficient voltage TIMING AND SYNCHRONIZING
at the proper time relative to crankshaft MAGNETOS
travel so that an equal distribution of To determine whether the magnetos are
voltage will be delivered to the spark properly timed to the engine and
plugs through the ignition cable synchronized with each other, perform
assembly. Rubber protectors are the following:
installed on all spark plug leads to protect
Effective: 01/01/2008 4-3

A. Remove one spark plug from each I. Remove the bolts that attach the
cylinder, and rotate the propeller incorrectly timed magneto to its
shaft until No. 1 piston is at the mounting pad and move the
beginning of the compression stroke. magneto away sufficiently to turn the
B. Install PWA-4142 (or equivalent) rubber drive coupling.
indicator in the front spark plug hole J. To advance the timing, turn the
of No. 1 cylinder (use pivot arm "A" rubber coupling one or two notches
with hook end down). in a counter-clockwise direction.
C. Attach the red wires of PWA-2417 Recheck timing.
(or equivalent) indicator to the K. To retard the timing, turn the rubber
breaker points of the magneto and coupling in a clockwise direction.
ground the black wire to the engine. Recheck timing.
D. Align the cap of the indicator so the
*NOTE*
slide slot lines up with the vertical
axis of the cylinder and the scale is The rubber coupling has 19
at the right of the slot. Push the slide notches on one side, and 20
pointer up close to the pivot arm. notches on the opposite side,
E. Turn the propeller shaft in the normal allowing for a very fine
direction of rotation until the pivot adjustment by rotating one
arm pushes the slide pointer to its notch at a time.
farthest point. L. After the timing has been corrected,
F. Turn the propeller shaft slide the magneto back into position,
approximately 90 degrees opposite install and lockwire the magneto
normal rotation to return the pivot retaining bolts.
arm to the top of the slot. Adjust the
scale so that the zero degree mark If the magneto is not properly timed,
on the scale aligns with the adjust the breaker points as indicated by
reference mark on the slide pointer. the following steps:
G. Move the slide pointer up to align A. With the indicator still connected and
with the 25 degree mark on the the straightedge aligned, loosen the
scale. Turn the propeller shaft until contact bracket screws and turn the
the picot arm just contacts the slide, eccentric adjusting screw until the
at which time the lower light in the indicator light just flashes on,
PWA-4142 indicator flashes on. The indicating that the points are just
piston is now 25 degrees before top opening. Tighten the contact bracket
center. screws.
H. At this point the lights of the PWA- B. Remove one spark plug from each
2147 indicator should flash on cylinder. Turn propeller shaft until
simultaneously, indicating that the No. 1 piston is at the beginning of
points are just opening. Check the the compression stroke. Install
alignment of the timing marks with a PWA-4142 (or equivalent) indicator
straightedge. This will give the in the front spark plug hole of No. 1
correct "E" gap. Permissible limits cylinder (use pivot arm "A" with hook
are 1/32-inch on either side of the end down).
timing marks. If the timing is correct, C. Align the cap of the indicator so that
no further action is necessary; the slide slot lines up with the vertical
however, if the timing of either axis of the cylinder and the pivot arm
magneto is incorrect, proceed with is at the top of the slot. Push the
the remaining checks. slide pointer up close to pivot arm.
4-4 Effective: 01/01/2008

Figure 4-1: Engine Assembly (Sht. 1 of 2)
Effective: 01/01/2008 4-5

Figure 4-1: Engine Assembly (Sht. 2 of 2)
4-6 Effective: 01/01/2008

Figure 4-2: Ignition System
D. Turn the propeller shaft in the opposite direction. This will return
direction of normal rotation until the the pivot arm to the top of the slot.
pivot arm pushes the slide pointer to Adjust the scale so that the zero
the farthest point. degree mark on the scale aligns with
E. Turn the propeller shaft the reference mark on the slide
approximately 90 degrees in the pointer.
Effective: 01/01/2008 4-7

F. Move the slide pointer up to align IGNITION CONDUIT LEAD

with the 25 degree mark on the REPLACEMENT
scale. Ignition leads showing evidence of
G. Turn the propeller shaft in the normal chafing or deterioration of insulation
direction of rotation until the pivot
should be replaced. Replacement of
arm just contacts the slide. At this ignition leads may be accomplished as
point the lower light on the indicator
follows:
should flash on. The No. 1 piston is
now positioned at 25 degrees BTC. A. Remove the magneto flexible conduit
H. Mount the magneto on the engine to the distributor block cover elbow,
without installing the rubber coupling. the elbow from the distributor block
Measure the distance between the cover, the distributor block cover
magneto drive shaft and the halves, and lift the distributor blocks
magneto shaft couplings. Verify that from the magneto.
the two shafts are at their maximum B. Remove the connector at the spark
distance apart. plug end of the lead, and the spark
plug conduit from the ignition cable
*NOTE* assembly. Loosen the coupling nut
Rubber couplings are on the conduit and slide the conduit
furnished in 1/32 inch towards the rear. Remove the lead
oversize, identified by from the distributor block.
"B+1/32-inch" molded on the C. Determine in which direction the lead
face. The rubber coupling will pull the easiest, then splice and
used should be 0.020 to 0.030 solder the new lead onto the
inch less in thickness than opposite end of the old lead.
the distance between the two D. Dust the new lead with talc or
metal couplings. soapstone, and push the new lead
I. Remove the magneto from the through as the old lead is pulled out.
When the new lead is through far
engine. With the straightedge in
enough, cut it off the proper length.
exact alignment and with the rubber
E. Remove 1/2" of insulation from the
coupling in place, rest the magneto
on the magneto mounting pad. Hold distributor block end. Separate the
the magneto in place and rotate the strands and bend them back along
the insulation. Mark a new copper
rubber coupling between the two
ferrule with the proper number, then
metal couplings until the rubber
install the ferrule and secure it with a
coupling can be engaged with the
crimping tool.
metal couplings without causing the
F. Place the lead in the distributor
magneto shaft to turn.
block, and secure it with the piercing
J. Fit the magneto over the dowel pins
screw. Push the wire through the
on the mounting pad, and install the
spark plug conduit, and secure the
magneto retaining bolts. Install the
conduit to the manifold.
distributor blocks, the distributor
cover halves and tighten the knurled G. Remove 1/8 inch of insulation from
the lead. The insulation must bear
coupling.
firmly against the brass disc inside
K. After installation of magnetos, timing
the spark plug connector. Treat the
and synchronizing check should be
ends of the insulation with an
performed.
insulating lacquer. After the lacquer
has dried, slide the connector into
4-8 Effective: 01/01/2008

position on the wire. Bend the passages from this annulus carry oil to
strands back over the lead opening the left accessory drive gear bushing.
in a radial pattern. Do not solder the Here the oil enters the hollow accessory
lead. drive gear shaft and flows upward to the
started shaft bushing. Other drilled
OIL SYSTEM passages and tubes carry oil to the
Oil is circulated through the engine by a vacuum pump, tachometer and starter
three section gear pump mounted in the gear. Oil from the annulus around the
lower right hand side of the rear case. left magneto drive gear shaft rear
Oil from the tank enters the oil inlet at the bushing flows upward through a drilled
bottom of the pump and is directed to the passage to lubricate the accessory
pressure (lower) section of the pump, section, oil also enters the shaft and
where it is forced to the oil strainer flows forward to an annulus around the
chamber through a cored passage in the front bushing where it is directed by a
rear case. The oil passes through the drilled passage to the front of the
strainer assembly and the pressure of supercharger case. Here the oil provides
the oil opens the spring-loaded check lubrication for the impeller shaft bearings.
valve. When the engine is not operating, Oil from the crankcase and front sections
the check valve prevents oil from seeping is carried from the left side of the rear
into the engine. When the oil emerges case through the rear and supercharger
from the check valve, it is diverted into case by a tube. The supercharger case
two main branches. In the first branch, oil pressure tube bracket supports a tube
the oil is directed through a passage to assembly that transfers the oil to the
an annulus around the right magneto crankcase and also provides spray
drive gear shaft rear bushing. Part of the lubrication for the floating gear and
oil from this annulus is carried by drilled impeller intermediate drive gear. The oil
passages to the right accessory drive is then directed to a tube in the top of the
gear bushing. Here the oil enters the sump and then to the cam oil-feed
hollow accessory drive gear shaft and bracket.
flows upward to the starter shaft bushing.
Part of the oil from this annulus flows At this point the oil is introduced into the
upward through a drilled passage to crankshaft by means of the cam oil-feed
lubricate the accessory, and another part bracket, where a drilled passage in the
enter the magneto drive gear shaft and crankshaft directs it to the crankpin for
flows forward to lubricate the front lubrication of the master rod bearing,
bushing. linkpins, piston pins and cylinder walls.
The cylinder walls and piston pins are
Another passage carries the oil from the lubricated by spray from the oil nozzles,
annulus encircling the right magneto one in the rear of the front crankshaft and
drive gear shaft bushing to the oil the other at the top of the rear cheek,
pressure relief valve, which regulates the and also from oil that passes the master
engine oil pressure. By-passed oil is rod bearing and linkpin bushings. Part of
returned to the inlet side of the oil pump the oil at the cam oil-feed bracket is
pressure section. routed to the cam bearing and cam
In the second branch, oil is directed to reduction gear bushing to provide
the left side of the rear case where the oil lubrication at these points. Oil is also
flow divides. Part of the oil enters the distributed from the cam oil-feed bracket
annulus which encircles the left magneto to the tappets through a groove around
drive gear shaft rear bushing. Drilled the front crankcase section to internal
Effective: 01/01/2008 4-9

passages drilled in the case. Oil, from

the tappets, feeds through the push rods
to the rockers, rocker bearings, and valve
clearance adjusting screws.
The surplus oil in the engine proper
drains into the sump, from where it is
pumped back through the scavenge
pump. Oil from the rocker boxes drains
through the push rod covers to the front
case, or through a system of intercylinder
drains to an additional compartment in
the sump where it is returned to the oil
tank. The rear case oil drains through a Figure 4-3: Oil Pressure Screen
tube into the supercharger case, then Assembly
into the sump.
INSTALLING OIL STRAINER
PRESSURE RELIEF VALVE To install the oil pressure strainer,
The pressure relief valve provides a proceed as follows:
means of adjusting engine oil pressure C. Inspect the screen for distortion or
so that it will remain within specified cracks; check the fit of the screen in
limits during all normal engine operation. its chamber. Inspect the check valve
Oil pressure on one side of the valve is to see that it is free and seats
balanced against spring tension on the properly.
other side of the valve. To adjust the D. Insert the check valve assembly, oil
pressure relief valve, proceed as follows: seal and oil screen into the chamber.
A. Remove the cap from the main oil E. Install the gasket and cover.
pressure relief valve. Loosen the Lockwire cover.
adjusting screw locknut. PRE-OILING
B. Turn the adjusting screw clockwise
Pre-oiling is required prior to the initial
to increase, or counterclockwise to
start of a new, newly overhauled, or
decrease the oil pressure. Normal
installed engine depreserved from
oil pressure is 80 to 100 PSI.
storage, to insure proper lubrication for
C. After the desired adjustment has
all bearing surfaces and other moving
been obtained, tighten the locknut,
parts. To accomplish pre-oiling, proceed
reinstall the relief valve cap, and
as follows:
lockwire.
A. Install a 50-mesh screen in the pre-
PRESSURE OIL STRAINER
oiling system. Connect the pre-oiling
The pressure oil strainer (see Figure 4-3) pump to the oil pressure gage take-
is located at the bottom of the rear case. off on the upper left side of the rear
To remove the strainer, proceed as case. Remove the main sump drain
follows: plug.
A. Break lockwire and loosen cover nut. B. Pump oil into the engine at 45 to 65
B. Remove cover, spring, oil screen PSI at a temperature of 60º to 70ºC
and check valve assembly. (140º to 160ºF) until approximately
one gallon of oil flows from the main
sump drain plug hole.
4-10 Effective: 01/01/2008

C. While the pre-oiling is in progress, the cylinders through the intake pipes
turn the propeller shaft in the normal and inlet valves.
direction of rotation to prevent the
accumulation of oil in the lower CARBURETOR REMOVAL
cylinders and to aid in the distribution Carburetor removal may be
of the oil to the bearings. accomplished as follows:
D. At completion, install the drain plug
and washer in the sump, and A. Remove access panels.
lockwire the plug. B. Disconnect throttle and mixture
E. Service oil tank. control linkage.
C. Disconnect and cap all fuel lines at
PRE-OILING (OPTIONAL) carburetor.
A. Remove front spark plugs, one top D. Remove nuts holding carburetor to
cylinder rocker box cover, and main adapter duct assembly. Loosen air
oil sump plug. mixing chamber flexible hose and
B. Turn engine with starter until flowing braces as required to allow for
oil appears at top rocker assembly carburetor removal.
and a minimum of one gallon of oil E. Remove nuts holding carburetor to
drains from the sump. engine, remove carburetor and
install cover on mounting pad.
*NOTE*
CARBURETOR INSTALLATION
Do not use starter for more
than 3 minutes at a time The NA-Y9E1 carburetor is mounted on
without allowing sufficient the engine so that the float chambers are
cooling period to prevent located front and rear with the fuel inlet to
overheating of starter. the rear. The fuel inlet, a 1/2 pipe tap, is
located at the top of the fuel strainer
C. Replace sump plug, rocker box boss. The fuel pressure gage
gasket and cover, front spark plugs, connection, a 1/8 pipe tap, is provided on
and service oil tank. the side of the strainer boss. To install
D. Upon initial start, do not exceed the carburetor proceed as follows:
1000 RPM until engine oil
temperature reaches 40ºC (104ºF), A. Remove cover from mounting pad.
and do not exceed 1800 RPM until Install carburetor (no gasket) on
oil temperature reaches 60ºC mounting studs and torque as
(140ºF), and the oil pressure is within required (see Table 2-3, Section 2).
normal operating range. B. Install adapter duct assembly to
carburetor. Tighten mixing chamber
CARBURETOR flex hose and braces that were
The Stromberg Model NA-Y9E1 loosened or removed during
carburetor is a two-barrel, two-float carburetor removal.
updraft type carburetor (see Figure 4-4). C. Uncap and install all fuel lines.
The carburetor meters fuel in proportion D. Connect throttle and mixture control
to the mass air flow to the engine. The linkage.
mass air flow to the engine is determined *NOTE*
by the throttle opening. After being
metered by the carburetor, the fuel is The throttle lever has a 70
discharged into the air-stream to the degree radial travel and
impeller where it is thoroughly mixed with requires a control rod
the air, vaporized, and then delivered to movement of 1-25/32 inches.
Effective: 01/01/2008 4-11

The mixture control requires intervals. To remove strainer, proceed

a control rod movement of as follows:
approximately 1-5/16 inches. A. Cut safety wire and remove strainer
The control lever has a 75 to from carburetor.
80 degree radial travel. B. Wash strainer in approved solvent.
E. Install access panels. Clean strainer chamber of any
foreign material.
CLEANING FUEL STRAINER
C. Reinstall strainer, tighten and safety
The carburetor fuel strainer should be wire.
removed and cleaned at periodic
Figure 4-4: Carburetor and Air Induction
STARTER section of the engine (see Figure 4-1).

When the starter is energized through
A 28-volt dc, direct cranking electric the starter relay, the starter jaw is
starter is mounted on the upper rear mechanically engaged with the engine
4-12 Effective: 01/01/2008

jaw. When the engine starts, the sloping A. Disconnect and cap all fuel lines.
ramp of the teeth automatically B. Break lockwire, remove the four
disengages the starter jaws. mounting nuts and washers. Remove
fuel pump and gasket.
i. STARTER REMOVAL
C. If a different fuel pump is to be
Remove access panels, and proceed as installed, remove all fittings from old
follows: fuel pump and install on new pump.
D. Disconnect and cap electrical lead FUEL PUMP INSTALLATION
from starter.
To install fuel pump, proceed as follows:
E. Remove the six mounting nuts and
remove starter from engine. A. Thoroughly clean mating surfaces of
fuel pump and pump mounting flange.
*NOTE*
B. Install new pump and new gasket on
Use care to prevent small mounting pad. Install mounting nuts
hardware and other foreign and washers, and safety wire.
objects from entering C. Connect all fuel lines.
accessory case.
ALTERNATOR
F. Install cover on starter mounting pad. ALTERNATOR REMOVAL
STARTER INSTALLATION To remove alternator (see Figures 4-1 &
To install starter, proceed as follows: 4-5), proceed as follows:
A. Remove cover from starter mounting A. Remove alternator blast tube and
pad. Check accessory case for electrical connections.
foreign objects before installing B. Remove the four retaining nuts and
starter. washers and lift alternator from
B. Clean mounting pad and starter, coupling.
install new gasket. C. Install suitable cover over alternator
C. Position starter on mounting pad and mounting pad.
install washers and nuts. ALTERNATOR INSTALLATION
D. Install electrical connector to starter.
To install alternator (see Figure 4-5),
FUEL PUMP proceed as follows:
The engine mounted fuel pump is driven A. Remove cover from mounting
at a 1:1 ratio in a counterclockwise adapter, thoroughly clean mating
direction. Fuel pressure may be adjusted surfaces of mounting adapter and
by loosening the adjusting screw locknut alternator flange.
and turning the adjusting screw B. Carefully align alternator drive teeth
clockwise to increase, or with adapter and install alternator.
counterclockwise to decrease, fuel Install mounting nuts and washers.
pressure. After the desired adjustment C. Install electrical connections and blast
has been obtained, tighten and lockwire tube. Safety as required.
the adjusting screw locknut.
FUEL PUMP REMOVAL
To remove fuel pump, proceed as
follows:
Effective: 01/01/2008 4-13

Figure 4-5: Alternator Assembly
PROPELLER the brackets are moved inward. Since

the brackets are fixed to the butt end of
(12D40-6101-12 or AG-100-2 Blades) the blades, the blades are rotated to a
This propeller is a Hamilton Standard, lower angle. If oil is allowed to drain from
variable pitch, two bladed, right-hand the cylinder, centrifugal force acting on
rotation propeller (see Figure 4-6). The the counterweights moves the brackets
propeller maintains constant engine outward, and the blades are rotated to a
speed at any RPM setting within its higher angle. The governor controls this
operating range by adjustment of the action and allows the blades to move to a
blade pitch angle through a mechanism higher angle when the engine tends to
operated by engine and propeller overspeed, and to a lower angle when it
governor oil pressure. Blade angle tends to underspeed.
changes are accomplished by the use of
two forces, one hydraulic and the other PROPELLER REMOVAL
centrifugal. Oil forced into the piston To remove propeller, position work
cylinder arrangement is the hydraulic stands and hoist, and proceed as
force which moves the cylinder outboard. follows:
This motion is transmitted to the brackets
through the shaft and bearing group and
4-14 Effective: 01/01/2008

A. Insure ignition and master switches Insure that all threaded parts are
are in the OFF position. thoroughly clean, and lightly coat all
B. Using blade turning bar, move internal surfaces with lubricating oil.
propeller blades to high pitch A. Install rear cone spacer and rear
position. cone on the propeller shaft. Push
C. Remove cylinder head lock ring, them back against the engine thrust
unscrew cylinder head. Remove nut.
cylinder head gasket. B. Cover the shaft threads with a thread
D. Remove the Little Giant seal. (If protector or wrap with tape.
piston gaskets were used, remove C. Remove the cylinder head lock ring
cotter pin, unscrew piston gasket nut and cylinder head if installed.
and remove outboard piston gasket.) D. Using propeller sling, hoist propeller.
E. Move the blades to a position near Align blank spline with wide spline of
the low angle setting of the propeller propeller shaft and install propeller
and remove the two cotter pins from using care not to damage the
the piston lock ring. Slide the lock threads and the splines of the shaft
ring away from the spider. or spider. Slide propeller back
*NOTE* against rear cone.
E. Using blade turning device, turn the
As the piston is unscrewed,
blades to a position near the low
the front cone spacer
angle setting of the propeller. The
contacts the hub snap ring
blades should be near the same
and partially backs the
angle to keep the cylinder from being
propeller off the shaft with
cocked. Care should be exercised
the piston.
during this operation to move both
F. Attach hoisting sling to propeller blades at the same time and not to
blades. Using wrench and bar, pull the propeller off the shaft.
unscrew the piston completely from F. Remove the thread protector or tape
the propeller shaft threads. from the shaft threads.
G. Disengage the hub snap ring from G. Coat the shaft threads of the piston
the spider. Remove the front cone with clean engine oil and insert the
packing washer, spacer, hub snap piston through the cylinder. Place
ring and piston lock ring from the the piston lock ring over the inboard
piston. Remove piston from cylinder. end of the piston with the end having
H. Cover the propeller shaft threads the large inside diameter facing the
with a thread protector or tape. cylinder.
I. Slide the propeller carefully off the H. Install the hub snap ring and the
shaft using care not to damage the front cone spacer in that order over
shaft threads and the splines of the the end of the piston and push them
shaft or spider. out against the lock ring.
J. If another propeller is not to be I. Lightly coat the front cone and
installed immediately, clean, oil and packing washer with clean engine oil
cover propeller shaft. and place the beveled end of the
PROPELLER INSTALLATION packing washer against the beveled
inboard end of the piston.
If propeller assembly has been in J. Check the part numbers stamped on
storage, clean off corrosion preventive the two front cone halves for
compound, wash all parts in kerosene agreement and assemble the cone
and dry using filtered compressed air.
Effective: 01/01/2008 4-15

halves around the piston flange. Fit aligned holes. The cotter pins
the packing washer into its position should be installed with the heads
in the inside groove of the front cone. toward the piston.
Insure the packing washer is N. Using the blade turning device, turn
properly seated against the piston the blade to the full high pitch
and in the front cone groove. position. Install the Little Giant seal
on the piston with the chamfered end
* NOTE *
facing toward the spider, and seat it
If the piston does not turn on the piston shoulder. If not using
freely onto the shaft, make the Little Giant seal, install the
sure the blades are not set at inboard piston gasket on the piston
different angles, causing the with the chamfered end facing
cylinder and piston to be toward the spider, and seat it on the
cocked out of alignment. piston shoulder. Place the outboard
Check the front cone packing piston gasket on the piston and
washer to insure that it is against the inboard gasket with the
properly seated. sealing lips facing away from the
K. Slide the piston and front cone spline.
assembly into the spider until it *NOTE*
contacts the shaft threads. Carefully
align the piston and shaft threads The outboard gasket acts as
and screw the piston onto the shaft. an oil seal and can be
In no case should force be used to identified by the single 45
tighten the piston if there is any degree chamfer on the edge
indication of binding or if the threads of the larger inner diameter.
are not properly engaged. O. Install the cylinder head gasket in its
L. Torque the piston to 180 foot-pounds seat in the end of the cylinder using
using installation wrench and a four grease, if necessary, to hold it in
foot bar. Strike the bar once close to place. Install the gasket with the
the wrench with a 2 1/2 pound split face against the cylinder seat.
hammer while applying 180 foot- P. Screw the cylinder head into the
pounds of torque. cylinder and tighten it firmly with the
M. Place the front cone spacer into the installation wrench and a 1 1/2 to 2
spider and against the front cone. foot bar. Line up one of the locking
Compress the hub snap ring and holes in the cylinder head lock ring
install it into the groove in the spider. and snap it into position in the
Position the piston lock ring in the groove in the cylinder head.
top of the spider around the octagon Q. Upon completion of the installation,
portion of the piston so that the two all visible cotter pins and lock rings
cotter pin holes in the outboard end should be checked for security.
of the spider align with two of the
eight cotter pin holes in the lock ring.
Safety the lock ring to the spider with
a cotter pin in each of the two sets of
4-16 Effective: 01/01/2008

Figure 4-6: Propeller Assembly (12D40-6101-12 or AG-100-2 Blades)
Effective: 01/01/2008 4-17

PROPELLER GOVERNOR B. Remove the four governor mounting

nuts and washers.
The propeller constant speed control unit C. Lift governor and gasket from
(see Figure 4-7) is an engine-driven engine.
governor of the flyweight type. It D. Install cover on governor mounting
incorporated a gear pump that takes oil pad.
at engine supply pressure and boosts it
to the pressure required for propeller PROPELLER GOVERNOR
operation, a pilot valve actuate by the INSTALLATION
flyweights that controls the output oil To install propeller governor, position
flow, and the speeder spring by means of workstand and proceed as follows:
which the initial load on the pilot valve
can be changed ( through the governor E. Remove governor mounting pad
controls arrangement). The required cover.
balance between the oil force in the F. Install new gasket over mounting
cylinder and the centrifugal force of the pad studs. Do not use sealing
propeller counterweights is maintained compounds.
by the governor which either meters to, G. Place governor over mounting studs.
or allows oil to drain from the propeller Align governor and engine drive
cylinder in the quantity necessary to splines. Install nuts and washers,
maintain the proper blade angle for and torque to 20 foot-pounds.
constant speed operation. The RPM at H. Connect control rod to governor
which the propeller will operate is quadrant.
adjusted in the governor head. The
operator can change this setting by
changing the position of the governor
rack through the governor cockpit
control. As the rack is lowered, the
compression in the speeder spring is
increased. This means the engine speed
necessary to maintain a balanced
relationship between the centrifugal force
of the flyweights and the speeder spring
lowers the RPM necessary to maintain
this balance, and lowering the rack
increases the RPM setting. The position
of the pilot valve with respect to the
propeller-governor metering port
regulates the quantity of oil which will
flow through this port to or from the Figure 4-7: Propeller Governor
propeller.
PROPELLER GROUND TEST
PROPELLER GOVERNOR REMOVAL
Start the engine in the normal manner
To remove the propeller governor,
with the cockpit propeller control in the
position workstand and proceed as
full low RPM (high pitch) position. With
follows:
the governor set in this positive high pitch
A. Disconnect control rod from governor position, the propeller will operate as a
quadrant. fixed pitch propeller and the engine will
be controlled by the throttle only. As
4-18 Effective: 01/01/2008

soon as oil pressure is indicated, move WARNING

the control to the high RPM position. If
the propeller does not respond, shut Residual fuel and oil draining
down the engine immediately and check from lines and fittings
the propeller and governor. If operation constitutes a fire hazard.
is satisfactory, warm up engine, and after Observe all standard safety
completion of warm up period, advance precautions.
throttle to some intermediate position (65 D. Drain engine oil.
to 70 percent of normal rated) engine E. Drain carburetor fuel filter.
speed. Move the propeller control F. Disconnect and cap oil inlet, outlet
several times between the minimum and and vapor return and drain lines.
maximum settings, and check to see that G. Disconnect and cap fuel inlet, outlet,
the propeller and governor function return and drain lines.
properly. Finally, move the control to the H. Disconnect fuel primer lines as
high RPM position and make the applicable.
customary check of engine manifold I. Disconnect electrical leads from
pressure against engine RPM. (In some generator/alternator, starter,
installations it is impossible to obtain magnetos, and other electrical
take-off RPM on the blocks with take-off connectors as required. Tag
manifold pressure.) electrical leads for identification
A. Set the manifold pressure equal to purposes.
the field barometric pressure (static J. Remove bolts from bottom of
manifold pressure gage reading) with carburetor (see Figure 4-4) to
the propeller on the low pitch stop carburetor air box adapter. Remove
and note the RPM. adapter.
B. The RPM noted should be K. Disconnect governor control linkage;
approximately 2000 RPM, depending remove linkage control mounting
on the propeller and its low pitch brackets as required for engine
stop setting. removal.
L. Disconnect all carburetor control
ENGINE CHANGE linkage.
ENGINE REMOVAL M. Disconnect fuel pressure, oil
pressure, manifold pressure and oil
The engine mount can be removed with temperature connections.
the engine as desired, however, in the Disconnect tachometer connection.
following instructions the engine is being N. Attach engine hoist and raise engine
removed from the mount. If the engine is slightly, to relieve weight from engine
being returned to the manufacturer or will mount attach bolts.
not be operated within a seven day
period comply with storage instructions CAUTION
contained in Section 2.
Raising engine too high will
A. Close fuel shutoff valve and be sure place a strain on attach bolts
ignition and battery switches are and hinder bolt removal.
OFF.
B. Remove propeller (see Propeller O. Check engine to ensure that all items
Removal instructions in this section). attaching engine and accessories to
C. Remove engine accessory cowling airframe are disconnected.
(see Figure 4-8). P. Remove engine mount attach bolts.
Q. Remove engine from airframe.
Effective: 01/01/2008 4-19

CAUTION Observe the following practices during

engine buildup.
When lifting engine from
A. Thoroughly clean and inspect
mount, use extreme care to
removed parts for serviceability prior
prevent damage to engine
to installation.
mount or airframe.
B. Do not disturb accessory pad covers,
ENGINE BUILDUP plugs or caps from openings in new
The basic engine, as received from the engine prior to installing accessories
manufacturer, requires the addition of or making connections.
various accessories prior to installation. C. Use only new gaskets for equipment
This is accomplished during engine installation.
buildup. It is recommended that the old D. Inspect hoses for swelling, chafing,
and new engine be located side by side, cuts or damaged ends.
and a direct transfer of parts be made. E. Install parts and accessories
according to individual instructions
provided in this section.
Figure 4-8: Fuselage Cowling
4-20 Effective: 01/01/2008

temperature lines as required.

ENGINE INSTALLATION
Connect tachometer.
During engine installation, coat the male J. Connect throttle and mixture controls
threads of fuel fittings with a fuel soluble at carburetor.
lubricant such as engine oil. Use no K. Install cooling air blast tubes as
other form of thread compound on fuel required.
fittings. L. Install propeller (see Propeller
All other male thread fittings should be Installation instructions in this
coated with anti-seize compound prior to section).
connecting hoses and lines. It is M. Drain preservation oil from engine.
recommended that engine mount pads N. Service engine oil system with
be replaced at each routine oil change. approved weight and grade of oil.
The engine oil cooler should be soaked O. Rig engine controls and check for
in cleaning solvent and cleaned by free movement and full travel range,
circulating solvent through the cooler. however do not operationally check
The cooler must be completely drained engine at this point.
before installation. New air filters should P. Inspect the following items:
at time of engine installation. To install 1. Blast tubes in place and secure.
an engine, proceed as follows: 2. Fuel lines properly connected
and secure.
CAUTION 3. Engine controls properly
connected.
Use caution when lowering 4. Exhaust system clamps tight,
engine to mount to prevent mounting nuts tight.
damage to airframe and 5. Induction air filter clean and
engine mount. induction air filter system secure.
A. With the engine hanging from hoist, 6. Oil lines properly connected and
align engine to mount and install secure.
engine attach bolts. Remove hoist. 7. Fuel and air filters cleaned,
B. Install carburetor to air mixing installed and safetied.
chamber adapter using new gasket 8. Fuel tanks for sufficient fuel and
and screen. fuel sumps drained.
C. Connect air mixing chamber controls Q. Accomplish engine pre-oiling (see
and linkage. Pre-Oiling instructions in this
D. Install governor linkage control section).
mounting brackets as required. R. Install engine accessory cowling.
Connect controls to governor. INITIAL ENGINE GROUND RUN
E. Connect and safety electrical leads
to generator/alternator, starter, A new engine has been carefully "run-in"
magnetos, and all other electrical and has passed a rigid final test at the
connections as required. factory; therefore, no further "break-in" is
F. Connect fuel primer lines as necessary. However, it is recommended
applicable. that ground operation of the engine be
G. Connect fuel inlet, outlet, return and held to a minimum and engine should be
drain lines. operated at minimum rpm during the first
H. Connect fuel inlet, outlet, oil return 10 hours of flight. Engine oil should be
and vapor lines as required. changed and filters cleaned after 10
I. Connect fuel pressure, oil pressure, hours of engine operation.
manifold pressure and oil
Effective: 01/01/2008 4-21

A new installed engine requires careful attaching air cooler to mounting

observation at the initial ground run. Oil brackets.
pressure is critical to engine health, so *NOTE*
the oil pressure should read 10 psi
The oil cooler will be full of
minimum within 30 seconds. If it doesn't,
oil, so be careful to drain it
the engine should be shut down
into a disposal container.
immediately and an investigation made,
a cause determined and the problem OIL COOLER INSTALLATION
fixed before attempting another engine
run. To install oil cooler, proceed as follows:
An observer should be located at a safe A. Support oil cooler in place, install
distance from the engine to detect any through-bolts, nuts and washers.
unusual noise, vibrations, or fluid leakage B. Connect oil inlet and outlet lines.
during the initial engine ground run. C. Service oil system as required.
A. Start and operate engine briefly then ENGINE MOUNT
shut down engine and check for fluid The engine mount (see Figure 4-9) is a
leaks. tubular type, stress relieved after
B. Restart engine and perform normal welding. The mount has four hard attach
engine operational checks per points to the fuselage structure. The
Section 2, page 2-8. Refer to Table engine is supported from the rigid mount
4-1 for engine troubleshooting help. by four vibration insulators.
C. Keep in mind an incorrect instrument
reading could be the fault of the ENGINE CONTROLS
instrument. Refer to Table 8-1 for A control quadrant (see Figure 4-10)
instrument troubleshooting help. mounted on the left-hand side of the
Slow oil pressure or fuel pressure cockpit incorporates the throttle, mixture
instrument response may be caused and propeller control levers. The
by air in the lines, which will propeller control is actuated through a
eventually work its way out. flexible cable type control and the throttle
OIL COOLER and mixture controls through a system of
push-pull rods and bellcranks. The
The oil cooler is cooled by ram air flowing carburetor heat control is mounted on the
through the fins. Oil under pressure from left-hand brake master cylinder bracket
the oil pump enters the cooler, passes and is actuated by a flexible cable type
through the cooler, and is returned to the control.
oil tank. A thermostatically operated oil
cooler bypass valve allows oil to bypass RIGGING
the cooler in the event of congealed oil or The linkage is to be adjusted so that full
an obstruction in the cooler. movement of quadrant lever produces
full movement between lever stops on
OIL COOLER REMOVAL
engine. The throttle, mixture and
To remove oil cooler, proceed as follows: propeller controls should be rigged to
A. Disconnect and cap oil inlet and have a minimum cushion as follows:
outlet line. A. Throttle control 0.06 inch minimum
B. Support oil cooler, remove nuts and on aft side (in closed position).
washers from bolts through-bolts B. Mixture control 0.06 inch minimum
on forward side (in open position).
4-22 Effective: 01/01/2008

C. Propeller control 0.06 inch minimum high rpm).

on forward side (in low pitch and
Figure 4-9: Engine Mount Assembly
EXHAUST SYSTEM
A. Remove carburetor hot air muff.
The engine exhaust gases are B. Remove nuts and washers attaching
accumulated by a collector ring, and exhaust stacks to cylinder exhaust
expelled overboard through a single exit. ports.
The collector ring is made up of seven C. Remove clamp and flange
segments, and joined by expansion assemblies from individual
clamps (see Figure 4-11). segments.
EXHAUST RING REMOVAL
To remove exhaust ring, proceed as
follows:
Effective: 01/01/2008 4-23

EXHAUST RING INSTALLATION plug life. Improper magneto timing, faulty

magneto points, or fouled spark plugs
To install exhaust ring, proceed as
follows: may be the cause of an engine rpm drop
when switching from both to single
A. Inspect cylinder exhaust port studs magneto. It is easy to determine if an
for cleanliness and general ignition problem is caused by the plugs
condition. Replace as required. or the magneto by close observation of
B. With the clamp assembly on the the engine rpm variations during the
smooth end, install individual magneto check. As the speed of the
segments to the cylinder exhaust engine increases the cylinder
ports, leave nuts loose to facilitate compression increases and makes it
installation of remaining segments. more difficult for the spark plug to fire;
Work progressively around engine therefore, an rpm drop caused by
until all segments are in place and magneto malfunction or timing will not
properly aligned. After all segments follow a change in engine speed with the
are in place and properly aligned, same consistency as faulty spark plugs.
torque all clamp and flange nuts in If the magneto drop is excessive in either
accordance with Table 2-3, Section the L or R position, manually lean and
2. operate the engine approximately 30
C. Install carburetor hot air muff. seconds.
ENGINE CONDITIONING HINTS This technique will increase combustion

IGNITION temperature, and may clear excess oil
and fuel from spark plug electrodes.
Proper operation of the engine ignition Return mixture to FULL RICH position
system is necessary for efficient engine and recheck magneto drop in L and R
performance and long life. Although the positions.
ignition system will not require frequent
attention, it is important to recognize and Repetitious fouling of the spark plugs in a
know how to correct ignition problems to particular cylinder is indicative of ignition
eliminate the adverse effect on operating breakdown or low compression.
economy and flight safety.
The difference between the two causes,
Spark plugs require the majority of and consequently a clue to what is
ignition problems. Normal erosion of the causing the trouble, can usually be
plug electrodes, caused by continuous obtained by comparing engine manifold
firing of the plugs, requires periodic plug pressures and rate of rpm drop when
replacement. However, spark plug life operating on a single magneto. Low
will be reduced drastically by extended compression is characterized by a
ground operation of the engine or variation in manifold pressure, slower
operating the engine on an excessively rpm drop during magneto check and
rich idle mixture. Proper adjustment of rough idling.
the idle mixture will assure longer spark
4-24 Effective: 01/01/2008

Figure 4-10: Engine Control Quadrant
Figure 4-11: Exhaust Collector Ring
Effective: 01/01/2008 4-25

Table 4-1: Engine Trouble Shooting Chart (13 sheets)
TROUBLE PROBABLE CAUSE REMEDY
Engine will not Faulty ignition switch Replace switch

start
Incorrect starting procedure Check starting instruments
Fouled or iced spark plugs Replace spark plugs
Insufficient cranking speed Check battery and starter
Magneto incorrectly timed Time magnetos
Faulty primer Replace primer
Moisture or oil on distributor Replace magneto
Water in fuel Drain fuel tank until the

presence of water is
negative. Refill with proper
grade of fuel.
Liquid lock Drain lower cylinders
Spark plug connectors oily, dirty or Clean or replace spark

cracked plugs
Incorrect throttle setting Reset throttle
Negative valve clearances Refer to Engine

Manufacturer's Manual
Engine will not Defective magneto Replace magneto

continue running
after starting. Incorrect throttle setting Reset throttle
Incorrect mixture control setting Adjust mixture control
Under priming or over priming Increase or decrease

priming as necessary.
Valves sticking or in need of Adjust valves or replace

adjustment cylinder
Lack of fuel Check fuel gage. Replenish

with fuel
4-26 Effective: 01/01/2008

Table 4-1: Engine Trouble Shooting Chart, Page 2 of 13

Engine will not Blown or leaking gaskets Replace gaskets

continue running
after starting. Vapor lock Remove vapor vent pipe
(continued) plug from top of fuel control
unit in carburetor. Turn on
booster pump and rotate
propeller shaft until fuel runs
freely from vent.
Defective fuel pump Replace only with a similar

pump
Fuel strainer clogged Wash and replace fuel

strainer
Obstruction in carburetor air scoop Inspect and remove

obstruction
Malfunctioning carburetor Replace carburetor
Water in fuel Drain fuel tank until

presence of water is
negative. Replenish with
fuel specified for engine.
Improper idling Faulty or loose spark plugs Replace spark plugs
of engine
Defective spark plug contacts Replace spark plug lead
Cold engine Warm engine to normal

operative temperature
before allowing to idle
Magneto timing off Reset magneto
Incorrect idle mixture adjustment Adjust idle mixture
Leaking primer Check primer solenoid
valve for leakage. Replace
primer
Leak in induction system Check visually and repair
as necessary
Vapor vent valves leaking in carburetor Replace outer vent valve.
Effective: 01/01/2008 4 - 27

Improper idling of Improper valve clearance Reset valve

engine
(continued) Sticking valves Reset valve
Restriction in exhaust system Remove restriction
Low compression in one or more Replace cylinder. Refer

cylinder to Engine Manufacturer's
Manual
Engine runs rough Loose spark plugs Tighten spark plugs
Defective spark plugs or leads Replace spark plugs
Defective breaker points Replace breaker points
Defective magneto Replace magneto
Dead cylinder Check plugs, high-tension

leads, and valve clearances
Faulty ignition switch Replace switch
Pre-ignition and detonation Reset timing
Fuel pressure too high Adjust fuel pump.
Fuel pressure too low Check for clogged fuel

lines or strainers. Check
operation of boost and fuel
pump, and adjust if
necessary.
Leak in induction system Replace gaskets; tighten to

correct torques
Fuel leak Check fuel line

connections
Automatic mixture control valve Replace mixture control

sticking valve
Faulty carburetor Replace carburetor
4-28 Effective: 01/01/2008


Engine runs Carburetor icing Preheat or deice, depending

rough upon climatic condition.
(continued) Replace carburetor if
necessary.
Primer leaking Replace primer
Incorrect idle mixture adjustment Adjust idle mixture
Water in fuel Drain fuel tank until water

is removed. Refill tank
with grade of fuel
conforming to correct
specifications.
Low compression Replace cylinder
Bent or broken connecting rod Replace engine
Sticking valves or valve tappets Replace cylinder or valve

tappets
Improper valve clearance Adjust valves
Broken valve spring Replace cylinder
Malfunction of internal part Replace engine
Worn thrust bearing Replace engine
Loose thrust nut Tighten nut
Loose exhaust collector ring Tighten loose nuts
Bent drive shaft Replace engine
Worn engine mounts Replace engine mounts
Trapped air carburetor Bleed air from carburetor
Effective: 01/01/2008 4 - 29

Inoperative Fouled spark plugs Replace spark plugs

cylinder
Faulty wires in ignition cable manifold
Replace harness
Intake valve not opening Check valve clearance
Broken rocker arm Replace rocker arm
Engine tends to run Incorrect idle mixture adjustment Readjust idle mixture
lean
Defective carburetor Replace carburetor
Defective vapor vent valve Replace outer vapor vent

valve.
Automatic mixture control sticking Replace automatic mixture

control unit
Manual mixture control linkage out of Readjust linkage

adjustment
Defective fuel pump Replace fuel pump
Clogged fuel line or carburetor strainer Wash and replace strainer
Low fuel pressure Adjust or replace fuel

pump
Oil in carburetor air passages Replace carburetor
Engine tends to run Incorrect idle mixture adjustment Readjust idle mixture
rich
Defective carburetor Replace carburetor
Automatic mixture control sticking Replace automatic mixture

control unit
High fuel pressure Adjust relief valve at pump
4-30 Effective: 01/01/2008


Torching Faulty ignition Check breaker points and

(backfiring) connection plate for
cleanliness
Incorrect magneto timing Time magnetos
Vapor vent valve stuck Check that air and not fuel
is by-passed when pressure
is on
Inoperative cylinder Check high-tension lead,

coil, plugs, and valve
clearance
Low compression Check valves and piston

rings for wear
Too rich idle mixture adjustment Adjust idle mixture
Improper carburetor heat control Check operating

instructions
Inoperative automatic mixture control Replace automatic mixture

unit control
Torching on deceleration only Check idle mixture and

valve clearance
Engine incapable Incorrectly adjusted breaker points Adjust points or replace

of developing full magneto
power
Malfunctioning instruments or Replace malfunctioning
transmitters unit
Broken or damaged ignition wires Replace wires
Loose spark plugs Torque plugs 300 to 360

inch-pounds
Improper fuel Check to ensure that correct

fuel is used
Effective: 01/01/2008 4 - 31

Engine incapable Valves sticking or leaking; improper Adjust clearance, free valves
of developing full clearance or replace cylinder
power
(continued) Leaks in induction system Tighten an/or replace seals
and gaskets
Restriction in carburetor air scoop Remove restriction
Carburetor icing Preheat or deice, depending

upon climatic conditions.
Replace carburetor if
necessary.
Leaks in carburetor preheat system Repair or replace preheat

system
Throttle improperly rigged Reset throttle
Faulty carburetor Replace carburetor
Damaged impeller vanes Replace engine
Low compression Reset valve clearance,

change cylinder
Loss of compression Loose spark plug Tighten spark plug
Negative valve clearance Refer to Engine

Warped or sticking valves Replace cylinder
Warped valve seats Replace cylinder
Collapsed valve Replace cylinder
Worn or stuck piston rings Locate trouble by

compression check. Replace
piston and cylinder
assembly
Cracked pistons or cylinders Change cylinders & pistons

for damage from detonation
4-32 Effective: 01/01/2008


No oil pressure Faulty transmitter or gage Replace malfunctioning

unit
Inadequate oil supply Replenish oil supply
Plugged oil-in line Remove and wash, or

replace oil in-line if
necessary
Relief valve stuck open Repair and reset
Internal oil leak Replace engine
Sheared oil pump drive gear shaft Replace pump
Air lock in pressure pump Remove air by bleeding
Master rod bearing malfunction Replace engine
Low oil pressure Defective transmitter or gage Replace defective unit
Inadequate oil supply Replenish oil supply
High oil temperature Inspect oil cooler control
Oil screen clogged Remove & clean oil screen

Improper setting of pressure relief Reset relief valve
valve
Stuck pressure relief valve Remove, polish and replace

valve
Defective relief valve spring Replace spring

Obstruction in oil-in line Inspect and remove
obstruction
Internal oil leak Replace engine
Oil foaming Drain, flush and replenish
oil supply. Check for
proper grade of oil used.
Internally scored oil pump Replace oil pump
Worn bushings or bearings Replace engine
Effective: 01/01/2008 4 - 33

High oil pressure Defective transmitter or gage Replace defective unit
Cold oil Preheat oil
Pressure relief valve improperly set Reset relief valve
Pressure relief valve stuck or shut by Replace relief valve

liquid lock
Oil accumulation in Air lock in scavenge system Disconnect oil line close to
crankcase oil pump and bleed
High oil temperature Inspect oil cooler
temperature control
Congealed oil in oil cooler Apply heat to oil cooler
Excessive oil in tank Drain excess oil
Plugged scavenge screens Remove, wash and replace

screens.
Defective scavenge pump Replace pump
Wrong grade of oil Drain and service with

correct grade of oil
Oil inlet check valve remaining open Replace check valve

Internal leaks Replace engine
Oil loss through Oil accumulation in crankcase Inspect oil inlet check
engine breather valve and scavenge pump
Oil-tank-to-engine vent passage Remove restriction

restriction.
Defective scavenge pump Replace pump
Plugged scavenge screens Remove and wash screens.

Make sure screens are
thoroughly dried before
reinstalling.
Piston-cylinder "blow-by" Replace cylinder and

piston assembly
4-34 Effective: 01/01/2008


Oil loss through

Hole burned in piston Replace cylinder and
engine breather
piston assembly. Check for
(continued)
further damage.
Engine smoking Clogged rocker box interconnects Check interconnects of

excessively) smoking cylinder and
remove sludge from
interconnects
Excessively worn valve guide Remove exhaust stack and

check for oil seepage
around exhaust valve
stem. If seepage is
present, replace cylinder.
Engine continues Left or Right or Both magnetos may Check continuity of "P"
operating during not be grounded properly lead
ignition switch check
Excessive oil Exhaust valve in the open position Normal condition

draining from
exhaust stacks after Improper engine shutdown (Improper Adhere to proper engine
shutdown oil scavenge) shutdown procedure
Excessive oil External oil leak Repair leak

consumption
(greater than 2 Internal oil leak Replace engine
GPH)
Incorrect installation of piston rings Refer to Engine
Worn or broken piston rings Replace
burned pistons Replace engine
Worn impeller oil seal Replace engine
Worn valve guides Replace cylinder
Effective: 01/01/2008 4 - 35

Engine overheats Faulty gage transmitter or Replace faulty unit

thermocouple
Loose spark plugs Tighten spark plugs
Improperly timed magneto Time magnetos
Improper fuel-air mixture Adjust fuel-air mixture
Air leak in induction system Repair
Preignition Reset timing
Wrong grade of fuel Drain tanks and service

with correct grade
Clogged or frozen oil cooler Remove, clean, repair or

replace oil cooler as
necessary
Oil cooler air intake restricted Remove restriction
Oil cooler bypass temperature control Replace defective unit

unit defective
Oil foaming Drain, flush, and replenish

oil supply.
bearing malfunction Replace engine
One cylinder Loose spark plugs Tighten spark plugs

overheating
Preignition and detonation Reset timing
Excessive exhaust valve clearance Reset valve
Loose intake pipe Tighten air intake pipe
Improperly fitted air deflectors Remove and reinstall

deflectors correctly
4-36 Effective: 01/01/2008


Improper valve Stretched valve stem Replace cylinder

clearance
Defective bushing in rocker arm Replace rocker arm
Defective tappet roller bushing Replace tappet assembly
Valve collapsed Replace cylinder
Damaged intake Broken exhaust rocker arm in same Replace cylinder

push rod. cylinder causing excessive pressures.
Both push rods Broken connecting rod, allowing piston Replace engine
bent on same to hang up in combustion chamber
cylinder
Detonation Loose spark plugs Tighten spark plugs
Spark too far advanced Retime magneto
Preignition Reset magneto timing
Wrong grade of fuel Drain tanks, service with

correct grade
Incorrect fuel-air ratio Adjust fuel-air ratio
High carburetor air temperatures Inspect alternate air system
Excessive manifold pressure Reduce throttle setting
Faulty magneto Incorrect timing Time magneto
Breaker points worn or burned Replace breaker points
Points not properly tightened when Adjust breaker points

installed
Distributor finger loose on shaft Replace magneto
Replacement points not properly Reset magneto points

adjusted
Magneto attaching nuts too tight Tighten nuts and retime
magneto
Effective: 01/01/2008 4 - 37

Burned breaker Point clearance too small Reset point clearance.

points Replace breaker points if
necessary.
Faulty condenser
Replace condenser
Oil on points
Replace and reset
breaker points
One spark plug Fouled spark plugs Replace spark plugs

cutting out or dead
Faulty wires in ignition cable manifold Replace manifold
Faulty distributor segment Replace magneto
Both plugs in one Fouled spark plugs Replace spark plugs

cylinder cutting
out Faulty wires in ignition cable manifold Replace manifold
Cylinder pumping oil Replace cylinder
Front or rear Right or left magneto malfunctioning Replace magneto

spark plugs cutting
out on all cylinders Ground wires in magneto broken Replace magneto
Ignition switch faulty Replace switch
On magneto check,
all spark plugs Magneto timing off Retime magneto
firing but engine
does not develop
power
Metal or Foreign Lack of care in assembling engine Replace engine

material in
strainer, screens or Damaged engine parts Replace engine
sumps
Foreign material in oil or oil system Replace engine
Contaminated oil cooler Replace cooler
4-38 Effective: 01/01/2008

THRUSH AIRCRAFT, INC – MODEL S2R R1340
SECTION 5
FUEL SYSTEM
TABLE OF CONTENTS
GENERAL DESCRIPTION ........................................................................................ 2

Figure 5-1: R1340 Fuel System......................................................................... 3
MAINTENANCE PRECAUTIONS .............................................................................. 3
FUEL SUB-SYSTEMS AND COMPONENTS ............................................................ 4
Fuel Tank Vent System ........................................................................................ 4
FUEL QUANTITY INDICATOR............................................................................. 4
FUEL QUANTITY TRANSMITTER....................................................................... 4
Removal .......................................................................................................... 5
Installation ....................................................................................................... 5
Figure 5-2: Fuel vent System............................................................................ 5
Fuel Quantity indicating System Calibration ......................................................... 5
table 5-1: Tank Contents vs. Required Indicator Reading .................................... 6
Figure 5-3: R1340 Fuel Quantity Gauge........................................................... 7
AUXILIARY FUEL PUMP ..................................................................................... 7
Auxiliary Fuel Pump Removal ......................................................................... 7
Auxiliary Fuel Pump Installation ...................................................................... 7
FUEL strainer ....................................................................................................... 7
Fuel Strainer Service Instructions ................................................................... 8
FUEL system MAINTENANCE and repair ............................................................ 8
USE OF FUEL PROOF SEALANTS .......................................................................... 8
Figure 5-4: Proper Application of Fuel Proof Sealant .................................. 10
LEAK SEALING.................................................................................................. 10
RESEALING AFTER COMPLETE SKIN REMOVAL.......................................... 11
FUEL TANK PRESSURE CHECK ........................................................................... 11
Required equipment ........................................................................................... 11
Fuel tank set-up.................................................................................................. 11
pressure check set-up ........................................................................................ 12
pressure check Procedure.................................................................................. 12
Figure 5-5: Manometer Board for Leak Checking......................................... 13
FUEL SYSTEM TROUBLESHOOTING ................................................................... 13
Table 5-2: Fuel System Trouble Shooting Chart............................................ 14
ACTIVATING HOPPER (FERRY) FUEL SYSTEM .................................................. 16
Operating instructions for the P/N 60167 ferry fuel system ................................ 16
Figure 5-6: Hopper Ferry Fuel System........................................................... 17
Effective: 01/01/08 5-1

THRUSH AIRCRAFT INC – MODEL S2R R1340
transmitters, one indicator gauge, and a

FUEL SYSTEM L/H or R/H tank fuel quantity selector
switch. A transmitter, installed in each
GENERAL DESCRIPTION wing tank, transmits an electrical signal
Ref. Figure 5-1, 5-2 & 5-3 to the single fuel quantity indicator. The
A 133 U.S. gallon useable fuel supply is indicator reads either the left or right fuel
available for the Thrush 600. In each tank individually, as chosen with the tank
wing, fuel is contained inside integral selector switch, adjacent to the fuel
wing tanks (wet wing fuel tanks) just quantity indicator gauge on the
outboard of the fuselage. The left wing instrument panel.
and right wing fuel tanks are Because of the geometry of the fuel
interconnected through a 4.5 U.S. gallon tanks and the fuel quantity transmitters,
header tank that is located in the the fuel quantity indicator needle reaches
fuselage. The fuel supply lines to the its upper limit when the fuel tank contains
engine are routed from the header tank 59 gallons of useable fuel. Another 7.5
outlet finger screen through a fuel shutoff gallons of useable fuel is in the tank
(on/off) valve to an electric powered when it is topped off. Until the fuel level
auxiliary fuel pump. The auxiliary fuel in the tank falls below 59 gallons, one
pump discharge is then routed through a cannot depend on the fuel quantity
25-micron main fuel filter to the engine indicator to indicate accurately how much
driven fuel pump. The auxiliary fuel fuel remains in the tank. This is what is
pump serves two purposes, first as a meant by the placard on the indicator
backup system to provide continuous that says “FUEL ABOVE 59 GAL IS
fuel pressure to the engine should the UNGAGEABLE”.
engine driven fuel pump fail, and
secondly to provide pressurized fuel to The two fuel tanks are serviced through
the primer solenoid for engine starting. filler ports located on the top of both
Fuel from the aircraft fuel system enters wings. The filler ports incorporate
the engine driven fuel pump and is then security chains to prevent the loss of the
routed to the carburetor fuel inlet. fuel caps. Service the aircraft from
refueling facilities that utilize proper
The fuel tank vent system is designed to ground handling equipment and filter
keep fuel spillage to a minimum. The systems to remove impurities and water
fuel tanks are vented through tubing accumulations from the bulk fuel. If
connected at both the inboard and filtering facilities are not available, filter
outboard ends of the individual fuel tanks the fuel through a quality high-grade
to the centrally located vent system in the chamois. Fuel tanks should be serviced
fuselage. Ram air enters a vent scoop, after the last flight of each day to reduce
on the fuselage under the left wing and condensation and allow any entrapped
pressurizes the vent system in order to water accumulations to settle to the fuel
maintain positive pressure in the fuel system drains. Prior to the next flight,
tanks. The vent system is provided with fuel should be drained from each wing
two quick drains, located on the fuselage tank drain, the header tank drain, and the
side skins under each wing to drain any firewall fuel filter, until all signs of water
fuel or condensation that might have are gone.
gotten in the tank’s outboard vent lines.
The fuel quantity gauge is located on the
lower left instrument panel. The fuel
quantity indicating system consists of two
5-2 Effective: 01/01/08

FIGURE 5-1: R1340 FUEL SYSTEM
MAINTENANCE PRECAUTIONS
WARNING!
The establishment of safe maintenance
procedures is necessary to ensure safety
of personnel and prevent damage to the Aviation gasoline is
aircraft when performing fuel system extremely volatile and
maintenance. The principle precautions vapors accumulate
that should be enforced are as follows: rapidly if there is no
wind. These vapors are
A. Perform fuel system maintenance in heavier than air so they
an approved work area. settle into low spots. In
B. Ground aircraft and maintenance some concentrations the
stands to a common ground. Ground vapors are extremely
points must not be painted. explosive.
C. Remove external power sources and
disconnect batteries. E. Ensure that fire-extinguishing
D. Suspend all maintenance except fuel equipment is readily available.
system maintenance, unless area is F. Use air-driven power tools only.
declared safe from explosive vapors.
Effective: 01/01/08 5-3

G. Use explosion-proof electric lights or The fuel vent manifold is installed

flashlights. forward of the hopper, above and
H. Wear cotton clothing to avoid forward of the wing spar. This position
possible static electricity discharge. puts the anti-siphon loop above the tank
I. Service, defuel, and refuel aircraft as vent tube ends in any ground attitude,
outlined in Section 2. ensuring no fuel loss through the vent
J. Do not remove components from the system.
fuel system until replacement
components or covers are available CAUTION
for exposed openings.
K. Always replace O-rings, seals, etc. Before the first flight of the
when re-installing fuel system day, ensure that the ram air
components. inlet is clear. Blockage,
such as by a “dirt dobber”,
FUEL SUB-SYSTEMS AND could cause fuel starvation.
COMPONENTS FUEL QUANTITY INDICATOR
FUEL TANK VENT SYSTEM Ref. Figure 5-3
Ref. Figure 5-2 A single fuel quantity indicator is installed
The fuel tanks are vented to a common in the left instrument panel. This
manifold. Tank vent tubes extend from indicator serves either the left or right fuel
the wing root to the upper forward tank by operation of a fuel tank-selector
outboard corner of each tank. The tubes switch adjacent to the indicator. The
are attached to the vent manifold by indicator responds to the current flowing
hoses. through the fuel quantity transmitter by
positioning the needle proportionately.
The vent manifold is a single unit The instrument face is marked in
composed of five aluminum tubes increments from empty to full. Figure 5-1
welded together. The main cross tube is shows the amount of fuel in the tank at
a ½” tube. A ½” anti-siphon loop several pointer positions. Refer to
attaches the main cross tube to the ½” Section 8 for additional information.
ram-air tube, which extends to the left
side only. Two ¼” tubes extend from FUEL QUANTITY TRANSMITTER
either side of the loop just above the
The fuel quantity transmitters are
main cross tubes.
installed in the inboard aft corner of the
A ½” ram air inlet tube protrudes from the wing fuel tanks. Access to the
left shin skin, below the wing, with the transmitter is gained by removing the
opening forward. A hose connects the inboard aft top cover plate. The
ram air inlet to the ram air tube of the transmitters have a multi-coil resistor
manifold. The ends of the manifold main and a contactor that is moved along the
cross tube are connected to the resistance coil by the float arm. The
respective tank vent tubes by hoses. resistance thus varies in proportion to
The two ¼” tubes are connected by the float arm position. The varying
hoses to tee fittings screwed into bosses resistance results in varying current flow
on the inboard fuel tank ribs. The third through the indicating circuit. As the
outlets of the tees are connected by current flow varies the needle on the
hoses to drain valves on the shin skins fuel quantity indicator moves
below the wings. proportionately to indicate the fuel level
in that tank.
5-4 Effective: 01/01/08

Removal D. Remove attaching screws, washers

Removal of the fuel quantity transmitter and bushings, and carefully remove
transmitter assembly.
can be accomplished through the
inboard cover plate on the upper surface Installation
of the wing.
The transmitter can be installed by
A. Defuel aircraft as outlined in Section
reversing the removal procedures. Do
2.
not damage float or bend float arm when
B. Remove inboard cover plate.
placing the transmitter into the tank, or
C. Disconnect electrical leads at the
incorrect readings will result.
transmitter.
FIGURE 5-2: FUEL VENT SYSTEM

indicator have been calibrated at the
FUEL QUANTITY INDICATING
factory and should not require
SYSTEM CALIBRATION
recalibration. However, if for some
The fuel quantity transmitter and reason the system seems to require
Effective: 01/01/08 5-5

recalibration, carefully check out the fuel connector.

quantity indicating electrical system I. Turn APU on and adjust to 27.5 volts.
before deciding that recalibration is J. Turn battery switch ON. Readjust
necessary. APU to 27.5 volts, if necessary.
K. Place fuel quantity selector switch to
A. The fuel quantity indicating system is
L.H. fuel tank.
calibrated as follows:
L. With the transmitter float free to float
B. Defuel aircraft as outlined in Section
on the unusable fuel in the tank,
2.
center the indicator needle on the “0”
C. Level aircraft as outlined in Section 2.
mark by adjusting the trimmer screw
D. Remove the inboard fuel tank access
on back of the indicator.
cover on both wings.
M. Switch the fuel quantity selector
E. Ensure that wing tanks are both
switch to the R.H. fuel tank and
empty. Slowly add 2 gallons of fuel
repeat procedure K for the right hand
to each wing tank.
tank.
F. Back the plug on top of the header
N. If the left and right “0” indications are
tank out (do not remove) to allow air
different, adjust the indicator to the
to escape. Tighten the plug when
lowest one.
fuel comes out around it.
O. Replace the inboard fuel tank access
G. Slowly add additional fuel to each
cover on both wings.
wing tank until the forward fuel outlet
P. Fill both fuel tanks with 15 gallons of
ports are just covered with fuel (rear
fuel. Ascertain that the fuel quantity
outlet ports will be covered first). If
indicator for both tanks reads within -
one wing tank reaches this condition
2 to +3 gallons of the center of the
before the other, level the airplane
“15” mark. For reference, the width
laterally so that forward outlet ports
of the “15” mark represents
in both wings are barely covered at
approximately 3 gallons.
the same time.
Q. Fill both fuel tanks with an additional
*NOTE* 15 gallons of fuel. Ascertain that the
Because both tanks feed the fuel quantity indicator for both tanks
header tank, fuel will cross- reads within -2 to +3 gallons of the
feed when there are different center of the “30” mark.
amounts of fuel in the two R. Repeat step R. for the “45” and “59”
wings. Therefore, give the gallon marks. Ref. Table 5-1.
tanks some time to equalize S. Turn off and disconnect the APU.
after fueling the second tank. T. Turn battery switch OFF.
U. Watch the fuel tanks, hoses and
H. Connect an APU (auxiliary power header tank for a while to be sure
unit) to the external power there are no fuel leaks.
TABLE 5-1: TANK CONTENTS VS. REQUIRED INDICATOR READING
FUEL IN Greater than

Unusable 15 Gallons 30 Gallons 45 gallons 59 gallons
TANK 59 gallons
INDICATOR
0 15 (-3, +5) 30 (-3, +5) 45 (-3, +5) 59 (-3, +5) 59 (-3, +5)
READING
5-6 Effective: 01/01/08

FIGURE 5-3: R1340 FUEL QUANTITY GAUGE
AUXILIARY FUEL PUMP D. Remove attaching hardware and

remove pump assembly from
The electrically powered auxiliary fuel
support bracket.
pump is installed under the left side of
the aircraft cockpit aft of the fuel header Auxiliary Fuel Pump Installation
tank. A two-position switch labeled AUX
FUEL PUMP on the start panel controls A. Install pump to support brackets and
this pump. The pump is a positive tighten hardware.
displacement vane type with a balanced- B. Connect hoses to pump. Be sure
type relief valve, and provides a fuel inlet and outlet hoses are connected
pressure of 6 ± 1psi. This pump provides correctly.
positive fuel pressure for engine starting C. Open fuel shutoff valve.
and may be used for continuous engine D. Connect electrical connector to pump
operation in the event of engine-driven motor.
fuel pump failure. Maintenance and E. Operate fuel pump and check for fuel
disassembly of this pump is not leaks at lines and fittings.
authorized. Therefore, the servicing is
limited to the removal and replacement FUEL STRAINER
of the pump. The main fuel filter is installed on the
forward left side of the firewall. The fuel
Auxiliary Fuel Pump Removal strainer in the filter should be removed,
A. Close fuel shutoff valve. Remove inspected and cleaned every 100 hours
drain plug and drain the aux pump. of operation or sooner if improper fuel
B. Disconnect electrical connector from circulation is suspected. (See Figure 5-
pump motor. 1)
C. Remove hoses from pump and cap
hoses.
Effective: 01/01/08 5-7

Fuel Strainer Service Instructions (formerly MIL-S-8802) may be used as a

thread seal or to seal minor connection
Service the fuel strainer per the following leaks throughout the fuel system. Apply
instructions. sparingly to male fittings only. Make sure
A. Turn airframe fuel shutoff valve to that any sealing compound or residue
“OFF” position. Cut, remove and from a previous seal, or any other foreign
discard safety wire (not shown) matter, does not enter the fuel system.
securing the wing nut on one of the
bowl retaining studs. CAUTION
B. Unscrew the wing nut until the bowl
Protect all drain openings
retaining bar can be removed. Be
and fuel outlet screens
careful not to drop the lower housing
when applying sealant.
cover.
C. Remove the lower housing cover and Any structural repair that breaks the fuel
pull out the fine mesh double filter tank integrity will necessitate resealing of
screen. that area of the tank. To the greatest
D. Clean and rinse screen free of extent possible, repair parts requiring
accumulated contaminants using sealing should be installed with faying
gasoline or other solvent. A surfaces coated with “B” type sealant
toothbrush or other fine brush may and rivets or other fasteners installed
help dislodge debris. immediately.
Fasteners in the fuel tanks are always
CAUTION installed wet. That is, their shanks and
under the head is coated with “B” sealant
DO NOT scrape, pry or
prior to installation. After installation,
poke mesh surfaces with
some sealant will have squeezed out
sharp objects.
around the ends. Smooth this out and
E. Inspect and clean fuel filter housing add more to completely seal the fastener
as necessary. ends as shown in Figure 5-4. Use a tool
F. Replace filter screen with the cone or a latex gloved finger for smoothing,
pointing down. not a bare finger. Do not clean up
G. Put lower housing cover back in place excess sealant with solvent.
and then position the cover retaining
bar. Tighten the wing-nut as tight as USE OF FUEL PROOF
possible with finger pressure only. SEALANTS
H. Secure the wing nut to the filter
housing with .032” stainless steel Any sealant that meets AMS-S-8802
lock wire. (formerly Mil-S-8802) standards is
I. Turn airframe fuel shutoff valve to acceptable for sealing fuel system
“ON” position. Turn fuel boost pump components as well as other areas
on and observe 6 PSI on fuel where contaminant ingress needs to be
pressure gauge. Observe fuel filter prevented. This is a polysulfide fuel
assembly for leaks prior to closing resistant sealant used on integral “wet
filter access panel. wing” fuel tanks as well as other areas
subject to contact with aircraft fuels,
FUEL SYSTEM MAINTENANCE AND lubricants, oils, agriculture chemicals,
REPAIR water and/or weathering. They can be
painted when cured.
Polysulfide sealants to AMS-S-8802
5-8 Effective: 01/01/08

If you haven’t worked with this material streaks in the properly blended material.
before, understand that it is a two-part Blend the components slowly, as violent
mixture that must be mixed properly, stirring will entrap air in the cured
according to the manufacturer’s sealant. Do not thin the sealant with
instructions. It is available with working solvents.
life of from ½ hour to 4 hours, and you Thoroughly clean all surfaces to which
generally want to give yourself as much the sealant is to be applied immediately
working life as possible. It also comes in prior to sealant application. Cleaning
two consistencies, “A” being thin enough should be accomplished with clean, lint-
to paint on, and “B” being thicker and free paper or cloth towels or small
requiring spreading on with a tool. They paintbrushes soaked with Acetone or
are available in bulk or in several sizes of Methyl Ethyl Ketone (MEK) and wiped
kits that contain the proper proportions of clean. Do not let the solvent dry on the
the two materials and require only surface, but instead wipe it off before it
thorough mixing. dries. Always clean an area longer and
wider than the width of the finally applied
WARNING!
sealant to ensure no contamination.
Refer to and adhere to all Fuel proof sealant is also used by Thrush
measures and precautions Aircraft, Inc. to seal all exposed stressed
obtained from the applicable skin fillet joints and faying (face to face)
Material Safety Data Sheet seals, fiberglass to aluminum fillets and
(MSDS) prior to using or to seal cockpit windows. This extra
removing fuel proof sealer and sealing prevents water and corrosive
any other chemicals, adhesives, chemical entry into these vital structures.
oils, fuels, sealers, cleaners, or Fuel proof sealant is used to seal all bolts
solvents listed in this manual. and carry-through structure in the
When needing only small amounts of chemical hopper. A one part sealant to
sealer, bulk material is the more cost Mil-S-4383C may be used as a topcoat
effective way to go. Read the over polysulfide fuel proof sealers inside
manufacturer’s instructions thoroughly. of the integral fuel tanks. It has the
Generally a lot more of one part is used consistency of thin syrup and can be
than the other. Use a clean, smooth, flat painted on top of all previously sealed
non-porous surface to mix the sealer on, internal fuel tank seams. If it is used, it
about twice as big as you think you will must be allowed to air dry for 4 days
need. Start by measuring out the part minimum before being exposed to fuel.
used in larger proportion in the Alternatively, a long curing type A fuel
approximate end amount needed. Then proof sealer to AMS-S-8802 can be
measure out the proper proportion of the painted on as a top coat. Either way, the
other constituent material on top of the “wet wing” fuel tanks must be finished
first one. Mix and stir both components with a topcoat over the repair and a
until a uniform gray color is achieved. minimum of 6” around it.
There should be no white or black
Effective: 01/01/08 5-9

Figure 5-4: Proper Application of Fuel Proof Sealant
When working with fuel tank sealer, not squeeze out, not enough sealant was
cleanliness is mandatory. Something as used. Ideally the faying seal should end
simple as a fingerprint or a piece of lint up .015” or about 1/64” thick.
can result in a fuel tank leak down the Fillet seals are continuous lines of
road. Rule one is to get all the cutting, sealant along the joints between two
drilling, grinding, etc. out of the way parts. The bead squeezed out from the
before you start trying to seal. Having to faying seal is a good start, and may be
add a hole after sealing has begun is a sufficient when formed into a fillet. If the
recipe for a leak. Deburr all holes and bead material is not enough to get the
edges and clean out all shavings. coverage thickness specified in Figure 5-
Faying seals involve a layer of “B” type 4, add more “B” sealant. Use a tool or a
sealant between mating surfaces. latex gloved finger for smoothing, not a
Sealant is spread on both mating bare finger. Do not try to clean up
surfaces before joining. If working on excess sealant with solvent.
mating surfaces that are pried apart, use
a pressure applicator to be sure sealant LEAK SEALING
gets all the way between the mating Determine the approximate location of
surfaces where they are still attached. the leak by visual inspection through the
When the fasteners are tightened, cover plates in the lower surface of the
starting at one end and working to the wing. After leak area is determined,
other, the faying sealant is squeezed out drain all fuel from affected tank. See
along the edges. If a small bead does Section 2 for defueling procedures.
5-10 Effective: 01/01/08

A. Remove the cover plates on upper E. Coat the entire replaced skin and all
surface of wing to repair the tank supporting structure plus a 3” band
leak. Determine the exact location of around it with type A sealant.
the leak source as precisely as F. Reseal cover plates and fuel quantity
possible. transmitter mounting with fuel proof
B. Clean the general area of the leak sealer.
thoroughly. Better to clean too large G. To prevent water and chemical entry
of an area than too small. If the into wing and empennage skin joints
source of the leak is known exactly, and edges, fillet seal them by
seal it with B type sealer. Apply an applying a small bead of fuel proof
even coat of A type sealant over the sealant to all skin edges, joints, and
leak repair plus 3” around it with a stiff overlaps. The fillets can be painted
clean brush. after sealer has dried.
C. If only the general area of the leak is H. Pressure check fuel tank per the
known, a larger area should be following instructions.
cleaned (at least 12” past wherever
the leak is suspected) and the area FUEL TANK PRESSURE CHECK
coated with type A sealant.
D. Allow the sealer to dry overnight. REQUIRED EQUIPMENT
E. After drying, the sealer should be A. Pneumatic shut-off valve with an
checked for air bubbles or thin spots. operator that requires multiple turns
Additional sealer should be applied to open. This is so that pressure
where necessary. can be applied gradually.
F. Reinstall the cover plates on wing B. Manometer board per figure 5-5.
upper surface. (can be locally fabricated).
C. Suitable flexible hose from shut-off
RESEALING AFTER COMPLETE SKIN
valve to wing fuel tank/system
REMOVAL
outlet.
To reseal the fuel tanks after removing or D. Suitable flexible hose from wing fuel
repairing the wing skin, proceed as tank vent to manometer board.
follows: E. Worm clamps for attaching hoses to
A. Prior to installing the wing tank skin, wing fuel tank outlet and wing fuel
vacuum tank area thoroughly to tank vent.
remove all particles of dried sealant, F. Suitable leak detection fluid and
dirt or other foreign matter. Allow the applicator.
sealant to cure for 16 hours or more.
FUEL TANK SET-UP
B. The entire tank interior should be
cleaned to remove fuel residue. All When a wing fuel tank is being pressure
surfaces that will receive sealant shall tested, one of the fuel outlets must be
be cleaned again and etched. capped, while the other is left open.
C. Apply type B sealant to all areas of Prepare both outlet line and the fuel tank
contact between the skin and ribs, vent line for connection to the
spars, intercostals and other skins. manometer board.
D. Wet rivet the wing tank skin in place Ensure that all access hole covers are
Smooth out sealant squeezed out to installed properly, drain plugs are tight,
make fillet seals at all junctions. and the fuel filler cap is closed tightly.
Effective: 01/01/08 5-11

PRESSURE CHECK SET-UP When pressure in the tank exceeds 38”,

start checking the tank for air leaks.
Reference Figure 5-5, Manometer Board.
Some can be identified by hissing
Enough colored water should be in the 1” sounds and/or feeling the air escaping.
tube to extend beyond the curve slightly. Feel sensitivity is increased by wetting
With no pressure on the 1” tube, align the the hands. Leak detection fluid will
bottom of the manometer scale (the identify smaller leaks. Turn the shut-off
zero) with the top of the colored water in valve off before the water column
the manometer. reaches 44”. The valve may need to be
Plug shop air into the shut-off valve with re-opened to maintain at least 38” while
the shut-off valve closed. Connect the leaks are detected and solved.
pressure hose from the shut-off valve to Once all obvious leaks have been
a wing fuel outlet, and connect the wing detected and solved, a general check of
vent line to the manometer inlet side. all joints and seams should be made
Plug the other wing fuel outlet. using leak detection fluid or soapy water.
PRESSURE CHECK PROCEDURE When satisfied that all leaks have been
detected and solved, and with the
Crack the shut-off valve just enough to manometer reading between 38” and
hear air flowing through it. An increase 44”, close the shut-off valve. Start a
in pressure in the wing will be indicated stop-watch or note the second hand
by movement of the manometer water position on a watch and note the
column up the scale side. While extreme manometer reading.
pressure build-up within the tank or fuel
system is prevented by the open-ended After 5 minutes minimum has elapsed by
manometer tube, too rapid of pressure the watch, if the manometer reading has
build-up can cause a pressure spike that not decreased by more than ¼” the
can severely damage the wing. pressure check is successful. Leakage
greater than this necessitates finding and
CAUTION solving the remaining leak(s).
Apply pressure to the fuel tank Repeat this process until the wing holds
very gradually. Do not pressure as specified above.
pressurize the tank in excess
of 44.0 inches of water or
damage may occur.
5-12 Effective: 01/01/08

Figure 5-5: Manometer Board for Leak Checking
FUEL SYSTEM TROUBLESHOOTING

The trouble-shooting table in this next section (Table 5-2) discusses symptoms which can
be diagnosed and interprets the results in terms of probable causes and the appropriate
corrective action to be taken. Review all probable causes given and check other listings
of troubles with similar symptoms. Presentation order is not necessarily in order of
probability.
Effective: 01/01/08 5-13

Table 5-2: Fuel System Trouble Shooting Chart
PROBLEM PROBABLE CAUSE REMEDY
No fuel quantity Check fuel quantity. Service with proper

Fuel tanks empty.
indication. grade and amount of fuel.
Fuel quantity indicator
Check visually. If not open, check
circuit breaker open or
continuity. Reset. Replace if defective.
defective.
Disconnect wire from transmitter at
indicator not registering and attach it to
an indicator that is registering. If
Defective fuel quantity indicator does not register, transmitter is
indicator or transmitter. defective. If the new indicator registers,
the existing indicator is defective.
Replace defective transmitter or
indicator.
Loose connections or Check connections and wiring. Tighten
open circuit. connections; repair or replace wiring.
Left and right fuel
quantity indicator switch Check continuity and replace if defective.
defective.
Check power to gauge. If no power,
No power to gauge.
check for defective circuit breaker.
Power, ground and
Circuit board on rear of gauge defective.
transmitter checks
(Replace board) or entire gauge.
good.
Check ohms to transmitter. Check for
Fuel indicated Open ground between broken wire. Transmitter should read 0
full at all times. gauge and transmitter. ohms when fuel tank is empty and 33
ohms when fuel tank is full.
No fuel flow to Check fuel quantity. Service with proper
Fuel tanks empty.
engine. grade and amount of fuel.
Fuel line disconnected Inspect fuel lines. Connect or repair fuel
or broken. lines.
Disconnect fuel lines from tank outlets.
Header tank outlet fuel No fuel indicates plugged strainers.
strainers plugged. Remove and clean strainers and flush
out tanks.
Fuel filter element Inspect filter element. Clean or replace
plugged. filter element.
5-14 Effective: 01/01/08

No fuel flow to Starting at fuel pump inlet, disconnect

engine. Fuel line plugged. fuel lines successively until plugged line
(Continued) is located. Clean out or replace fuel line.
Use the preceding isolation procedures,
Fuel starvation Partial fuel flow from the
checking for sufficient rate of flow. Using
after starting. preceding causes.
the preceding remedies.
Malfunction of engine- Check pump outlet during starting.
driven fuel pump. Replace fuel pump. See Section IV.
Check ram air inlet for blockage.
Fuel vents plugged. Pressure check each vent line. Clean or
replace vent line.
No fuel flow
Defective electric
when auxiliary Check continuity of switch. Replace
auxiliary fuel pump
pump is turned defective switch.
switch.
on.
Open or defective Check visually. If not open, check
circuit breaker. continuity. Reset. Replace if defective.
Loose connections or Check connections and wiring. Tighten
open circuit. connections; repair or replace wiring.
Disconnect outlet line. With proper fuel
Defective auxiliary fuel supply to pump, fuel under pressure
pump. should flow from outlet. Replace
defective pump.
Check pump outlet during starting. See
Defective engine-driven
Section IV and replace fuel pump if by-
fuel pump by-pass
pass valve is defective or installed
valve.
backwards.
Fuel flow Check voltage and ground wire. If
indicator voltage is present and ground is good,
inoperative. No voltage to indicator.
replace indicator, maintaining the same K
(Optional Equip) factor.
To check transducer, remove four screws
Fuel flow holding wire housing to flow vane
Indicator comes housing. With battery power on, pass
on but will not Bad wires to transducer
screwdriver back and forth over wire
show fuel flow. or defective transducer.
housing pickups. You should get a
(Optional Equip) reading on indicator. If no reading,
replace units.
Effective: 01/01/08 5-15

OPERATING INSTRUCTIONS FOR

*NOTE* THE P/N 60167 FERRY FUEL SYSTEM
Any time you have to replace
either the fuel flow indicator or CAUTION
the transducer, you must be
sure to have the unit calibrated Operation instructions must
to same K factor as set by the be strictly followed to
manufacturer. It will cause bad operate aircraft using ferry
indications if mismatched K fuel system.
factors are installed together. A. Securely attach these instructions in
the cockpit on the hopper, directly in
ACTIVATING HOPPER (FERRY) front of the pilot's face at the time of
FUEL SYSTEM installation of the ferry fuel system.
(Ref. Fig. 5-6) B. In the United States, an aircraft with
this ferry fuel system installed and
A. Remove spray pump and spray pump
connected to the normal fuel system
discharge line to spray valve. Tie-rap
must be operated on a special flight
any wires or cables to upper portion
authorization (ferry permit) regardless
of pump mount.
of whether the ferry fuel system is
B. Open hopper gate box dump gate.
actually used on any particular flight.
C. Assure hopper has been cleaned
C. Due to vapor lock considerations, use
thoroughly and there is no presence
of automotive gasoline as an
of water or chemicals. Assure side
alternate fuel is prohibited in either
loading plumbing has been cleaned
the wing tanks or the hopper.
and there is no presence of water or
D. Do not use hopper fuel for takeoff,
chemicals.
landing, or flight at low altitude.
D. Install the 2" camloc female cap on
E. Use hopper fuel only for level cruising
the spray valve return inlet fitting
flight above 3000 feet above ground
located inside the hopper gate box
level. Always operate the electric fuel
left hand side and lock wire.
pump and the ignition switch while
E. Install cap on hopper outlet fitting and
changing the fuel selector in flight.
lockwire.
Always switch fuel at or below cruise
F. Hook up fuel line from cap to fuel
power settings.
selector valve. Make sure that the
F. Except in emergency, do not dump
fuel line is secured to aircraft
hopper fuel in flight or on the ground
structure and will not foul any
with the engine running.
movable controls.
G. Drain the hopper sump and all other
G. Service hopper with approved fuel.
normal fuel system sumps prior to
flight.
CAUTION
H. Never use the hopper as a fuel tank
With the ferry fuel selector in hopper unless it is completely clean and dry.
position, drain all trapped air from I. Remove these instructions from the
the hopper fuel line by operating the cockpit only after removal of the ferry
fuel strainer drain (see Figure 5-1). fuel system from the aircraft
Unless this procedure is followed
after each refueling, the engine may
quit when hopper fuel is selected in
flight.
5-16 Effective: 01/01/08

FIGURE 5-6: HOPPER FERRY FUEL SYSTEM
Effective: 01/01/08 5-17

5-18 Effective: 01/01/08

SECTION 6
LANDING GEAR, WHEELS & BRAKES
TABLE OF CONTENTS
GENERAL DESCRIPTION .............................................................................................................................. 2
MAIN LANDING GEAR ................................................................................................................................... 2
Main Landing Gear Assembly ................................................................................................................... 2
Removal .............................................................................................................................................. 2
Cleaning, Inspection and Repair of main gear.................................................................................... 2
Cleaning, Inspection and Repair of shock struts ................................................................................ 3
main wheels and brakes:........................................................................................................................... 3
GENERAL DESCRIPTION........................................................................................................................ 3
MAIN WHEEL REMOVAL AND DISASSEMBLY ............................................................................... 3
FIGURE 6-1: MAIN LANDING GEAR ASSEMBLY ........................................................................... 4
INSPECTION OF MAIN WHEEL ASSEMBLY.................................................................................... 5
FIGURE 6-2: MAIN WHEEL AND BRAKE ASSEMBLY .................................................................... 6
main wheel REASSEMBLY AND INSTALLATION ............................................................................. 6
BRAKE REMOVAL AND DISASSEMBLY .......................................................................................... 7
BRAKE SERVICING ........................................................................................................................... 8
MEASURING BRAKE LINING WEAR.......................................................................................... 8
REMOVAL OF BRAKE LININGS FROM CALIPERS................................................................... 8
REPLACEMENT OF ORGANIC LININGS ................................................................................... 8
Figure 6-3: Brake Disc and Lining Inspection Criteria.................................................................. 9
Figure 6-4: Brake Pad Rivet Installation....................................................................................... 9
REASSEMBLY OF ORGANIC LININGS TO CALIPER ............................................................. 10
BRAKE LINING CONDITIONING PROCEDURES........................................................................... 10
Non-Asbestos Organic Linings ................................................................................................... 10
BRAKE REASSEMBLY AND INSTALLATION ................................................................................. 11
Figure 6-5: Brake Master Cylinder ............................................................................................ 11
REMOVAL OF BRAKE MASTER CYLINDERS ............................................................................... 12
Disassembly and Repair............................................................................................................. 12
Master Cylinder Installation ........................................................................................................ 12
BRAKE BLEEDING........................................................................................................................... 12
TAIL LANDING GEAR .................................................................................................................................. 12

TAIL GEAR REMOVAL..................................................................................................................... 12
Cleaning, inspection and repair of tail landing gear ................................................................... 13
tail landing gear INSTALLATION ...................................................................................................... 13
figure 6-6: tail landing gear ............................................................................................................... 14
TAIL landing GEAR RIGGING .......................................................................................................... 15
DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY ............................................................. 15
figure 6-7: Spindle Assembly ............................................................................................................ 15
CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY. 15
TAIL gear WHEEL and tire REMOVAL AND DISASSEMBLY.......................................................... 16
INSPECTION OF TAIL LANDING GEAR WHEEL ASSEMBLY ................................................ 16
TAIL landing gear WHEEL & tire REASSEMBLY AND INSTALLATION ......................................... 17
figure 6-8: Tail LANDING GEAR Wheel Assembly........................................................................... 17
WHEEL AND BRAKE TROUBLESHOOTING.............................................................................................. 19

Table 6-1: Wheel and Brake Troubleshooting Chart ....................................................................... 19
Effective: 01/01/08 6-1

LANDING GEAR, WHEELS housing.

AND BRAKES Service of the tailwheel consists of
lubrication of the spindle and axel, plus
GENERAL DESCRIPTION periodic repacking of the wheel bearings.
Attachment integrity should be inspected
Ref. Figures 6-1 & 6-2 daily visually and by rocking the aft
Each main landing gear installation fuselage from side-to-side while
consists of a landing gear assembly, observing attachment points. Tire
shock strut assembly and a wheel and inflation should be checked prior to every
brake assembly. The landing gear flight.
assembly is bolted to the fuselage frame The tailwheel is free castering when
at two locations and to the shock strut unlocked, which is only when the control
assembly at one location. The shock stick if full forward. Otherwise it is locked
strut assembly is in turn bolted to the in the straight ahead position.
fuselage frame. Lubrication fittings are
provided for the pivot points and for the MAIN LANDING GEAR
shock strut assembly. Lubrication should
be applied sparingly and all parts wiped MAIN LANDING GEAR ASSEMBLY
clean to prevent collection of dirt (refer to Ref. Figure 6-1
lubrication Chart, Section 2). All landing
gear hinge points should be carefully REMOVAL
inspected for wear and damage during A. Jack aircraft as outlined in Section 2.
each landing gear check. Troubleshoot B. Remove fuselage skins as required.
the landing gear by using the charts at C. Disconnect flexible hydraulic brake
the back this section, and always places line at top of landing gear assembly.
the aircraft on jacks prior to performing D. Remove bottom bolt from shock strut
maintenance procedures on the landing assembly.
gear system. E. Remove the bolts attaching landing
The tail gear is comprised of the trunnion gear assembly to fuselage.
attach points on the fuselage, the tail CLEANING, INSPECTION AND REPAIR
gear spring, the tail gear spring supports, OF MAIN GEAR
the housing and spindle, the centering
A. Clean all parts with a suitable type
springs and unlock control cable, the
cleaning solvent.
tailwheel yoke and axel, the wheel, the
B. Inspect all bolts, bearings and
tire & tube, and various assembly and
bushings for excess wear, corrosion
attaching hardware..
and damage.
The tailwheel spring is attached at the C. Check all welds for cracks.
forward end to a trunnion which allows D. Repair of the landing gear is limited
limited fore and aft movement of the to reconditioning of parts, such as
spring. The spring is supported just replacing components, bearings and
forward of the bend by clamping brackets bushings, smoothing out minor nicks
which support it and limit fore and aft and scratches and repainting areas
motion. The housing and spindle is where paint has chipped or peeled
attached to the lower end of the tailwheel
spring, and the yoke is attached to the
6-2 Effective: 01/01/08

CLEANING, INSPECTION AND REPAIR according to wheel size. The MLG

OF SHOCK STRUTS wheels operate on tapered roller
Ref. Figure 6-1 bearings that rotate in hardened steel
races pressed into each wheel half. A
A. Remove top and bottom attaching
brake disc assembly is bolted to the
bolts, and remove complete shock
wheel and turns with the wheel.
strut assembly from aircraft.
Applying pressure to the rudder-brake
B. Support strut under fork end and
pedals individually controls the hydraulic
slide a 1-1/2 inch ID sleeve over
brakes attached to the main landing
slotted end. Apply light pressure to
gear. Movement of a rudder-brake pedal
sleeve, sufficient to relieve pre-load
operates the corresponding master brake
from biscuits.
cylinder, attached to the aft side of the
C. Remove bolt holding biscuit retainer
rudder pedals, and applies pressure to
and disassemble unit.
the appropriate brake. The brakes are
D. Clean all parts with a suitable type
self-adjusting, easily checked for wear,
cleaning solvent.
and can be quickly overhauled by field
E. Inspect rubber shock biscuits for
activities.
distortion, splits or deterioration.
Replace as required. MAIN WHEEL REMOVAL AND
F. Inspect welds for cracks. DISASSEMBLY
G. Inspect bolt holes for elongation.
H. Inspect all areas for evidence of To remove and disassemble a main
corrosion. landing gear wheel, proceed as follows:
I. Repair of shock struts is limited to A. Jack aircraft as outlined in Section 2.
replacement of parts, smoothing out B. Remove valve-core and deflate tire
minor nicks and scratches and completely.
repainting areas where paint has C. Remove bolts and washers from
chipped or peeled. back plates of brake assembly and
*NOTE* remove back plates.
D. Remove hubcap snap ring, hubcap,
Upper shock strut attach cotter pin, nut, washer, bearing and
bolt is close tolerance, wheel assembly from landing gear.
heat treated NAS bolt. E. Break tire bead from wheel by using
Do not replace with AN a mallet (do not use tire irons).
type bolt. F. Remove bolts, washers and nuts and
separate wheel halves. Guard valve
MAIN WHEELS AND BRAKES: stem to avoid damage while
GENERAL DESCRIPTION removing tire and tube.
Ref. figure 6-2 G. Remove brake disc from brake side
of wheel. If disk sticks, pry out disc
The divided type wheels (including tail
using non-metallic instrument.
wheel) are machined castings, consisting
H. Remove bearing retainer snap ring,
of two sections called wheel halves. The
grease seal ring, and grease seal,
wheel halves, which are secured
spacer and bearing cone from
together by bolts and nuts, are
inboard side of wheel.
interchangeable, and the complete wheel
assemblies are interchangeable
Effective: 01/01/08 6-3

FIGURE 6-1: MAIN LANDING GEAR ASSEMBLY
6-4 Effective: 01/01/08

INSPECTION OF MAIN WHEEL wheel halves and should not be

ASSEMBLY removed unless replacement is
Ref. figure 6-2 necessary due to the above
conditions. If replacement is
Clean all parts in cleaning solvent and necessary, proceed as follows:
dry thoroughly. A soft bristle brush may
be used to remove hardened grease, 1. Insert wheel half into boiling water
dust or dirt. for one (1) hour or place it in an
oven at 250 degrees Fahrenheit
WARNING! for 30 minutes.
2. Remove wheel half from source of
Cleaning solutions are toxic heat and invert wheel half. If
and volatile. Use in a well bearing cup does not drop out, tap
ventilated area. Avoid contact the bearing cup evenly from the
with skin and clothing. Do not axle bore with a fiber drift pin or
inhale vapors. suitable arbors press.
I. Inspect bearing cones for nicks, 3. When replacing a bearing cup,
scratches, water staining, spalling, repeat step 1, and chill bearing
heat discoloration, roller wear, cage cup in dry ice for a minimum of 15
damage, cracks or discoloration. minutes.
J. Inspect wheel-bearing grease for 4. Remove wheels half from source
contamination and solidification (see of heat and bearing cup from the
Inspection Intervals Chart in Section dry ice.
2). When repacking wheel bearings, 5. Dry the chilled bearing cup and
use MIL-G-81322 (Aeroshell 22). coat its contacting surfaces with
K. Inspect wheel halves for cracks, zinc chromate primer.
corrosion and other damage. A 6. Install the chilled bearing cup into
cracked or badly corroded casting the bearing bore of the heated
should be replaced. Small nicks wheel half. Tap bearing cup
scratches or pits can be blended out gently and evenly into place, using
using fine 400-grit sandpaper. a fiber drift pin or suitable arbor
press.
* NOTE *
N. Inspect wheel brake disc assembly
Wheel halves can be
for cracks, excessive wear or
replaced individually. Wheel
scoring, coning, and rust or corrosion
sets no longer have to be
(see Fig. 6-3). Remove corrosion
replaced as matched pairs.
and blend out small nicks using fine
L. Inspect snap rings and grease seals (400 grit) sandpaper. Replace brake
for distortion or wear. Replace parts, disc if worn below wear limit of .395
if damage or deformed. Saturate inch. Coning of disc in excess of
grease seal felts with SAE 10 oil (do 0.015 inch is cause for replacement
not soak). of disc.
M. Inspect bearing cups for looseness, O. Inspect self-locking nuts for self-
scratches, pitting, corrosion, or locking feature. Replace nuts if they
evidence of overheating. The can be turned onto the bolt past the
bearing cups are pressed into the self-locking section by finger.
Effective: 01/01/08 6-5

FIGURE 6-2: MAIN WHEEL AND BRAKE ASSEMBLY
Wheel Assembly.
MAIN WHEEL REASSEMBLY AND
B. Inflate tube sufficiently to round it
INSTALLATION
out.
Tires and tubes are balanced as C. Dust tube with a small amount of
individual units and marked at the time of tube talc.
manufacture. The tire balance mark is a D. Insert tube into tire so that balance
red dot. The tube balance mark is a mark (yellow or white band) is
yellow stripe on the base of the tube. radically aligned with the tire balance
The following procedure is suggested as mark (red dot).
a guide for mounting the tires in balance E. Place outer wheel half into tire and
and installing the wheels. pull tube valve stem through valve
A. Reassemble cone bearings, grease hole.
seals, felts and snap ring into the F. Turn tire and wheel half over and
proper wheel halves. Lubricate place inner wheel half into the tire
bearings. See Inspection of Main and align the bolt holes with the
outer wheel half. Place brakes discs
6-6 Effective: 01/01/08

into the inner wheel half and align of aluminum lacquer.

bolt holes.
G. Install bolts through the inner wheel *NOTE*
half and washers and nuts on the Do not paint working surfaces
outer wheel half. of the bearing cups.
H. Tighten nuts evenly and torque to
150 inch-pounds. BRAKE REMOVAL AND
DISASSEMBLY
WARNING!
A. Release parking brake.
Uneven or improper torque B. Jack aircraft as outlined in Section 2.
may cause bolt or wheel C. Disconnect and cap brake hydraulic
failure. supply line at brake housing.
I. Inflate tube until beads seat on wheel D. Remove back plate assemblies from
flanges. Remove valves core and calipers.
allow tube to deflate. E. Remove caliper assemblies.
J. Install valves core and inflate tires F. Remove pressure plate assembly.
from 40 to 60 psi. Check to assure G. Clean all metal surfaces with
valve stem does not leak before denatured alcohol and dry
installing valve cap. thoroughly. All “0” rings are to be
K. Lubricate washer and axle nut (see replaced. Remove pistons by
Section 2, Servicing). Install wheel injecting air into the caliper ports (15
assembly on axle and secure with to 20 psi) maximum pressure.
washer and axle nut.
L. While manually rotating wheel, WARNING!
torque axle nut to 80 inch-pounds,
continue rotating wheel and back off Use caution when blowing
to zero inch-pounds. While manually pistons out of the caliper
rotating wheel, torque to 40-inch cylinders with air, as pistons
pounds. If nut is not to locking can fly out at high speed.
position, advance to next position, Turn the caliper over so
not to exceed 30 degrees, and install pistons are facing the work
cotter pin. table and cushion their
M. Install hubcap and hubcap retaining impact with rags. Wear
ring. appropriate protective
N. Install brakes back plate assembly clothing and eyewear.
and torque bolts to 60 inch-pounds. H. Inspect brake cylinders for cracks,
These bolts are self-locking and nicks, corrosion and damaged
should be inspected for the self- threads. Inspect inlet and outlet
locking feature. Replace bolts if the hydraulic ports for foreign
self-locking feature is damaged or contaminates. Examine cylinder
destroyed. walls for scoring or excessive wear.
O. Wheels may be repainted if the parts Blend and polish light scratches in
have been repaired and thoroughly piston cavities with fine emery cloth,
cleaned. Paint exposed areas with 600 grit. Castings that are cracked
one coat of zinc primer and one coat or have damaged threads should be
Effective: 01/01/08 6-7

replaced. Q. Check the wheel brake disc. See

I. Inspect anchor bolts for cracks, procedures under Inspection of Main
corrosion, permanent set and Wheel Assembly and Figure 6-3.
excessive wear. Replace bolts that
are bent, cracked or severely BRAKE SERVICING
corroded. MEASURING BRAKE LINING WEAR
J. Inspect pistons for cracks, nicks, Ref. figure 6-3
burrs, or excessive wear. Remove
burrs and blend out nicks, using fine The minimum wear thickness for
emery cloth 600 grit, and clean replacement of metallic linings is 0.100
thoroughly. inch.
*NOTE* REMOVAL OF BRAKE LININGS FROM
CALIPERS
The pistons are equipped A. Remove backing plate attaching
with a friction spring (drag bolts and washers, and remove back
ring) on the piston tail. It is plates and insulator shim.
recommended that this ring
NOT be removed unless it B. Carefully slide brake caliper out of
requires replacement. torque plate bushing.
C. Slide pressure plate assembly (lining
K. Inspect pressure plate assembly for carrier) off anchor bolts.
cracks, damaged pins and excessive
warped contours. Replace pressure REPLACEMENT OF ORGANIC
plate if cracked or severely LININGS
deformed. Replace cracked or Ref. figure 6-4
deformed pins. Old organic linings may be removed by
L. Inspect brake cylinder bolts for using a small drift pin or carefully drilling
cracks, damaged threads, and self- out the rivets with a 1/8-inch diameter
locking feature. Replace bolts that drill. Use care to prevent elongating the
are cracked, bent or have damaged rivet holes. Deburr the surface adjacent
threads. to the lining to allow lining to set flush.
M. Inspect brake linings for cracks, edge
chipping, and surface deterioration. A. Clean pressure plate and back plate
Linings should be replaced when surfaces of dirt, grease, etc. before
worn to a thickness of 0.100 inch installing new linings.
(see Fig. 6-3). B. Inspect pressure plate and back
N. Inspect torque plate for cracks, nicks, plate for excessive corrosion, visible
burrs, rust, excessive wear and damage, or excessive warping.
brinelling in bolt holes. Replace Straighten pressure plate too less
torque plate if cracked or severely than 0.010 inch (0.254mm) flatness.
deformed.
C. Align new factory authorized
O. Clean repaired surfaces and areas of
replacement lining segments on
the brake assembly from which paint
pressure plate/back plates and install
has been removed.
P/N 105-0200 rivets, using
P. Paint exposed areas with one coat of
Cleveland’s rivet set, P/N 199-1, or
zinc primer and one coat of
appropriate riveting tool.
aluminum lacquer.
6-8 Effective: 01/01/08

Figure 6-3: Brake Disc and Lining Inspection Criteria
Rivet Acceptance Criteria

1 The split shall not occur inside the crest of the clenched surface.
2 No more than two splits shall occur in a 90° area.
3 A total of no more than three splits shall be allowed.
Figure 6-4
D. Check to be sure lining is tight and E. With tubular rivets, splits may result
movement free with no distortion of from the clinching operation. Refer
parts. to rivet sketch (figure 6-4) for
acceptance criteria.
Effective: 01/01/08 6-9

REASSEMBLY OF ORGANIC LININGS BRAKE LINING CONDITIONING

TO CALIPER PROCEDURES
Ref. figure 6-4 When new linings have been installed, it
is important to condition them properly to
A. Carefully wipe dirt, grease, etc. from
obtain the service life designed into
cylinder, pressure plate, and portions
them.
of piston extending beyond cylinder
face, and push piston back into Non-Asbestos Organic Linings
cylinder. A. Taxi aircraft for 1500 feet with engine
B. Slide pressure plate with new lining at 1700 rpm applying brake pedal
over anchor bolts and install brake force as needed to maintain a 5 to
caliper into torque plate. For 10 mph taxi speed.
equipment that is operated in an
amphibious environment, or in WARNING!
extremely wet climates, lubricate the
anchor bolt with Lubriplate or Due to the efficiency of
equivalent. For equipment used in a these brakes, extremely
non-amphibious temperate hard braking on aircraft with
environment, lubricate the anchor tailwheels could result in the
bolt with a dry film lubricant (silicon tailwheel lifting from the
spray). DO NOT USE GREASE OR ground, possibly resulting in
OIL. These materials will attract dirt noseover.
enhance the wear of the anchor pins.
B. Allow the brakes to cool for 10 – 15
C. Install back plate attachment bolts
minutes.
and washers in brake caliper.
C. Apply brakes and check for restraint
D. Install insulator shims (typically used
at high static throttle. If brakes hold,
with metallic lining) and spacers as
conditioning is complete.
applicable.
E. Slide back plates between brake disc
WARNING!
and wheel/tire and install back plate
attachment bolts and washers into Use extreme caution
back plates. during a high throttle static
F. Torque brake assembly back plate run-up to prevent the
tie bolts to 60 inch/pounds. Two aircraft from nosing over.
different types of back plate tie bolts Under these conditions the
are used. The patch lock bolt (nylon hopper and fuel system
material embedded in threaded end) should be full to help keep
will required replacement 6 to 8 the aircraft from nosing
installations or whenever the bolts over.
can be run in past the locking feature
by use of fingers only. Bolts with D. If brakes cannot hold aircraft during
drilled heads require safety wire after static run-up, allow brakes to
torquing. completely cool and repeat steps A
through C.
E. This conditioning procedure will wear
off high spots and generate sufficient
heat to create a thin layer of glazed
6-10 Effective: 01/01/08

material at the lining friction surface. assembly (if removed).

Normal brake usage should generate
B. Lubricate large O-ring with MIL-H-
enough heat to maintain the glaze 5606 hydraulic fluid and install in
throughout the life of the lining.
groove in brake housing bore area.
Properly conditioned linings will provide C. Install piston assembly in brake
many hours of maintenance free service. housing.
A visual inspection of the brake disc will *NOTE*
indicate the lining condition. A smooth
Be sure piston is clean and
surface, one without grooves, indicates
burr free. Coat the outer
the linings are properly glazed. If the
surface with MIL-H-5606
disc is rough (grooved), the linings must
hydraulic fluid.
be re-glazed. The conditioning
procedure should be performed D. Install pressure plate assembly on
whenever the rough disc condition is anchor bolts.
observed. Light use, such as in taxiing, E. Install brake assembly to torque
will cause the glaze to be worn rapidly. plate.
F. Install back plate assemblies with
BRAKE REASSEMBLY AND bolts and washers. Torque bolts to
INSTALLATION 60 inch-pounds.
A. Install friction spring on piston
Figure 6-5: Brake Master Cylinder
Effective: 01/01/08 6-11

Repeat this procedure until system is

REMOVAL OF BRAKE MASTER
free of air.
CYLINDERS
E. Tighten bleeder screw, remove
Ref. figure 6-5
rubber hose and replace dust cap.
A. Disconnect and cap hydraulic lines. F. Repeat bleeding procedure for
B. Remove master cylinder retaining opposite brake.
bolts.
C. Remove master cylinder. *NOTE*
Disassembly and Repair Keep master cylinder

reservoir full of MIL-H-5606
Master cylinder repair is limited to hydraulic fluid throughout
replacement of parts, cleaning and the bleeding operation.
adjustment. Use clean hydraulic fluid
MIL-H-5606 as a lubricant during re- TAIL LANDING GEAR
assembly of the cylinders. Ref. Figure 6-6
Master Cylinder Installation TAIL GEAR REMOVAL
To install the brake master cylinders, A. Remove fuselage skins as required.
reverse the removal procedures and fill B. Using a suitable Jack. Jack and
and bleed brakes as outlined in this secure tail of aircraft, using jack
section. point.
C. Remove cotter pin and axle
BRAKE BLEEDING castellated nut, and spacer P/N
Ref. figure 6-2 and Section 3 CA84106-05-2, and then remove the
To bleed the brakes proceed as follows: tire/wheel assembly.
D. Disconnect flex control lock cable at
A. Place parking brake control in OFF pivot arm and cable hold down
position. clamp.
B. Prepare a piece of 5/32” clear plastic E. Disconnect centering springs from
(preferred) or rubber (any color) tail wheel centering arm assembly by
tubing at least 12 inches long. removing attach bolt.
Remove bleeder screw dust cap.
Install one end of hose onto bleeder * NOTE *
screw. Do not alter lock cable or
C. Place free end of hose in a clean elevator travel stops.
glass receptacle containing enough Alteration of tail gear lock
hydraulic fluid to cover end of hose. cable or elevator travel
End of bleeder hose must be stops will require re-rigging
submerged at all times to properly of tail wheel locking
check for air bubbles and prevent system.
entry of air into hydraulic system.
D. Apply brake pressure and open F. If disassembly of tail gear wheel/tire
bleeder screw approximately 1/3 to assembly is necessary, follow steps
½ turn, close bleeder screw before given on page 6-16.
releasing brake pressure to avoid G. Remove main leaf spring assembly
reentry of air into brake system. by removing NAS6207-38D bolt
(Replace annually) holding spring to
6-12 Effective: 01/01/08

trunnion assembly. Remove two-(2) cracks and corrosion.

each NAS6606-54 bolts that holds G. Inspect lock pin and upper and lower
the lower spring support block to lock plates for wear, corrosion,
upper support block. Note how cracks, and proper operation.
many 90056-26 washers were H. Inspect centering springs for
located on each side between corrosion, wear at ends, and for
support blocks. correct operation.
H. Remove trunnion assembly from I. Inspect lock pin flexible cable and
fuselage by removing trunnion attach spring for corrosion and correct
shaft. operation.
J. Inspect P/N95207-1 Acetal (Delrin®)
Cleaning, inspection and repair of tail
lower support bracket spacer for
landing gear
wear and cracks.
A. Clean all parts with a suitable type K. Inspect upper and lower leaf spring
cleaning solvent. support brackets, and attachment
B. Remove, clean, and inspect leaf hardware for wear, corrosion, and
spring forward attach P/N NAS6207- cracks. Ensure that the leaf spring
38D bolt every 100 hours. Upon support blocks grips the leaf spring
reassembly lubricate bolt and leaf tightly to prevent leaf spring
spring hole with Snap-on™ General movement fwd. and aft. Ensure
Purpose Anti-seize or equivalent or flexible sealant around contact
MIL-G-81322 (Aeroshell 22) grease. edges of support blocks, lower
Torque to specifications I/A/W support block spacer and leaf spring
Torque chart (figure 2-7). Replace is intact to prevent collection of
MS24665-300 cotter pin each potential corrosive material in this
inspection. area. Lubricate 2 ea. Trunnion Zerk
C. Inspect all bolts holes for elongation. (grease) fittings with MIL-G-81322
As a general rule, replace (Aeroshell 22)
components with holes that are out L. Repair of the tail landing gear is
of round by 0.005” or more. limited to replacement of component
Replacement of the leaf spring parts such as bearings & bushings,
forward attach P/N NAS6207-38D smoothing out minor nicks and
bolt (inspect every 100 hours) with a scratches and repainting chipped or
larger diameter is not approved. The peeled paint.
leaf spring may not be “drilled out”
for a larger bolt. TAIL LANDING GEAR INSTALLATION
D. Inspect main spring leaf for corrosion Ensure that trunnion is straight down (6
and cracks. Check aircraft O’clock position) and that leaf spring
maintenance records to be sure support blocks grips the leaf spring tightly
spring leaf P/N 5079-1 has not to prevent movement fwd. or aft. (Add or
exceeded its five thousand (5,000) subtract P/N 90056-26 washers/spacers
flight hour life limit. Replace leaf (.063”) between upper and lower support
spring as needed. blocks to achieve a tight grip of leaf
E. Inspect spindle housing assembly spring after bolts are properly torqued.)
welds for cracks. All bolts shanks and bolt holes are to be
F. Inspect spindle housing assembly for coated with Snap-on™ General Purpose
Effective: 01/01/08 6-13

Anti-seize lubricant or equivalent before with the exception of the top spindle
installation. Lubricate all bearings, castellated nut and wheel/tire axle
bushings, and Zerk (grease) fittings with castellated nut, which should be torqued
MIL-G-81322 (Aeroshell 22) grease. as follows:
Torque all hardware in accordance with
TORQUE CHART (figure 2-7, Section 2)
FIGURE 6-6: TAIL LANDING GEAR
A. For spindle castellated nut: While must rotate freely without perceptible
manually rotating spindle, torque play.
spindle castellated nut to 20 inch- B. For tail wheel axle castellated nut:
pounds, continue rotating spindle and While manually rotating wheel/tire,
back off to zero inch-pounds. While torque axle castellated nut to 80 inch-
manually rotating spindle, torque nut pounds, continue rotating wheel and
to 10 inch pounds. If not in locking back off to zero inch-pounds. While
position, advance nut to next position, manually rotating wheel/tire, torque to
not to exceed 30º, and install cotter 30 to 40-inch pounds. Rotate axle
pin. Bend ends of cotter pin around castellated nut (clockwise or
spindle castellated nut. Note: Spindle counterclockwise) to nearest slot and
6-14 Effective: 01/01/08

cotter pin hole, and insert cotter pin. C. Remove red plastic cap plug
Bend ends of cotter pin around axle (dustcover).
nut. Note: Wheel/tire must rotate D. Remove cotter pin, castellated nut,
freely without perceptible play. tongue washer, grease cup washer,
and cone bearing.
After the components have been
E. Remove spindle assembly and thrust
installed, seal the contact edges where
washer from spindle housing. Do not
the spring P/N 5079-1 upper support
remove upper bearing cup or bottom
block P/N 94131-9, lower support block
bronze bushing unless replacement
P/N 94131-11 and spacer P/N 95207-1
is indicated by inspection.
come together with a high quality flexible
silicone sealant or fuel tank sealant to
AMS-S-8802 (formerly MIL-S-8802) to
help block the collection of potential
corrosive contaminants in this area.
Carefully lower aircraft to ground and
remove Jack.
Recheck tire inflation pressure (12.5x4.5
10pr) is 55psi max.
TAIL LANDING GEAR RIGGING

Rigging will be required if lock cable or
elevator travel stops have been altered in
any way. Rig as follows:
A. Place elevator in a 17 (±1) degrees
down position. FIGURE 6-7: SPINDLE ASSEMBLY
B. Connect lock cable to pivot arm.
CLEANING, INSPECTION AND
C. Assure lock pin is flush with bottom of
REPAIR OF TAIL GEAR
lock pin guide when making final
SPINDLE HOUSING ASSEMBLY.
adjustment to lock cable turnbuckle.
D. Adjust top plate as required to assure A. Clean all parts with a suitable type
straight travel of aircraft tail wheel cleaning solvent.
when tail gear is locked. B. Inspect all bolts, bearings and
bushings for excessive wear,
DISASSEMBLY OF SPINDLE HOUSING
corrosion and damage.
ASSEMBLY
C. Inspect spindle assembly for cracks,
Ref. figure 6-7 excessive wear, corrosion and
A. If desired, remove bolts, nuts and damage.
washers that bolt tail wheel fork to D. Inspect spindle housing for cracks,
spindle. excessive wear, corrosion and
B. Remove bolts, nuts, and washers damage.
that bolt centering arm to top of E. Inspect lock pin lower plate and lock
spindle and remove centering arm. pin top plate assembly for cracks,
Note orientation for proper corrosion and damage.
reassembly.
Effective: 01/01/08 6-15

F. Repair of tail gear sub-assembly is corrosion, distortion, defects and

limited to reconditioning of parts such excessive wear.
as replacing bearings and bushings, B. Inspect felt grease seals. Replace if
smoothing out minor nicks and surface is hard or contaminated, or
scratches, repainting chipped or shows evidence of excessive wear.
peeled areas and replacement of Lightly saturate grease seal felts with
component parts. SAE 10wt. Oil (3-in-ONE oil) (do not
soak).
TAIL GEAR WHEEL AND TIRE C. Inspect tire for cuts, anomalies,
REMOVAL AND DISASSEMBLY internal damage and deterioration.
Ref. figure 6-8 D. Inspect inner tube for cuts, wrinkles,
To remove and disassemble tailwheel & anomalies and deterioration. Do not
tire, proceed as follows. use a used inner tube with a new
tire. Tubes grow in service, taking a
A. Using a suitable Jack. Jack and permanent set of about 25% larger
secure tail of aircraft at tailwheel than original size. This makes a used
trunnion jackpoint. tube too large to use in a new tire,
B. Deflate tire by depressing the which could cause a wrinkle and
schrader valve stem plunger until air lead to tube failure.
can no longer be heard escaping E. Inspect wheel bearing grease for
from the tire. contamination and solidification at
C. Remove schrader valve core. each periodic inspection. Repack
D. Remove cotter pin and through bolt bearings with MIL-G-81322
castellated nut. Remove the through (Aeroshell 22) or equivalent grease.
bolt, cut the safety wire to collar nut Note: Do not exceed 500 wheel
and remove the wheel and axle. miles or on annual inspection
Unscrew the collar nut and remove whichever comes first between
the axel from the wheel. repacking intervals.
E. From each side of wheel; carefully F. Clean and inspect bearing cups and
remove snap ring, felt grease seal cones. Note: Do not spin dry
retainer, felt grease seal, grease seal bearings or handle bearing
ring and cone bearing. Store the components with bare hands. The
cone bearings. Label the bearings bearing cup should not be removed
for reinstallation into position from except when replacement is
which it was removed. necessary due to scratches, nicks,
F. With the tire completely deflated, pitting, spalling, corrosion, brinelling,
removing the wheel through-bolts will or evidence of overheating. Note: If
separate the wheel halves. Pull the bearing cup is replaced, its
wheel halves from the tire by companion bearing cone must also
removing the wheel half opposite the be replaced.
valve stem first. Mark wheel halves G. Bearing cup removal: Heat wheel
to note relationship to each other for half in an oven not exceeding 212°F
reassembly. for 15 minutes. Remove wheel half
INSPECTION OF TAIL LANDING from heat source and immediately
GEAR WHEEL ASSEMBLY remove bearing cup by carefully
tapping out evenly from the inside
A. Visually check all parts for cracks,
6-16 Effective: 01/01/08

with a fiber drift. I. Replace any wheel casting that is

H. Bearing cup installation: Place wheel distorted, corroded, or has visible
half in oven not exceeding 212°F for cracks.
15 minutes. Chill new bearing cup in
an atmosphere of -25°F to -65°F for TAIL LANDING GEAR WHEEL & TIRE
no less than 4 hours. Chilling can REASSEMBLY AND INSTALLATION
also be accomplished by placing the Ref. figure 6-8
bearing cup in dry ice for a minimum To assemble and reinstall tail wheel,
of 15 minutes. Dry cup thoroughly proceed as follows:
and install chilled bearing cup into
bore of heated wheel half using a A. Wipe tire and tube (serviceable or
thin coat of zinc chromate primer for new) with denatured alcohol,
protection and lubrication. Tap gently followed by soap and water, then dry
into place with fiber drift making sure thoroughly.
bearing cup is evenly seated against B. Inflate the inner tube just enough to
shoulder of wheel half. Avoid cocking round it out; dust tube lightly with
bearing cup during installation. If tube talc.
bearing cup will not seat properly in C. Place tube in tire and align balance
wheel half, repeat above said marks. If tube has no balance mark,
procedures or replace wheel half place valve stem adjacent to tire
assembly. balance red dot.
FIGURE 6-8: TAIL LANDING GEAR WHEEL ASSEMBLY
Effective: 01/01/08 6-17

NOTE * F. Repack bearing cones with MIL-G-

81322 (Aeroshell 22) grease or
Tires and tubes are
equivalent.
balanced as individual units
G. On each side of wheel; apply a thin
and marked at time of
coating of grease on bearing cups,
manufacture. The tire
install freshly repacked bearing
balance mark is a red dot.
cones, install grease seal ring, felt
The tube balance mark is a
grease seal and another grease ring
yellow stripe on the base of
seal. Note: Lightly fill grease seal
the tube. Always assemble
felts with SAE 10wt Oil (3-in-ONE oil)
tire and tube with marks
(do not soak), and carefully install
aligned.
snap ring. Install the two (2)
D. Install tire and tube on the wheel half P/N95435-11 spacers, one on each
containing the valve stem hole and side of wheel assembly.
then the opposite wheel half. H. Inspect tail wheel axle for anomalies,
E. Install the wheel through-bolts with then apply a light coating of grease.
bolt heads opposite valve stem side, I. Install tail wheel/tire assembly onto
tighten nuts evenly and torque to 90 tail wheel axle with valve stem side
inch-pounds. facing left.
J. Install through bolt through axel and
WARNING! secure with castellated nut and cotter
key.
Uneven or improper torque K. Carefully lower aircraft to ground and
may cause a bolt or wheel remove Jack.
failure. Inflate tire until tire L. Recheck tire inflation pressure
beads are sealed, remove (12.5x4.5 55psi max).
schrader valve core, and
allow tube to completely
deflate. Install the valve-core
and inflate 12.5x4.5 10pr tire
to 55 psi max. Assure
schrader valve does not leak
before replacing valve cap.
6-18 Effective: 01/01/08

WHEEL AND BRAKE TROUBLESHOOTING

Table 6-1 is provided as a convenient means of investigating problems encountered with
the landing gear or brakes.
TABLE 6-1: WHEEL AND BRAKE TROUBLESHOOTING CHART

Jack tail, remove wheel and inspect

Worn or loose wheel
bearings. Replace with new lubricated
Tail wheel bearings.
bearing if necessary.
shimmy.
Jack tail and remove tire for balance check.
Tire imbalance.
Rebalance.
Pressure check tire. Inflate to

Incorrect tire pressure.
Excessive/un recommended pressure.
even tire
wear. Tail gear sub-assembly Jack tail; remove tail gear sub-assembly.
bearings worn or loose. Repair or replace as required.
Lock cable out of

Adjust or replace as required.
Tail wheel adjustment or broken.
fails to lock or
unlock. Lock pin or lock pin spring
Repair or replace as required.
broken or damaged.
Jack aircraft and remove tire for balance

Tire imbalance.
check. Rebalance.
Main landing
gear shimmy. Jack aircraft and check wheels for end
Worn or loose wheel
play. Replace with new lubricated bearings
bearings.
if necessary.
Have someone apply and then release

brakes. Wheel should rotate freely as soon
as brake is released. If wheel fails to rotate
freely, loosen brake line at brake housing
Restriction in hydraulic to relieve any pressure trapped in line. If
Dragging
lines or restriction in wheel now turns freely, the brake line is
brakes.
parking brake valve. restricted. Drain all brake lines and clear
the inside of brake line. If cleaning the
lines fails to give satisfactory results, the
parking brake valve may be faulty and
should be repaired.
Effective: 01/01/08 6-19

Table 6-1: Wheel and Brake Trouble Shooting Chart (page 2 of 2)
Parking brake valve Check parking brake valve. Release

holding. parking brake valve.
Worn, scored or warped Visually check disc. Replace brake disc

brake disc (see Fig. 6-3). and lining if required.
Dragging Damage or accumulated

Check parts for freedom of movement.
brakes. dirt restricting free
Clean and repair or replace parts as
(Continued) movement of wheel brake
necessary.
parts.
Check entire hydraulic system for leaks. If

hydraulic reservoir, parking brake valve, or
Leak in system.
wheel brake assemblies are leaking, they
must be repaired or replaced.
Air in system. Bleed system.
Brakes are Check hydraulic reservoir fluid level. Fill

Lack of fluid in brakes.
spongy or fail and bleed if necessary.
to operate.
Brake assemblies’
Repair or replace as required.
defective.
6-20 Effective: 01/01/08

SECTION 7
FLIGHT CONTROLS
TABLE OF CONTENTS
GENERAL DESCRIPTION ............................................................................ 3

GENERAL MAINTENANCE OF FLIGHT CONTROLS........................................... 3
AILERON CONTROL SYSTEM .............................................................................. 4
CONTROL STICK ..............................................................................................4
Control Stick, Fork and Torque Tube Removal .................................................. 4
Control Stick, Fork and Torque Tube Installation ............................................... 4
AILERON CONTROL LINKAGE ........................................................................ 4
Figure 7-1: Aileron Control System .............................................................. 5
Figure 7-2: Aileron-Rudder Interconnection ................................................. 6
Aileron Rigging................................................................................................... 6
Figure 7-3: Aileron Servo Tab Linkage ........................................................ 7
Aileron Servo Tabs............................................................................................. 7
AILERON ...........................................................................................................7
Figure 7-4: Aileron Assembly....................................................................... 8
WING FLAPS ..........................................................................................................8
FLAP JACKSCREW REMOVAL ........................................................................ 8
FLAP REMOVAL................................................................................................9
FLAP INSTALLATION........................................................................................9
Figure 7-5: Flap Operating Mechanism........................................................ 9
FLAP RIGGING..................................................................................................9
RUDDER ............................................................................................................... 10
RUDDER REMOVAL ....................................................................................... 10
RUDDER INSTALLATION ............................................................................... 10
RUDDER PEDAL REMOVAL........................................................................... 10
CONTROL CABLES REMOVAL ...................................................................... 10
RUDDER CONTROL CABLES INSTALLATION.............................................. 11
Figure 7-6: Rudder Control System ........................................................... 11
RUDDER RIGGING .........................................................................................12
RUDDER TRIM TAB ........................................................................................ 12
BALANCE CABLE RIGGING ........................................................................... 12
ELEVATORS.........................................................................................................12
ELEVATOR DOWN SPRING ........................................................................... 12
ELEVATOR REMOVAL ................................................................................... 12
ELEVATOR INSTALLATION............................................................................ 12
ELEVATOR RIGGING ..................................................................................... 13
Figure 7-7: Elevator Control System .......................................................... 13
Figure 7-8: Elevator Trim Control System.................................................. 14
ELEVATOR TRIM TABS .................................................................................. 14
ELEVATOR TRIM TAB REMOVAL.................................................................. 14
ELEVATOR TRIM TAB RIGGING.................................................................... 15
Effective: 01/01/08 7-1

EMPENNAGE .......................................................................................................15
EMPENNAGE REMOVAL................................................................................ 15
EMPENNAGE INSTALLATION........................................................................ 15
Horizontal Stabilizer ......................................................................................... 15
Figure 7-9: Empennage Exploded View..................................................... 16
Figure 7-10: Stabilizer Attachment to Fuselage ......................................... 17
Vertical Stabilizer ............................................................................................. 17
WINGS ..................................................................................................................18
WING REMOVAL............................................................................................. 18
WING INSTALLATION ..................................................................................... 20
Figure 7-11: Wing Spar Inboard End and Splice........................................ 20
Figure 7-12: Wing Spar Splice ................................................................... 21
Figure 7-13: Attach Angle Mounting to Spar Web...................................... 22
Figure 7-14: Attach Angle Mounting to Fuselage Frame............................ 24
WING INSTALLATION WHEN THE WING ATTACH ANGLES ARE
REPLACED......................................................................................................24
Table 7-1: CONTROL SYSTEM TROUBLESHOOTING CHART .............. 26
AILERON SYSTEM.......................................................................................... 26
FLAP SYSTEM ................................................................................................ 26
RUDDER SYSTEM .......................................................................................... 27
ELEVATOR SYSTEM ...................................................................................... 28
ELEVATOR TRIM SYSTEM............................................................................. 28
FLIGHT CONTROL STATIC BALANCE LIMITS .............................................. 29
Table 7-2: Static Balance Limits ................................................................. 29
Table 7-3: Wing Splice Fittings Torque Chart ............................................. 30
7-2 Effective: 01/01/08

the cable pulleys and route cables to

FLIGHT CONTROLS avoid contact with the aircraft structure
GENERAL DESCRIPTION and accessories. Inspect work areas for
mislaid tools or parts with could foul the
Ref. Figures 7-1 through 7-9 controls, and perform a functional check
The aircraft is equipped with flight control of the controls prior to replacement of
surfaces consisting of ailerons with access covers. It is recommended that a
servo-tabs, elevators with trim tabs, test flight be accomplished before the
rudder with ground adjustable trim tab, aircraft is released for routine operation
and wing flaps. The ailerons and flaps when a control system component has
are of all-metal construction. The been replaced or aircraft rigging has
empennage is of all-metal construction been altered. Re-rigging the control
and consists of horizontal stabilizer, systems will seldom be necessary if
vertical stabilizer, rudder and elevators. correct maintenance techniques are
Control of the ailerons, elevators and employed when system components are
rudder is provided through a control stick removed and replaced. Do not disturb
and rudder pedals. A switch located on position of rod end fittings when control
the back of the throttle quadrant controls system components are removed, unless
the electrically actuated flaps. A lever absolutely necessary. When deemed
located on the left side of the cockpit necessary, record the amount of change
manually controls the elevator trim tabs. required to return the fittings to the
Fixed, ground adjustable trim tabs are original position. When control system
located on the rudder and both ailerons. components are being removed,
The control stick and rudder-brake carefully note location and position of
pedals are mechanically interconnected attaching parts and hardware and return
to the push tubes, push rods, bell cranks, to original location or position when
cables and torque tube which actuate the installing new components and parts.
primary flight controls. Control cable Rigging instructions are provided in
pulley brackets are provided with guards succeeding paragraphs for the
to prevent the cable from jumping the empennage and each flight control
pulley groove. The electrically actuated system. Read these instructions
wing flaps provide additional lift for carefully before starting the rigging
shorter takeoff distances and slower operation. Select and accomplish only
landing speeds. Wing flaps may be those rigging steps applicable to the job
positioned at any setting between up and requirement. The following procedures
down by intermittent operation of the flap should be followed when rigging control
switch. cables.
Rigging should be accomplished in a
GENERAL MAINTENANCE OF hangar. When necessary to rig aircraft in
FLIGHT CONTROLS the open, it should be accomplished
during coolest part of the day with tail of
Special care must be exercised when
the aircraft pointing toward sun. If
performing control system maintenance.
aircraft is moved into a hangar for
Emphasis shall be given to security of
rigging, allow 90 minutes for control
attachments, correct alignment of rod
cables to adjust to hangar temperature.
ends, use of correct hardware, and
proper safety-wiring of fasteners. Control The ailerons, elevators, and rudder are
cables must be free of kinks and pulleys all balanced control surfaces and their
must be aligned with the cables. Position static balance must be checked in
Effective: 01/01/08 7-3

accordance with the limits show in table D. Remove the bolts securing the
7-3 after repaint or repair. torque tube to the pillow blocks. (See
Figure 7-1)
WARNING! E. Remove the torque-tube from
aircraft.
Failure to stay within control
surfaces static balance limits Control Stick, Fork and Torque Tube
could lead to control surface Installation
flutter, which could lead to A. Install bearings on the torque tube
loss of aircraft, life, and/or and in the control stick forks as
property. required.
B. Install torque-tube in the pillow
AILERON CONTROL SYSTEM blocks.
C. Tighten pillow block hardware per
CONTROL STICK torque values in Section 2.
Ref. Figure 7-1 D. Install control sticks fork on torque
The control stick is attached to the torque tube and tighten hardware per torque
tube with bushings and bearings so it values in Section 2.
can move fore and aft relative to the E. Check freedom of movement on
torque tube. The torque tube is attached control stick and torque tube.
to the cockpit floor through bearings so F. Lubricate bearings per Section 2 of
that it can rotate about the aircraft this manual.
longitudinal axis. The control stick fork G. Connect the elevator push-tube and
thus moves with two degrees of freedom. aileron push-rods and check for
A series of push rods, push tubes and proper operation of control system.
bell cranks form solid connections H. Replace control stick dust cover
between the control stick and the base assembly and aircraft side
ailerons. The control stick activates the skins.
elevators through push tubes, a bell
crank, an idler and the elevator horn. AILERON CONTROL LINKAGE
The control stick forks and torque tube Ref. Figure 7-1
may be removed for replacement of The aileron control is driven by a single
bearings and bushings. push rod from the control stick torque
tube to a vertical bell crank at the right
Control Stick, Fork and Torque Tube side of the fuselage. A short push rod
Removal connects the bell crank to a vertical idler
Remove the external side skins at the in the left side of the fuselage. In each
cockpit and the control stick dust cover wing, the inboard push tubes connect
base assembly. Use the following between the bell crank and idler in the
procedure to replace the bearings. fuselage to the aft side of a bell crank
near the inboard end of the aileron.
A. Disconnect the aileron push rods From the forward side of this bell crank,
and elevator push tube. the outboard push tube connects to the
B. Remove the attaching hardware forward arm of the drive bell crank
securing the control stick fork to the located at the aileron mid span. The
torque tube. short arm of the drive bell crank is
C. Withdraw controls stick and fork from connected to a push rod that drives the
aircraft. aileron. The ailerons are also connected
7-4 Effective: 01/01/08

to the rudder controls by spring-loaded becomes inoperative, the rudder system

cables that enable the ailerons to be will move the ailerons.
activated in conjunction with the rudder
(Ref. Figure 7-2). This provides a safety
factor in that if the aileron control system
Figure 7-1: Aileron Control System
Effective: 01/01/08 7-5

Figure 7-2: Aileron-Rudder Interconnection
Aileron Rigging E. Install the upper, lateral fuselage

push rod from right fuselage bell
A. Assure the ailerons are attached and
crank to control stick torque-tube
the system push tubes are
fitting. Adjust the length of this push
assembled, except for the two lateral
rod to center the control stick.
push rods in the fuselage. Ensure
F. Clamp control stick in center position
that flaps have been rigged. Rig the
and free clamps on aileron. Set
ailerons as follows:
trailing edges of ailerons 0.125-inch
B. Clamp the ailerons at the trailing
below trailing edge of flap trailing
edge of the wing tip in the neutral
edge by lengthening push rod from
position. Ailerons are in neutral
aileron to outboard wing bell crank.
when ailerons are 1/8" below flap
G. Adjust and lock the aileron stops,
trailing edge.
accessible through the inspection
C. Adjust the length of the push rod
holes forward of the aileron, for the
from aileron outboard wing bell crank
required travel. Aileron up travel
until inboard wing bell crank is
should be 21 (±1) degrees and down
perpendicular to the rear spar, both
travel should be 17 (±1) degrees.
sides. This can be checked through
H. Go back through system and lock all
the inspection holes just forward of
check nuts.
the rear spar.
I. To adjust the springs in the rudder-
D. Attach the lower, lateral fuselage
aileron interconnect system, clamp
push rod between the left fuselage
the rudder and ailerons in the neutral
idler bell crank and the right fuselage
position and adjust the turnbuckles
bell crank, adjusting the length of the
until the springs are the same length.
rod to fit those items.
7-6 Effective: 01/01/08

Figure 7-3: Aileron Servo Tab Linkage

A. Remove the bolt attaching the
Aileron Servo Tabs
pushrod to the aileron horn at the
Ref. Figure 7-3
center hinge.
A ground adjustable servo tab is B. Remove the bolt attaching the servo-
attached to each aileron. While its tab pushrod to the aileron.
primary function is to lighten aileron
control loads, it can be adjusted to * NOTE *
compensate for an out-of-trim roll The pushrods should remain
condition. A wing high attitude of either with the wing. Do not change
wing may be corrected by adjusting the pushrod lengths unless
applicable trim tab down. Adjusting the absolutely necessary.
tab up will correct a low wing attitude. C. Identify the aileron as either left or
Begin with both tabs in neutral position right.
(straight with trailing edge of aileron). D. Remove the nuts and washers from
the three aileron hinge bolts.
AILERON
E. While supporting the aileron well,
Ref. Figure 7-4
remove the three hinge bolts. If
An all-metal aileron is installed outboard assistance is not available, remove
of each wing flap. Each aileron operates the center bolt last to make the job
on bearing equipped hinges which are easier.
attached to the aft wing spar at three
Installation of the aileron is the reverse of
points. A balance weight is installed in
the removal procedure. In the event
the inboard and outboard leading edge of
push rod length has been altered,
each aileron to prevent flutter. Both
streamline trailing edge of ailerons with
ailerons have a servo-tab to lighten
trailing edge of wing and flap and secure
control forces.
with a temporary lock. Adjust push rod
* NOTE * length to align attaching bolt hole with
hole in aileron hinge fitting, when aileron
The left and right ailerons are is in neutral position. Recheck aileron
interchangeable. rigging.
Aileron removal is accomplished as
follows:
Effective: 01/01/08 7-7

Figure 7-4: Aileron Assembly

C. Disconnect each flap from the push
WING FLAPS rod and allow flap to swing and hang
Ref. Figure 7-5 under wing.
Wing flaps installed on the S2-R1340 are D. Disconnect the electrical
of all-metal construction similar to the connections, connecting the micro-
ailerons. Each flap spans from the switches and motor. Identify the
fuselage to the aileron and is attached to wires and locations for installation
the aft wing spar by three (3) 4130 steel reference.
hinge brackets with ball bearing hinge E. Remove one attach bolt at the motor
points. The flaps have been completely end, loosen the other bolt slightly
sealed against chemical spray. A switch and remove the four bolts connecting
located on the aft side of the throttle the jackscrew to the flap torque tube.
quadrant electrically controls the flap F. Install new flap jackscrew assembly
operation. An electric motor-driven into fuselage and connect with
jackscrew below the cockpit floor rotates hardware which was removed or
a torque tube. Push rods attached to new hardware.
arms at each end of the torque tube *NOTE*
move both flaps to the desired position
simultaneously. Rigging must be checked after
installation of new jackscrew
FLAP JACKSCREW REMOVAL or pushrods. Refer to flap
rigging.
A. Remove left side fuselage skin at
cockpit and hopper. G. Reconnect the electrical wires and
B. Remove wing root fairings to gain test flap motor for proper operation.
access to the flap push road and H. Connect pushrods and after flaps are
jackscrew attach bolts. rigged properly ensure that all bolts
are tight and wires are tied off.
I. Reinstall fairings and side skins.
7-8 Effective: 01/01/08

FLAP REMOVAL FLAP INSTALLATION

A. Disconnect flap push rod at flap. Do Installation of the flap is the reverse of
not change position of rod end on the removal procedure. In the event
push rod. (See Figure 7-5) push rod length has been altered, the
B. Remove flap hinge bolts. flap will have to be completely re-rigged.
C. Remove flap from aircraft.
Figure 7-5: Flap Operating Mechanism

(approximately 24 inches outboard of
FLAP RIGGING
the fuselage side). In the properly
A. With the master switch “ON,” fully rigged flap “up” position, the straight
retract the flaps (up flaps) with the edge should contact the lower
flap switch. surface of the wing, front spar, the
B. Disconnect the flap push – pull rods flap trailing edge and the lower
at the torque tube arms. surfaces.
C. Hold a straight edge on the wing
lower surface at wing station 49.0
Effective: 01/01/08 7-9

D. Adjust the flap push-pull rods to the This feature provides a convenience
proper length and connect them to during cross-country flight and is an
the torque tube arms. added safety feature in case the aileron
E. Shorten the length of the maximum system becomes inoperative. (Fig. 7-3)
travel limit bolt located on the right
side of the fuselage adjacent to the RUDDER REMOVAL
torque tube. Ref. Figures 7-6 & 7-9
F. With the flap switch, lower the flaps A. Disconnect rudder cables from
to the fully extended position. rudder horn.
G. Using a propeller protractor or
equivalent instrument to measure the B. Remove attaching hardware from
flap angular travel, adjust the down rudder hinge points.
micro-switch located on the vertical C. Remove the rudder from the aircraft.
shaft adjacent to the jackscrew to
achieve 15 (±1) degrees. Retract RUDDER INSTALLATION
and extend the flaps after each
A. Place rudder on hinge points.
adjustment to verify proper
adjustment. B. Install the hardware in the hinge.
H. With the flaps in the fully extended C. Attach rudder cables to rudder horn.
position, adjust the maximum travel D. Check rudder operation to determine
stop bolt so that there is a 0.060” to that no friction or binding is evident.
0.100” gap between the bolt head E. Readjust control cables and rudder
and the stop pad (See Figure 7-5). stops as required per rigging
I. Retract the flaps with flap switch and instructions.
turn the master switch “OFF.”
J. Tighten and torque all hardware to RUDDER PEDAL REMOVAL
the specifications called out in Use Figure 7-6 as a guide when
Section 2 of this manual. removing or installing rudder pedals.
RUDDER CONTROL CABLES REMOVAL

Ref. Figures 7-6 & 7-9
A. Disconnect the aft cables from
The all metal rudder is attached to the forward side of shackles.
vertical stabilizer at three hinge points. B. Remove skins from side of fuselage.
The rudder control cable is connected C. Disconnect cables at turnbuckles.
directly from the rudder horn at the D. Remove all cable guards from the
bottom of the rudder to the rudder pedal rudder cable pulleys and disconnect
adjustment channels. The left and right the aft cables from rudder horn. The
rudder cables route from the adjustment cables from the turnbuckles aft are
channels aft around pulleys where they free for removal.
pass through the fuselage side skins and E. Disconnect cables from adjustment
attach to adjustment straps on the rudder channel. The cables from the
horn. A spring-loaded balance cable is turnbuckles forward to the pedals are
routed between the pedal adjusting free for removal.
channels and forward around pivoted F. Remove the balance cables.
pulleys located on the hopper rear wall. G. Remove rudder-aileron cable from
The rudder controls are interconnected aileron vertical bell crank
by springs to the aileron system so that a
wing may be lifted with rudder alone.
7-10 Effective: 01/01/08

RUDDER CONTROL CABLES C. Assure all cables, cable guards and

INSTALLATION turnbuckles are installed properly
Ref. Figure 7-6 and safety wired. Replace all skins
removed for access.
A. Install the cables in reverse order of
the removal procedures.
B. Check rigging per rigging
instructions.
Figure 7-6: Rudder Control System
Effective: 01/01/08 7-11

RUDDER RIGGING ELEVATORS

Ref. Figure 7-6 Ref. Figure 7-7 & 7-8
A. Position the rudder pedals at mid- Each elevator is attached to the rear spar
adjustment position in the of the horizontal stabilizer at two hinge
adjustment channel. points. The control stick is connected to
B. Center and lock the rudder. the elevators through the use of a
C. Adjust the turnbuckles in each belcrank, idler, push tubes and elevator
rudder cable, at fuselage station horn. The right and left elevators are
175.12, to bring the rudder pedals attached to a common elevator horn and
approximately 11.00 inches from the hinge.
back of the hopper.
ELEVATOR DOWN SPRING
* NOTE *
If the turnbuckles run out of The elevator system has a down spring
adjustment, relocate the attached to the elevator bell crank via a
adjustment strap on rudder cable from the top. The cable goes
horn to shorten cable. around a pulley to the spring which is
attached back to bell crank support
D. Safety-wire the turnbuckles using bracket. The cable and spring are
0.041 stainless steel wire. connected with a turnbuckle for final
E. Adjust and lock the rudder stop bolts, adjustments. With the flaps up and the
located at the base of the rudder elevator in neutral, the pulley stand
post, to limit the travel of the rudder assembly is clamped to flap torque tube
to 22 (±1) degrees left and right of at 48° from center on fwd side. Rig the
center. cable to obtain a spring length of 39".
RUDDER TRIM TAB The dual cockpit elevator balance spring
is connected to the lower portion of the
A fixed-position trim tab is attached to the forward elevator bell crank and to the left
lower edge of the rudder. An out-of-trim lower longeron at fuselage station
rudder can be trimmed by bending the 193.43. With flaps up and elevator
metal trim tab. Use forming blocks when neutral, adjust the turnbuckle so that the
bending tab and do not bend more than dual cockpit spring is 36 inches in length.
0.50 inch deflection in either direction.
ELEVATOR REMOVAL
BALANCE CABLE RIGGING
A. Disconnect aft push tube from
The Thrush incorporates a rudder-aileron elevator horns.
balance cable/spring system. The B. Disconnect the trim tab push rods at
cables are attached to the rudder pedals elevator trim-tab.
and routed out of the cockpit and to the C. Remove hardware attaching both of
spring which is attached to the opposite the elevators horns together.
aileron bell crank. Adjustments are D. Remove all hinge bolts from leading
accomplished with the turnbuckles edge of elevator.
located on each cable. The system is E. Remove the elevator from aircraft.
correctly adjusted when the rudder and
ailerons simultaneously align in the ELEVATOR INSTALLATION
neutral position. Ensure there is no A. Position elevator on aircraft.
contact between balance springs. B. Attach the elevator to the horizontal
stabilizer hinges.
C. Bolt the two elevator horns together.
7-12 Effective: 01/01/08

D. Connect aft push tube to elevator *NOTE *

horns.
Assure the inspection hole in
E. Connect trim-tab push rods to
the rod end is covered by the
elevator trim tabs.
push tube threads. It may be
ELEVATOR RIGGING necessary to let the control
stick come back slightly to
A. The aft push tube will have to be achieve coverage.
disconnected from elevator horns for
adjustment. CAUTION
B. Set the forward stop on the control
stick so the stick is approximately Rigging of the elevators will
seven inches from the hopper when require that tail gear be
in full forward position. checked for proper operation.
C. Set the elevator to its full down travel See Section 6, Landing Gear.
of 17 (±1) degrees and adjust the aft
D. Set the elevator at the full up travel
end of push tube at the elevator horn
of 27 (±1) degrees and adjust the aft
to match that position. Connect
stop on the control stick to match this
push tube to elevator horn.
position.
E. Tighten the lock nut against the rod
end bearing at the elevator horn.
Figure 7-7: Elevator Control System
Effective: 01/01/08 7-13

Figure 7-8: Elevator Trim Control System

and is guided at intervals by four
ELEVATOR TRIM TABS
fairleads. The aft end of this push rod
Controllable trim tabs, located on the attaches to a bell crank. This bell crank
inboard trailing edge of each elevator, has arms at each end permitting two
are operated by an elevator trim tab short push rods to be routed back to bell
control lever located on the left side of cranks located on the inboard side of the
the cockpit. The elevator trim tabs also horizontal stabilizer. A short push rod
operate as anti-servo tabs, making leads from these bell cranks to horns on
excessive pitch changes less likely. the trim tabs. (See Figure 7-8)
Linkage between the elevator trim tab
ELEVATOR TRIM TAB REMOVAL
control lever and the elevators consists
of push rods bell cranks and fairleads. A. Disconnect push rod from trim tab.
The push rod leading from the trim tab B. Remove rivets attaching trim tab
control lever to the trim tab assembly hinge to elevator and remove trim
runs along the left side of the fuselage tab.
7-14 Effective: 01/01/08

ELEVATOR TRIM TAB RIGGING C. Remove the vertical stabilizer by

A. Place the trim tab control lever in removing the single forward bolt and
cockpit in the neutral position. the 8 bolts attaching it to the tail post.
B. Adjust push rods to position both the D. Remove the horizontal stabilizer by
aft fuselage and stabilizer bell cranks removing the two forward and two aft
in a center (neutral) position. bolts attaching it to the forward and
C. Place elevator in neutral position. aft fuselage attach brackets. Note
Adjust the length of push rod, the bushing locations and the
between the two bell crank number of washers added so that
assemblies. horizontal stabilizer need not be re-
D. Tighten all bolts. rigged when installed.
E. Loosen bolts attaching trim control *NOTE *
lever stop and adjust the stop to
It is recommended that
provide proper trim tab travel. The
empennage attachment
trim tab travel should be 8 (±1)
hardware be replaced with
degrees up and 22 (±1) degrees
identical new hardware
down.
whenever it is removed.
*NOTE *
When measuring trim tab CAUTION
travel, the elevator should
be in the neutral position. The forked ends of the
F. Measure free-play of the tab at the struts are torqued to align
trim tab horn attaching point. The with horizontal stab.
total maximum free play should not attachments. Movement of
exceed 0.125-inch the fork will require re-
torqueing as outlined in
EMPENNAGE the horizontal stabilizer
Ref. Figure 7-9 installation instructions
below.
The vertical stabilizer, rudder, horizontal
stabilizer and elevators are constructed EMPENNAGE INSTALLATION
of Alclad aluminum. All stabilizers are
connected to the fuselage structure by Horizontal Stabilizer
bolts. The horizontal stabilizer is Ref. Figures 7-9 & 7-10
supported by adjustable struts. Rudder A. Install horizontal stabilizer with AN6-
and elevators are attached to the 46A bolts on forward attach points
stabilizers by hinges containing sealed with bushing (P/N 9040-018) (9/16”
bearings. long) between horizontal stabilizer
EMPENNAGE REMOVAL and forward fuselage attach fitting.
Place bushing (P/N 9040-108) (1 ¼”
A. Remove rudder and elevators from long) between the aft stabilizer
stabilizers as outlined previously in attach fitting and the aft fuselage
this section of the manual. attach fitting and install AN6-44A
B. Remove horizontal struts, being sure bolts. Torque bolts to 350-380 inch-
to mark left and right and top and pounds of torque. Check that the
bottom. cord line of the horizontal stabilizer is
-0.75º ± .25º (this means nose-down)
relative to the leveling longeron used
Effective: 01/01/08 7-15

for weight and balance (under the B. Install left and right struts using AN5-
cockpit). Use up to 3 ea. AN960-616 6A bolts on lower attach (strut to
washers under either the fwd or aft fuselage) and AN6-12A bolts on
bushings to achieve the required upper attach (strut to horizontal
incidence angle. stabilizer).
Figure 7-9: Empennage Exploded View
C. When installing a new strut or new least one P/N 21194-C copper
strut parts, accomplish as follows: crush washer. Then torque to 160
- 190 inch-pounds and align with
1. With new strut(s) adjust fork ends
attach points simultaneously. The
as required to bring the strut as
lower strut/plates can now be
close as possible to lower
trimmed to fit if needed and drilled
fuselage attach without touching.
with a .312 (5/16") drill bit and
The strut should be centered fore
bolted into place using AN5-6A
and aft with fork ends. The forks
should be shimmed with a P/N bolts. If only re-torque is required
and torque cannot be achieved
40024-3 spacer and P/N 21194
with old shims, the replacement of
washers as required (different
the copper crush washer only
thicknesses are available) and at
should be sufficient to regain
7-16 Effective: 01/01/08

correct torque (100-140 inch- outboard hinges. Connect elevator

pounds) and proper angle for control arm and check travel 27° ±1°
alignment. up and 17°±1° down.
D. Install left and right elevator using E. Connect elevator trims tabs and
P/N 40065-1 spacer, AN4-12A bolt check for proper travel.
and AN4-11A bolts in center and
Figure 7-10: Stabilizer Attachment to Fuselage
hardware per torque table (See

VERTICAL STABILIZER
Figure 2-7). Using a string pulled
A. Install forward attachment loosely tight through upper rudder hinge and
with NAS6207-68 bolt. Using either lower rudder hinge, check hinges for
no shims (normal) or, if a gap exist, alignment fore, aft, left and right. It is
use one or more of the following P/N permissible to add (1) P/N
21209T001 (.125”) and/or P/N 40207T005 (.050”) or 40207T007
21209T002 (.250”) shim(s) at upper (.063”) shim between the center
attach and P/N 21208T001 (.125”) hinge bearing housing and vertical
and/or P/N 21208T002 (250”) fin rear spar to achieve proper
shim(s) at lower attach. Install alignment.
hardware upper and lower and
navigation light ground wire (lower
attach); tighten all vertical fin
Effective: 01/01/08 7-17

*NOTE * *NOTE *
TAPERED shim(s) P/N It is highly recommended that
90220-001 (.125” to .080”) mobile wing stands be used
upper attach shim or P/N for wing removal and
90221-001 (.100” to .075”) installation. Contact Thrush
lower attach shim may be Aircraft, Inc. Service Support
required on top and/or lower for plans.
attach to properly align E. Remove the bolts holding the rear
hinges during the string spar to the fuselage, one place on
alignment check. each wing. Remove the ¼ inch bolts
B. Install the wire deflector cable securing the left and right wing,
allowing sufficient turnbuckle travel inboard and outboard attach angles
to permit tensioning of the deflector to the spar webs, 12 places on each
cable. Attach and tension cable to wing.
35 ±3 Lbs. F. Back the locknuts off of the NAS
C. Install the rudder using AN4-11A bolts in the splice fittings far enough
bolts; connect navigation light ground to conceal the end of the bolt
wire to rudder horn bolt, and connect threads. Spray the bolt shanks with
navigation light power wire. Install WD-40 or an equivalent lubricant.
rudder cables and check travel G. Remove the four each 5/16 inch
22°±1º left and right from center. bolts securing the two locking
sleeves to the tube nuts (See Figure
WINGS 7-12). Loosen the lower splice fitting
tube nuts. As the nuts are loosened,
WING REMOVAL
the bolts will back out of the holes.
(See Figures 7-11 Through 7-14) Once the tube nuts are off of the
A. Park the aircraft in a closed door lower bolts, loosen the upper tube
hangar and secure the aircraft for nuts to back them out of the holes. If
maintenance. one of the bolts does not move,
B. Disconnect the battery and external rethread the tube nut onto this bolt
power sources. and place a spacer between the
C. Gain access to the wing splice area opposite end of the tube and the
by removing the wing root fairings spar cap (or NAS bolt). Proceed,
and the necessary aircraft side and once again, to loosen the tube nut
belly panels. Disconnect the and back the bolt out of the hole.
electrical, fuel, spray and flight Remove tube nuts after obtaining
control systems at points appropriate sufficient clearance.
for wing removal. Remove the spray
CAUTION
pump and bracket.
D. Support the weight of the wings at Observe extreme care to
the jack points located approximately avoid damaging the spar cap
eight feet from the wing tips and and the surface finish of the
under inboard wing ribs to prevent holes through the spar cap.
wing movement when the attach
bolts are removed.
7-18 Effective: 01/01/08

*NOTE * WARNING!
Adjusting the angle of the Under no circumstances
wings with the wing jacks should the bolts be turned
may assist in wing bolt while the threads are in the
removal. spar cap. This could
H. Place an aluminum block on the damage the hole surface
smallest nut and with a 4X rivet gun, finish and result in a stress
drive the nut flush to the lower splice concentration.
fitting. Proceed in a similar manner M. Remove all of the nuts and tube nuts
with the remainder of the bolts from the upper NAS bolts. Place the
working from the smallest to the aluminum block on the threaded end
largest. of the smallest bolt and with the 4X
I. Remove all of the nuts and tube nuts rivet gun, drive it flush with the upper
from the lower NAS bolts. Place the splice fitting. Proceed in a similar
aluminum block on the threaded end manner with the remainder of the
of the smallest bolt and with the 4X bolts, working from the smallest to
rivet gun, drive it flush with the lower the largest.
splice fitting. Proceed in a similar N. Using a suitable phenolic or soft
manner with the remainder of the metal drift, drift out the NAS bolts
bolts working from the smallest to the from the upper splice fittings and
largest. upper spar cap with a 2X rivet gun
J. Using a suitable phenolic or soft working from smallest size bolt to
metal drift, drift out the NAS bolts largest size.
from the lower splice fittings and O. Pry the lower half splice fitting off the
lower spar cap with a 2X rivet gun NAS bolts by tapping phenolic, hard
working from smallest size bolt to plastic or aluminum wedges between
largest size. the lower splice fitting and the upper
K. Pry the lower half splice fitting off the spar cap. Remove the lower half of
NAS bolts by tapping phenolic, hard the upper splice fitting. In a similar
plastic or aluminum wedges between manner, remover the upper half of
the lower splice fitting and the lower the upper splice fitting.
spar cap. Remove the lower half of P. Remove the bolts securing the
the lower splice fitting. In a similar center wing splice plate to the right
manner, remover the upper half of wing. The splice plate will remain
the lower splice fitting. attached to the left wing.
L. Place the aluminum block on the Q. Slide the wings directly away from
threaded end of the smallest bolt in the fuselage lifting the wing roots
the upper splice fitting and with a 4X sufficiently to clear the fuselage
rivet gun, drive it flush with the spar lower longerons.
cap. Proceed in a similar manner R. Discard all used nuts, bolts and
with the remainder of the bolts washers.
working from the smallest to the
largest.
Effective: 01/01/08 7-19

WING INSTALLATION A. If the landing gear is not installed,

(See Figures 7-11 through 7-14) support the fuselage at a convenient
height using jacks at the landing gear
To install the wings, proceed as follows
using all new nuts, tube nuts, bolts and attach points, left and right, and at
the aft jack point.
washers:
B. On the left wing, install the outboard
* NOTE * wing attach angle on the main spar
Coat all bolt shanks with Snap- web with NAS1104-16 bolts, ¼ inch
On™ General Purpose Anti- AN960 and MS20002C washers and
seize lubricant, or equivalent, MS21042 nuts. Torque the nuts per
prior to installing. Be careful, Table 7-3, six places.
however, not to get anti-seize
on bolt threads, as this
invalidates torque readings.
Figure 7-11: Wing Spar Inboard End and Splice Plates
C. On the left wing, install the center

CAUTION splice plate if removed, to the spar
web and install the 3/16” and ¼”
On all NAS bolts described
bolts and c/s screws, AN960 and
hereinafter, insure that at
MS20002C washers and MS21042
least two bolt threads are
nuts per Figure 7-12. Torque the
showing beyond the edge of
nuts per Table 7-3, 152 places.
the fiber locknut and that the
nut has not bottomed-out on
the bolt threads.
7-20 Effective: 01/01/08

D. Elevate the left wing and place it in F. Rest the inboard end of the main
position. Place a ½” aluminum or spar on the lower longeron with a ½
phenolic spacer between the inch temporary spacer between.
fuselage longeron and the lower spar G. Install the left wing inboard attach
cap. Butt the wing attach angle angle on the main spar web with ¼
squarely against the fuselage vertical inch NAS bolts, AN960 and
wing attach tube assembly. Locate MS20002C washers and MS21042
the rear spar fitting into the fuselage locknuts (See Figure 7-13). Torque
attach fitting and install the 7/8” bolt, the locknuts per Table 7-3, 6 places.
AN960 washers and MS21044N nut. H. Align the bolt holes in the wing attach
Bring nut up snug but not to final angles with the bushings in the
torque. fuselage vertical wing attach tube.
E. Support the wing at the wing jack Install one 5/16” AN bolt in the top
point on the front spar, approximately hole and secure with an AN960
8 feet inboard of the wing tip, and washer and AN365 locknut. Install
under the inboard end rib. locknut finger tight.
Figure 7-12: Wing Spar Splice

I. On the right wing, install the washers, and MS21042 locknuts.
outboard wing attach angle on the Torque the nuts per Table 7-3, 6
main spar web with ¼ inch NAS places.
bolts, AN960, and MS2002C
Effective: 01/01/08 7-21

J. Elevate the right wing and place in K. Install the right wing inboard attach
position with the 1/2 inch temporary angle on the main spar web with ¼
spacer as was done with the left inch NAS bolts, AN960 and
wing. Align the holes in the right MS20002C washers and MS21042
wing spar web with the holes in the locknuts. Torque the locknuts per
center splice plate. Install the 3/16” Table 7-3, six places.
and ¼” bolts and fifteen each
countersunk screws with heads CAUTION
forward and secure with AN960 and
Be sure to orient the
MS20002C washers and MS21042
MS20002C washers such that
locknuts. Bring the nuts up snug, but
each countersink is mated with
torque only those which will be
the radius in the underside of
inaccessible when the splice fittings
the NAS bolt heads.
are installed.
Figure 7-13: Attach Angle Mounting to Spar Web
7-22 Effective: 01/01/08

L. Lubricate the 12 NAS wing splice large bolts through upper splice
attach bolts and the holes in the fitting and lower spar cap until flush
splice fittings, (top and bottom with lower surface of cap. Install and
halves) with anti-seize. Position the snug tube nuts but do not torque.
upper plate part number 20242-2 on Install the remaining NAS bolts in the
top of the top splice fitting and insert lower splice fittings starting with the
the two large NAS bolts with largest bolts working to the outboard
MS20002C countersunk washers. P. Align the holes in the wing attach
Be sure to mate the countersunk angles (left and right wings) with the
portion of the washer with the head holes in the fuselage vertical wing
of the bolt. Insert the remaining 10 attach tubes and install the
NAS bolts in their respective holes remaining seven 5/16 inch AN bolts
and position all 12 bolts flush with with AN960 washers and MS21044N
the bottom of the fitting. nuts. Bring the locknuts up snug but
not to full torque.
CAUTION Q. Torque all locknuts on the NAS ¼
inch bolts through the spar web and
Use extreme care to avoid
splice plates per Table 7-3, 39
damaging the spar cap and
places.
the surface finish of the holes
R. Torque the tube nuts and the
through the spar cap.
MS21044N locknuts on the NAS
M. Apply anti-seize to the matching bolts through the upper and lower
holes in the upper spar cap and splice fittings per table 7-3, four
place the top splice fitting into places and 20 places, respectively.
position. Move the wings as S. The upper and lower tube nuts are
required and press the bolts through joined together by locking sleeves.
the holes in the upper spar cap. Install sleeves with four each. 5/16
N. Place the splice fitting (bottom-half) NAS bolts, MS20002C5 chamfered
into position and press it upward washers, under the head, AN-960-
over the bolts. When bolt threads 516 washers, and MS21044N5
are fully exposed, clean threads locknuts. Torque locknuts per table
thoroughly with acetone or other 7-3.
non-petroleum solvent and dry. T. Remove the ½” temporary spacers
Install MS20002 (no countersink) from between the wing spars and the
washers (12 places) and bring the longerons, two places.
tube nuts (two places) and the U. Torque the locknuts on the AN5 bolts
MS21044N nuts (10 places) up snug through the left and right wing attach
but not to full torque. angles and the fuselage vertical
O. Correctly position the lower plate, tubes per Table 7-3, eight places.
part number 22514-1, on bottom of V. Torque the locknuts on the AN7 bolts
lower splice fitting (bottom) and through the left and right wing rear
insert two ¾” NAS bolts with spar attach fittings per Table 7-3, two
MS20002C countersunk washers places.
with chamfer towards the bolts W. Release the wing jacks and check
hexagonal head. Place upper splice the wing dihedral for 3 ½ degrees.
fitting on top of lower spar cap. Use X. Install the spray pump and bracket
anti-seize the same as for the upper and torque all nuts and bolts.
splice blocks, but be sure to clean
threads before installing nuts. Push
Effective: 01/01/08 7-23

Y. Complete the wing installation by Z. Reconnect the batteries.

making the necessary connections in
the electrical, fuel, pitot, and flight
control systems.
Figure 7-14: Attach Angle Mounting to Fuselage Frame

fuselage and place a ½ inch
WING INSTALLATION WHEN THE
temporary spacer (aluminum or
WING ATTACH ANGLES ARE
REPLACED. phenolic) between the lower
longeron and the main spar cap of
(See Figures 7-13 & 7-14)
each wing. (This will properly set the
A. With the wings supported on wing wings angle of incidence.)
jacks, position the wing roots in the
7-24 Effective: 01/01/08

B. Install the spar web splice plate and edge of the angle. If it is not, file the
the upper and lower main spar cap bottom edge of the other leg of the
splice fittings in accordance with the angle (which comes into contact with
normal installation procedure the lower spar cap) in such a manner
described previously. Torque all as to allow the angle to be lowered
nuts to specification per Table 7-3. and yet provide clearance from the
C. Install the wing attach bolts at the left lower spar cap. Repeat the hole
and right rear spars and torque to transfer procedure and recheck for
specification. edge distance if adjustments had to
D. On the 20243-3 wing attach angles be made..
(outboard only), draw a heavy black I. When the wings are properly located
line from top to bottom so as to and edge distance is adequate, mark
bisect the forward face of the flange the four fuselage bushing locations
when it is positioned on the aircraft. on the outboard angles by using a
E. Position these outboard angles so transfer punch through the bushings.
that they mate flush with the J. Remove the outboard attach angles
bushings through the vertical and drill the 5/16” holes in the
fuselage tube, flush with the spar punched locations.
web and contact the top of the lower K. Place the inboard attach angles back
spar cap. Now raise the angle so to back against the outboard angles.
that there is approximately a 3/16 Align and clamp the two angles and
inch clearance between the angle transfer drill the 5/16 inch holes
and the spar cap. Clamp the angle through the inboard angles using the
to the vertical fuselage member. holes in the outboard attach angles
F. Sight through the outboard vertical as a drill guide..
row of ¼” bolt holes in the main spar L. Temporarily install the four wing
web and position the wings so that attach angles to the fuselage down
black lines drawn in step “D” are tubes and torque the 5/16 inch nuts
visible and that they appear and bolts to specification.
symmetrical between left and right M. Again sight through the ¼ inch bolt
wings. This centers the wings with holes through the main spar web and
respect to the fuselage. Repeat step confirm that the black lines appear
“E” if the 3/16 inch clearance has symmetrical between the left and
changed. right wings.
G. Transfer the location of each of the N. Transfer the location of the ¼ inch
holes through the bushings in the holes to the four wing attach angles,
vertical fuselage member to the using the main spar web as an
attach angle by sliding a 5/16 inch index. A few holes may be drilled
drill bit (preferably one that has a and bolts installed to keep the spar
pilot tip), through each of the four web flush with the forward face of the
holes in succession. Twist the drill angles for transfer accuracy. Use
just enough to make a mark on the caution not to enlarge the holes
angle. Do not drill these holes yet through the spar web.
because edge distance must be O. Mark and remove the four attach
checked. angles and drill and ream the ¼ inch
H. Remove the angle and check to holes at the marked locations with a
confirm that the mark for the bottom drill press or milling machine
hole is at least 5/8 (2X hole (.250”/.254”). Deburr all holes.
diameter) inch away from the lower
Effective: 01/01/08 7-25

P. Reattach the wing attach angles to R. Release the wing supports and
the wing spar and fuselage and check the wing dihedral for 3 ½
torque all nuts and bolts to the degrees.
specification called out in Table 7-3. S. Complete the wing installation by
Q. Remove the ½ inch temporary making the necessary connections in
spacers between the lower longeron the electrical, fuel, pitot, and flight
and the lower spar cap. control systems.
Table 7-1: CONTROL SYSTEM TROUBLESHOOTING CHART

AILERON SYSTEM
PROBLEM CAUSE REMEDY

Check control stick bearings for
Control stick bearings
lubrication, excessive wear and
dry or worn.
Resistance to control cleanliness.
stick movement. Torque tube bearings Check bearing for lubrication,
dry or worn. excessive wear and cleanliness.
Bent aileron. Repair or replace aileron.
Aileron push rods and Rig in accordance with aileron
Incorrect aileron tubes out of rig. rigging procedures.
travel. Aileron bell crank Rig in accordance with aileron
stops incorrectly rigging procedures.
Correct aileron travel Incorrect rigging of Rig in accordance with aileron
cannot be obtained push rods and tubes. rigging procedures.
by adjusting Incorrect rigging of Rig in accordance with aileron
belcrank stops. belcranks. rigging procedures.
FLAP SYSTEM
Circuit breaker out. Reset circuit breaker.

Defective flap switch. Replace flap switch.
Defective flap motor. Replace flap motor.
Flaps do not extend Defective electrical
Replace defective wires.
(down) or retract (up). circuit.
Stripped or broken
jackscrew on flap Replace jackscrew assembly.
motor.
Defective micro-switch. Replace micro-switch.
Flaps fail to retract Incorrect rigging of push Rig in accordance with rigging
(up) completely. rods. procedures.
7-26 Effective: 01/01/08

Table 7-1: Control System Trouble Shooting Chart (Continued)

FLAP SYSTEM (Continued)

Flaps fail to extend Incorrect rigging of push Rig in accordance with rigging
(down) completely. rods. procedures.
Flaps not
synchronized or fail to Incorrect adjustment of Adjust in accordance with rigging
fit evenly when push rods. procedures.
retracted (up).
Flaps not synched or
Bent push rods. Straighten or replace.
fail to fit evenly when
retracted (up).
(Continued) Bent flap. Repair or replace flap.
Broken arm on torque

tube or broken push Replace broken parts.
Flaps on one side fail rod.
to operate.
Connect push rod and recheck
Disconnected push rod.
rigging procedures.
RUDDER SYSTEM
Lost motion between Adjust in accordance with rigging

Cables loose.
rudder pedals and procedures.
rudder. Broken pulley. Replace pulley.
Lost motion between
Bolts attaching rudder
rudder pedals and Tighten bolts.
horn to rudder loose.
rudder.
Adjust cables in accordance with
Cables too tight.
rigging procedures.
Provide proper clearance if pulleys
Pulleys binding or
are rubbing pulley brackets or
rubbing.
cable guards.
Excessive resistance Rudder binding caused
to rudder pedal Replace rudder horn.
by bent rudder horn.
movement.
Rudder pedal needs
Lubricate as required.
lubrication.
Cables not in place on
Install cables correctly.
pulleys.
Bent rudder. Repair or replace rudder.
Effective: 01/01/08 7-27

Table 7-1: Control System Trouble Shooting Chart (Continued)

RUDDER SYSTEM (Continued)

Rudder pedals not
Rudder cables Rig in accordance with rigging
neutral when rudder
incorrectly rigged. procedures.
is streamlined.
Incorrect rudder Rudder horn stops Adjust in accordance with rudder
travel. incorrectly adjusted. rigging procedures.
ELEVATOR SYSTEM
Pulley binding or Provide proper clearance if rubbing

rubbing. pulley bracket or guard.
Resistance to control Binding control stick Lubricate bearings. Repair or
stick movement. bearings. replace elevator horns.
Elevator hinges need Lubricate hinges as required to
lubrication. give free movement.
Elevator belcrank, idler,
Incorrect elevator Adjust in accordance with rigging
and push tubes
travel. procedures.
incorrectly adjusted.
Correct elevator
travel cannot be Adjust control stick stops in
Control stick stops
obtained by adjusting accordance with rigging
incorrectly rigged.
belcrank, idler and procedures.
push tubes.
ELEVATOR TRIM SYSTEM
Check push rods at fairings for free

Trim control lever Push rods binding.
movement.
moves with excessive
resistance. Lubricate hinge. If necessary
Trim tab hinge binding.
replace hinge.
Incorrect trim tab Incorrect adjustment of Adjust in accordance with rigging
travel. push rods. procedures.
7-28 Effective: 01/01/08

FLIGHT CONTROL STATIC BALANCE LIMITS

After repaint or repair of balanced control surfaces, they must be checked for proper
balance using the limits found in Table 7-2, below. Stripping of paint and repainting may
be necessary if control fails to be within limits.
WARNING!
Failure to stay within control surfaces static

balance limits could lead to control surface
flutter, which could lead to loss of aircraft,
life, and/or property.
TABLE 7-2: Static Balance Limits

“LOW SPEED” RUDDER ASSY P/N 40226-100: POUND-INCHS OF IMBALANCE
FROM HINGE LINE, TRAILING EDGE HEAVY.
Note: Arm depends on where scale is placed. Be sure to measure.
INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 45 100
FIELD REPAIR 45 110
For example, 29” x 3.45# = 100 #” (55.2 oz/16 = 3.45#)
“LOW SPEED” ELEVATOR ASSY P/N 40058-505 “L/H” or -506 “R/H”: POUND-INCHS
OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY.
POUND - INCHES
MANUFACTURING 40 53
FIELD REPAIR 40 57
For example, 16” x 3.31# = 53 #” (53 oz/16 = 3.31#)
“LOW SPEED” AILERON ASSY P/N 52081-61 (left and right interchangeable):
POUND-INCHS OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY
POUND - INCHES
MANUFACTURING none 41.4
FIELD REPAIR none 45.0
For example, 21.1” x 1.96# = 41.4 #” (31.4 oz/16 = 1.96#)
Effective: 01/01/08 7-29

Table 7-3: Wing Splice Fittings Torque Chart

BOLT SIZE NUT TORQUE
3/16 – 32 25 – 30 in. – lbs.
1/4 – 28 80 – 100 in. – lbs.
5/16 – 24 120 – 145 in. – lbs.
3/8 – 24 200 – 250 in. – lbs.
7/16 – 20 520 – 630 in. – lbs.
1/2 – 20 770 – 950 in. – lbs.
5/8 – 18 1,250 – 1,550 in. – lbs.
3/4 – 16 2,650 – 3,200 in. – lbs.
1 – 12 4,500 – 5,500 in. – lbs.
*NOTE*
Torque Table is for NAS Fasteners Through Wing Center Splice Blocks, Splice
Plates, and Wing Attach Angles ONLY. These values are for clean, dry threads
7-30 Effective: 01/01/08

SECTION 8
INSTRUMENTS
TABLE OF CONTENTS
GENERAL DESCRIPTION ........................................................................................ 2

INSTRUMENT SYSTEM MAINTENANCE................................................................. 2
FLIGHT INSTRUMENTS ........................................................................................... 2
PITOT-STATIC SYSTEM ..................................................................................... 2
Maintenance.................................................................................................... 3
Inspection and Leakage Test .......................................................................... 3
Figure 8-1: Pitot-Static System....................................................................... 4
ALTIMETER ......................................................................................................... 5
AIRSPEED INDICATOR....................................................................................... 5
MAGNETIC COMPASS........................................................................................ 5
Figure 8-2: Center Instrument Panel .............................................................. 6
Magnetic Compass Compensation....................................................................... 6
turn coordinator .................................................................................................... 6
POWER PLANT INSTRUMENTS .............................................................................. 7
OIL TEMPERATURE SYSTEM ............................................................................ 7
OIL PRESSURE SYSTEM ................................................................................... 7
FUEL PRESSURE SYSTEM. ............................................................................... 8
MANIFOLD PRESSURE SYSTEM....................................................................... 8
TACHOMETER SYSTEM..................................................................................... 8
Figure 8-3: Left Instrument Panel................................................................... 9
MISCELLANEOUS INSTRUMENTS.......................................................................... 9
FUEL QUANTITY INDICATOR............................................................................. 9
VOLTMETER........................................................................................................ 9
AMMETER.......................................................................................................... 10
HOPPER QUANTITY (Optional equip.).............................................................. 10
Figure 8-4: Right Instrument Panel .............................................................. 10
Calibration of Hopper Quantity Gauge .......................................................... 11
INSTRUMENT TROUBLESHOOTING .................................................................... 11
Table 8-1: INSTRUMENT TROUBLESHOOTING CHART ........................... 12
AIRSPEED INDICATOR..................................................................................... 12
ALTIMETER ....................................................................................................... 12
MAGNETIC COMPASS...................................................................................... 13
ENGINE OIL PRESSURE GAUGE .................................................................... 13
ENGINE FUEL PRESSURE GAUGE ................................................................. 14
TACHOMETER .................................................................................................. 14
FUEL QUANTITY INDICATOR........................................................................... 15
ENGINE OIL TEMPERATURE GAUGE ............................................................. 15
Table 8-2: Hopper Level Sensor Calibration Chart........................................ 16
Table 8-3: R1340 Engine Instrument Markings ............................................. 17
Effective: 01/01/08 8-1

pressure, pitot pressure, and static line

INSTRUMENTS connections must be tight at all times
and lines must be correctly routed and
GENERAL DESCRIPTION secured. Electrical wiring must be free
The standard instruments are located on from chafing, properly connected and
three panels in the cockpit. An upper secured. Instrument ports and lines
panel, a left lower panel, and a right disconnected during system
lower panel. The left lower panel maintenance must be capped or
contains an oil temperature gauge, oil plugged immediately to prevent the
pressure gauge, fuel pressure gauge, entrance of foreign material and
hour meter, airframe related electrical consequent instrument malfunction.
switches and the fuel quantity gauge. A Maintenance procedures pertaining to a
clock is optional. The right lower panel specific instrument or system are
contains the voltmeter, ammeter, and contained in subsequent sections. As a
circuit breakers. The upper instrument general rule, it is recommended that the
panel contains the manifold pressure instrument signal source and means of
gauge, tachometer, air speed indicator, transmission to the instrument be
altimeter, “wet” compass, stall warning inspected and functionally checked
light and turn coordinator. If the airplane before changing an instrument. If a new
is certified for night flight, all instruments instrument or a transducer is available, it
are lighted with a post light or internally may be expedient to utilize them in the
lighted and controlled with rheostats system to determine if the malfunction is
located on the left lower panel. in the instrument, signal source or
interconnecting line.
Optional instruments and gauges are
available upon request. A few of the FLIGHT INSTRUMENTS
optional instruments are hopper Ref. Figure 8-1, 8-2 & 8-3
quantity, Micronair™ chemical flow
meter, Crophawk™ chemical flow Flight instruments consist of the
meter, encoding altimeter, artificial magnetic compass, airspeed indicator,
horizon, electric turn and bank, vertical altimeter and turn coordinator. The
speed, and directional gyro. pitot-static system provides pitot
(dynamic) and static (atmospheric) air
INSTRUMENT SYSTEM pressure to the airspeed indicator and
MAINTENANCE static air pressure to the altimeter.
Unless otherwise specified, field PITOT-STATIC SYSTEM

maintenance of instrument systems is
The pitot head is installed on the right
limited to removal and replacement of
wing lower surface outboard of the tie-
defective instruments and transmitters;
down ring and provides pitot pressure.
authorized in-service adjustment of
A heated pitot head is available as an
transmitters and instruments; and repair
option. The pitot pressure line is routed
of instrument systems between the
to the forward side of the wing main
instrument and signal source
spar and then inboard through the root
(transducer). Reliability of the various
rib. It is then routed up to the fuel vent
instruments and related systems can be
line, across to the left side of the
sustained by routine inspection of
fuselage, and then aft to the cockpit.
electrical wiring for chafing and electrical
The static pressure ports are located on
connections for security. All fluid
both sides of the aft fuselage and are
8-2 Effective: 01/01/08

connected through a tee to a single tube A. Ensure the static system is free from
that runs forward along the left side of entrapped moisture and restrictions.
the fuselage to the cockpit. B. Ensure that no alterations or
deformations to the static lines have
Maintenance occurred.
Flight instruments utilizing pitot-static C. Attach a source of vacuum to one of
pressure are highly sensitive to pressure the static port openings and seal the
variations. Therefore, all tubing and line opposite one with tape.
connections must be absolutely airtight D. Adjust the altimeter to sea level or an
to prevent erratic indications. A even thousand foot reading. Slowly
moisture trap for the pitot system is apply suction until altimeter indicates
installed below where the pitot line a 1000-foot increase in altitude.
comes out of the wing root. A moisture
CAUTION
trap for the static system is in the aft
fuselage on the left side in the vicinity of When applying or releasing
the static ports. Moisture traps should vacuum, do so slowly so as
be inspected and moisture drained not to exceed the range of the
periodically and whenever flight airspeed indicator or vertical
instruments operate erratically. If, after speed indicator.
draining, any of the pitot-static E. Cut off the vacuum source by closing
instruments are still inoperative or a valve in the vacuum line between
operate erratically, clear the pitot and the source and the static port.
static lines of any remaining restrictions Maintain this closed system for one
with dry, low-pressure compressed air. minute. Leakage shall not exceed a
Disconnect the pitot and static lines from 100 foot loss of altitude as indicated
the altimeter and airspeed indicator and on altimeter.
cap the static line at the altimeter. F. If leakage rate is within tolerance,
Applying two to four psi air pressure to slowly release vacuum source.
the pitot and static lines may purge
them. If not, the entire line will have to * NOTE *
be inspected to find the blockage. If leakage rate exceeds the
Always cap instrument inlets when lines maximum allowable, first tighten
are removed. all connections then repeat the
leakage test. If leakage rate still
CAUTION exceeds the maximum allowable,
use the following procedure:
Do not introduce pressurized
air into the pitot or static lines 1. Disconnect static pressure line
if they are attached to the from the airspeed indicator to
flight instruments. altimeter. If a vertical speed
indicator is installed, remove the
Inspection and Leakage Test
static hose from it and cap it.
The following procedure outlines Cap tee at airspeed indicator so
inspection and testing of the static that the altimeter is the only
pressure system after it has been instrument still connected to the
opened up. The altimeter calibration static pressure system.
must not be out-of-date.
Effective: 01/01/08 8-3

Figure 8-1: Pitot-Static System
8-4 Effective: 01/01/08

2. Repeat the leakage test to check repeat leakage test per steps C.
whether the static pressure through F.
system or the altimeter is the ALTIMETER
cause of leakage. If the The altimeter is equipped with three
altimeter is at fault, it must be concentrically arranged pointers with a
repaired by an appropriately range of 0 to 20,000 feet. One
rated repair station or replaced. revolution of the long hand indicates a
3. If the leakage test is passed with thousand foot altitude change in 20-foot
the altimeter in the system, increments. One revolution of the
repeat it with the airspeed shortest hand indicates an altitude
indicator hooked to the static change of ten thousand feet, while the
system and the static line to the triangular “bug” indicates 100,000 feet
altimeter capped. If the leakage with one revolution, but is limited to
test is passed again and a 20,000 feet. Moveable barometric
vertical speed indicator is scales, visible through small windows on
installed, repeat the leakage test either side of the main dial, indicate the
with only the vertical speed barometric pressure in inches of Hg and
indicator in the system. millibars. An adjusting knob provides a
4. If any instrument is repaired or means of adjusting the barometric scale
replaced, repeat the leakage test to known sea level barometric pressure
to ensure the problem is solved. at the airplane’s location. Barometric
5. If none of the instruments is at pressure is sensed through the
fault, remove the static line from instrument static system.
them and cap the static lines and
instrument inlet ports. attach a AIRSPEED INDICATOR
source of positive pressure to a The airspeed indicator registers
static port opening and close off airspeed in miles-per-hour and/or knots.
the other with tape. The indicator is operated by the
pressure differential between dynamic
CAUTION
air pressure from the pitot tube and local
Do not apply positive barometric pressure sensed through the
pressure with the airspeed static system.
indicator, altimeter or MAGNETIC COMPASS
vertical speed indicator
connected to the static The magnetic compass is a semi-
system. floating cylinder encased in a liquid filled
case with expansion provisions to
6. Slowly apply 2 to 3 psi of positive compensate for temperature changes.
pressure to the static system The compass is mounted on the center
while checking for leaks. Coat instrument panel and it is equipped with
line connections, caps and static compensating magnets that are
ports opening with a solution of adjustable from the front of the case.
mild soap and water, watching Covers on the face of the compass
for bubbles to locate leaks. allow access for adjusting the
7. Tighten leaking connections. compensating magnets. The compass
Repair or replace any parts should be swung and compensated at
found defective. regular intervals and at any time
8. Reconnect the flight instruments equipment installations are made that
to the static pressure system and could cause compass errors.
Effective: 01/01/08 8-5

Figure 8-2: Center Instrument Panel
Magnetic Compass Compensation adjustment screw so that one-half of

the error has been removed.
Locate the aircraft in area suitable for E. Position aircraft in a magnetically
the method of magnetic compass west direction. Notice the resulting
compensation to be used. Close doors west error. Adjust east-west
and place flaps in a retracted position. adjustment screw so that one-half of
Set the throttle at cruise position with the error has been removed.
engine operating. Place all electrical F. Recheck the magnetically north and
switches, alternator, radio and other east directions to confirm that the
equipment in a mode normally used in error is the same as for south and
flight and proceed with the following: west.
A. Set adjustment screws of G. Position aircraft in successive
compensating magnets to zero. magnetically 30-degree directions
Zero position is when the dot on the and record all errors on the deviation
screw is lined up with the dot on the card furnished with the compass.
compass frame.
TURN COORDINATOR
B. Position aircraft in a magnetically
north direction. Use an approved The turn coordinator, installed in the
Compass Rose if at all possible. center of the upper instrument panel, is
Adjust north-south adjustment screw a curved, fluid-filled tube containing a
until compass reads exactly north. ball. The gravitational and centrifugal
C. Position aircraft in a magnetically forces position the ball within the tube to
east direction. Adjust east-west indicate a coordinated turn. A correctly
adjustment screw until compass coordinated turn is indicated by a
reads exactly east. centered ball, no matter what the bank
D. Position aircraft in a magnetically angle. An off center ball indicates that
south direction. Notice the resulting additional rudder is needed on the side
south error. Adjust north-south the ball is off to.
8-6 Effective: 01/01/08

POWER PLANT INSTRUMENTS proportion to internal pressure. This

Ref. Figures 8-2 & 8-3 and Table 8-3 unbending motion drives the pressure
indicator needle.
This group consists of the oil
temperature, oil pressure, fuel pressure, The oil pressure system thus needs no
fuel quantity and manifold pressure electricity, but must be connected to a
gauges, as well as the engine pressure source; in this case oil piped
tachometer. See Table 8-3 for from the oil pressure gallery on the left
instrument markings. See Section 5 for side of the engine crankcase. This port
more thorough description of fuel is downstream of the engine driven oil
quantity system. pump. To operate properly, the oil line
between the engine and instrument
OIL TEMPERATURE SYSTEM must be free of air.
The oil temperature indicating system is Oil pressure is an indicator of how well
electrically operated by the aircraft oil is being supplied to the internal
electrical system and therefore only components of the engine. The
works when the master switch is on. desirable pressure is a range because
The oil temperature transducer is the pressure is influenced by oil
installed in the “Y” adapter on the viscosity, which is in turn influenced by
firewall, in the oil stream returning to the oil type and the temperature it is
engine from the oil tank. The transducer operating at.
varies voltage to the indicator in Oil pressure higher than this range is
proportion to the oil temperature, and not a “more is better” situation, as it may
the indicator needle movement is be caused by blockages in the oil
proportional to the voltage. distribution system. Normally, however,
Oil temperature is an indicator of the high oil pressure is experienced right
condition of the oil cooling system and after start-up on a cold day, when the oil
the internal health of the engine. If the is still thick. It is important to allow the
oil cooling system is operating properly, oil to warm up to the operating range
a high oil temperature could indicate before demanding power from the
such engine problems as broken piston engine. Always use the grade and type
rings or bearing failure. The excessive of oil recommended by the engine
friction of the failed bearing makes the manufacturer, based on engine usage
engine work harder, while broken or and weather conditions.
improperly seated rings allow blow-by of Low oil pressure is bad news anytime,
hot gasses into the crankcase, heating as it indicates that the engine is not
the oil. Oil turning black shortly after an getting enough lubrication. Oil viscosity
oil change also indicates piston ring decreases as oil temperature increases,
blow-by. so a faulty oil cooling system or internal
Before assuming high oil temperature is engine problems causing high oil
an indication of engine problems, temperature may be at fault. Low oil
always make sure the oil cooling system pressure when oil temperature is normal
is working properly. or low could indicate a bad oil pump, the
wrong grade of oil, or an extremely worn
OIL PRESSURE SYSTEM engine.
The oil pressure indicator works on the
Bourdon Tube principle whereby a semi-
circular hollow tube unbends in
Effective: 01/01/08 8-7

FUEL PRESSURE SYSTEM. caution of increasing engine RPM prior

to increasing manifold pressure is still a
The fuel pressure gauge, like the oil
good practice, as high power applied to
pressure gauge, operates off of the
a high pitch propeller increases the
Bourdon Tube principle, so that the
strain on the engine without necessarily
system does not require any electricity.
giving the thrust desired.
Instead, fuel is piped to the gauge from
the left side of the carburetor float bowl, A decrease in manifold pressure during
which is downstream of the engine normal engine operation should first
driven fuel pump. suggest carburetor icing, and prompt the
pilot to apply carburetor heat. Power
Low fuel pressure in the carburetor
could lead to engine fuel starvation and will return to normal shortly if icing was
the cause. If power does not return to
subsequent unplanned shut-down. Low
fuel pressure can be caused by a bad normal, the air filtration system may be
clogged, or the engine may have a
engine driven fuel pump, a clogged filter
mechanical problem.
screen somewhere in the fuel supply
system, or empty fuel tanks. Note that when the engine is not
If the fuel tanks are not empty, then running, the manifold pressure gauge
turning on the auxiliary fuel pump could indicates field barometric pressure.
keep the engine running long enough to TACHOMETER SYSTEM
make a precautionary landing. It is not
a good practice to leave the aux fuel The tachometer system is electronic,
pump running continuously, however. and therefore functions only when
supplied with electrical power by the
MANIFOLD PRESSURE SYSTEM airplane. The system has a signal
generator mounted on the engine’s
The manifold pressure gauge indicates
tachometer drive which supplies digital
the pressure of the fuel/air mixture in the
information to the indicator. The
intake manifold, downstream of the
tachometer indicator interprets this
supercharger. This indicator uses a
bellows type mechanism, however, as digital information and displays it with a
they respond better to gas pressure needle and scale. The indicator has an
integral hour meter built in, so that
better than a Bourdon Tube does. The
manifold pressure system nonetheless engine time is accumulating any time
the engine is running.
does not need electrical power to
operate. The tachometer indicates the RPM the
engine is turning the propeller at, which
The manifold pressure gauge is
must be kept within a specified range.
connected to the engine intake manifold
An over-speed condition would
by tubing and hoses, and because of
generally indicate a prop governor or
the compressibility of the intake gases
prop blade mechanism failure. An
the indication lags behind engine
inability to produce desired RPM when
pressure by a fraction of a second.
the engine is putting out adequate
More than a second’s lag indicates a
power would indicate a propeller pitch
problem with the indicating system.
mechanism problem.
If the manifold pressure system is
working normally, it is an indicator of the
power output of the engine. The old
8-8 Effective: 01/01/08

Figure 8-3: Left Instrument Panel

and maximum pointer deflection. As the
MISCELLANEOUS fuel level of the tank is lowered, the float
INSTRUMENTS repositions a contactor along a
Ref. Figures 8-3 & 8-4 resistance coil inside the transducer,
increasing resistance and thus reducing
FUEL QUANTITY INDICATOR current flow through the fuel quantity
A fuel quantity indicator registers the indicator. Fuel quantity indicator needle
amount of fuel in either the left or right deflection is proportional to current flow
tank, up to a maximum of 59 U.S. through. The fuel quantity indicating
gallons. Fuel from 59 to 66.5 U.S. system is calibrated prior to leaving the
gallons is un-gaugeable. The indicator factory, but should be re-calibrated if
is basically a mili-voltmeter that receives there are any indications of inaccurate
input signals from the fuel quantity fuel level readings. Calibration can be
sensor (liquid level sensors). The liquid done as outlined in Section 5.
level sensors are float operated variable
resistance transducers, one installed in VOLTMETER
each tank. The face of the fuel quantity A voltmeter displays electrical system
indicator is marked in increments from voltage when the master switch is on
empty to 59 gallons. The full tank and allows the pilot to monitor bus bar
position of the transducer float produces voltage. Normal voltmeter readings
a minimum resistance through the must be within the green arc (24.0 to
transducer, permitting maximum current 30.5 volts). Insufficient voltage or
flow through the fuel quantity indicator overcharging is indicated by a lower red
Effective: 01/01/08 8-9

arc (minimum) 16.0 to 22.5 volts, and an aircraft alternator output. Continuous
upper red arc (maximum) 30.5 to 36.0 operation on the discharge side will be
volts respectively. Continuous operation detrimental to battery life and may
over 30.5 volts is detrimental to the life cause loss of electrical power.
of the battery and could cause loss of
electrical power. A yellow arc from 22.5 HOPPER QUANTITY (Optional Equip.)
to 24.0 volts indicates a caution range. The hopper quantity consists of three
parts -- the level sensing element in
AMMETER hopper, FA-A control box normally
The ammeter displays current flow, in located on left side of cockpit, and
amperes, from the aircraft alternator to quantity gauge located in instrument
the battery, or from the battery to the panel. The gauge is adjustable between
electrical system. With the engine 0 gallons to 360 gallons and
operating, the ammeter should indicate incorporates two lights, one amber light
the on charge (+) side unless there is an for low quantity, and one red right for
aircraft alternator malfunction. A hopper empty. The system can be
discharge (-) indication will show if the calibrated per the following instructions.
alternator is not working or if the
electrical load demand exceeds the
Figure 8-4: Right Instrument Panel
8-10 Effective: 01/01/08

*NOTE*
*NOTE*
A scale is provided to show The small % scale on analog
the relationship of the remote control unit Type FA-A will
gauge, % scale on analog move in direct relationship
control unit type FA-A, and with the remote gauge.
number of inches the bottom F. Once steps C and E are completed,
of the floating ball is away the unit is in calibration.
from the top of the lower stop
collar. The column labeled *NOTE*
ground shows how many Hopper loads above 360
gallons are in the hopper with gallons are un-gaugeable.
the aircraft in the ground
attitude in relationship to the Also provided with the system are two
remote gauge reading. hopper-level warning lights: one amber
and one red. They both have a push-to-
Calibration of Hopper Quantity Gauge test feature and a dimming capability.
A. The remote hopper level gauge The lights are adjusted to come on at
markings are an indication of hopper any position (hopper level) that you may
load in level flight. desire by potentiometers located under
B. A screw type adjuster located on the pop-off caps on the face of the analog
face of the gauge at the six o’clock control unit Type FA-A. The amber light
position adjusts the remote gauge 0 is adjusted to come on by adjusting Pot
mark. Adjustment of the screw CW 1 labeled set point 1, and the red light is
or CCW will move pointer left or adjusted to come on by adjusting Pot 2
right. labeled set point 2.
C. With floating ball against lower stop The amber and red lights can be set at
collar, adjust screw adjuster until any position you may desire. Thrush
pointer is aligned with 0 marks on Aircraft Inc recommends setting the
gauge. amber light to come on at 25 gallons, or
D. The 360-gallon mark is adjusted by 8 3/8" from top of lower stop collar to
turning a screw head located on a bottom of floating ball, and the red light
20K ohm potentiometer on a circuit to come on at 6 1/2 gallons, or 2 1/2"
board attached to rear of gauge. from top of lower stop collar to bottom of
E. With floating ball against the top stop floating ball.
of the sending unit; adjust the
potentiometer until pointer is aligned INSTRUMENT
with 360 marks on gauge. TROUBLESHOOTING
*NOTE*
Table 8-1, starting on the next page,
Unit must be on to adjust 360 gives helpful information to track down
side of gauge. the cause of instrument problems.
Effective: 01/01/08 8-11

Table 8-1: INSTRUMENT TROUBLESHOOTING CHART

AIRSPEED INDICATOR
Pitot pressure connection

Test line and connection for leaks.
not properly connected to
Repair or replace damaged line, tighten
Hand fails to pressure line from pitot
connections.
respond tube.
Pitot or static lines Check line for obstructions. Blow out
clogged. lines.
Test lines and connections for leaks.
Leak in pitot or static
Repair or replace damaged lines,
line.
tighten connections.
Incorrect
indication or Substitute known-good instrument and
Defective mechanism.
hand oscillates. check reading. Replace instrument.
Substitute known-good instrument and
Leaking diaphragm.
check reading. Replace instrument.
Check instrument mounting screws.
Excessive vibration.
Tighten mounting screws.
Hand Vibrates. Check clamps and lines connections
Excessive tubing
for security. Tighten clamps and
vibration.
connections.
ALTIMETER
Check line for obstructions. Check

Static line plugged. static source. Blow out lines. Clean
Instrument fails static source.
to operate.
Substitute known-good altimeter and
Defective mechanism.
check reading. Replace instrument.
Barometric pressure not Reset hands to local barometric
carefully set. pressure.
Incorrect Substitute known-good altimeter and
Leaking diaphragm
indication. check reading. Replace instrument.
Pointers out of Compare reading with known-good
calibration. altimeter. Replace instrument.
8-12 Effective: 01/01/08

INSTRUMENT TROUBLE SHOOTING CHART, Table 8-1, Page 2
ALTIMETER (Continued)
Check lines for obstructions or leaks.

Check static source. Blow out lines,
Static pressure irregular.
tighten connections. Clean static
Hands oscillate. source.
Leak in airspeed or Check other instruments and system
vertical speed indicator plumbing for leaks and obstructions.
installations. Blow out lines, tighten connections.
MAGNETIC COMPASS
Compass not properly

Swing compass and compensate.
Excessive card compensated
error External magnetic
Locate and eliminate interference.
interference
Insufficient liquid Replace compass.
Excessive card
oscillation Excessive vibration of
Remove cause of vibration.
compass
Card element Back compensating screws off to
Compass excessively
not level, remove all compensation, then re-
compensated
sluggish compensate compass.
Leaking float chamber
due to broken cover glass
or case, or defective
Liquid leakage
sealing gaskets, weak or Replace compass.
from case
detached card magnets,
pivot friction, or broken
jewel
ENGINE OIL PRESSURE GAUGE
Worn or bent movement Replace instrument.

Dirty or corroded
Replace instrument.
Gauge has movement
erratic operation
Pointer bent and rubbing
on dial, dial screw or Replace instrument.
glass
Effective: 01/01/08 8-13

ENGINE OIL PRESSURE GAUGE (Continued)
Pressure line clogged Check line for obstructions. Clean line.

Check line for leaks and damage.
Leak in pressure line
Repair or replace damaged line.
Gauge does not Check line for leaks and damage.
Pressure line broken
register Repair or replace damaged line.
Pointer loose on staff Replace instrument.
Damaged gauge
Replace instrument.
movement
Gauge pointer
fails to return to Foreign matter in line Check line for obstructions. Clean line.
zero
Gauge does not
Faulty mechanism Replace instrument.
register properly
ENGINE FUEL PRESSURE GAUGE
Gauge
inoperative or
Restricted, broken or Clear and clean line. Tighten fittings or
erratic. Low
leaking line replace, if necessary.
pressure or flow
registered.
Start and run engine until instrument
Fuel pressure or Vapor in fuel line
registers normally.
fuel flow
registered is Faulty relief valve in
See fuel pump in Power Plant Section
high, low or engine-electric driven
for replacement or relief valve
erratic pump(s) or defective
adjustment instructions.
pump(s)
TACHOMETER
Tachometer Test generator for output. Overhaul or

Tachometer generator/tachometer replace if necessary. Test instrument
registers low, defective and replace, if necessary.
erratically, or no
reading. Tachometer generator
Replace tachometer generator.
shaft sheared
8-14 Effective: 01/01/08

FUEL QUANTITY INDICATOR
Check fuel quantity. Service with proper

Fuel tanks empty
grade and amount of fuel.
Check circuit breaker. Inspect for open
No power to indicator.
circuit. Reset breaker, repair or replace
(Pointer stays below E).
defective wire.
Check for partial ground between
Failure to Grounded wire. (Pointer
transmitter and indicator. Repair or
indicate stays above F).
replace defective wire.
Check voltage at indicator. Correct
Low voltage
voltage.
Substitute known-good indicator.
Defective indicator
Replace indicator.
Defective sending unit Replace sending unit
Registers either
Float arm stuck Free float arm.
full or empty
Substitute known-good indicator.
Sticky/sluggish Defective indicator
Replace indicator.
indicator
operation Check voltage at indicator. Correct
Low voltage
voltage.
ENGINE OIL TEMPERATURE GAUGE
Gauge has Defective indicator or Replace instrument or temperature

erratic operation temperature probe probe (one at a time).
Gauge has Check for partial ground between
erratic operation Grounded wire temperature probe and indicator. Repair
(Continued) or replace defective wire.
Check circuit breaker. Inspect for open
No power to indicator or
Gauge does not circuit. Reset breaker. Repair or
defective instrument or
register replace instrument or temperature
temperature probe
probe.
Effective: 01/01/08 8-15

HOPPER QUANTITY SYSTEM (OPTIONAL EQUIPMENT)

Disconnect wires and check resistance.
Bad sensing element
No indication on Refer to Table 8-2.
indicator Resistance check bad. Replace
element (non-repairable).
Check power and ground connections.
No indication
Observe meter on FA-A control unit. If
and resistance Bad indicator
meter works with movement of ball,
checked good
indicator or wires to indicator are bad.
Check wiring. Wiring OK, replace FA-A
control. Pins 5, 8, 11 and 15 are power
pins on FA-A unit. Pin 15 is attached to
No indication 1A C/B. Pins 8 and 11 are jumped to
and resistance Bad FA-A control pin 15. Pin 5 goes to + on rear of tank
checked good quantity gauge. Grounds are located on
pins 4 and 16. Pin 4 is connected to
ground on rear of tank quantity gauge.
Pin 16 is chassis ground.
Table 8-2: Hopper Level Sensor Calibration Chart

LEVEL SENSING UNIT
BLUE
BLACK WIRES COMING FROM TUBE
BROWN
APPROXIMATE RESISTANCE WITH FLOAT IN CENTER OF TUBE
1. BLACK
3000 – 5000 OHMS
BLUE
2. BLACK
2000 – 3000 OHMS
BROWN
3. BROWN
2000 OHMS
BLUE
4. BLACK SMALLER OR EQUAL TO BLACK/BROWN PLUS
BLUE RESISTANCE BETWEEN BROWN/BLUE
8-16 Effective: 01/01/08

Table 8-3: R1340 Engine Instrument Markings

UNIT RANGE DEPICTION MEANING
40 Red Radial MINIMUM

Oil Temperature
40 to 93 Green Arc NORMAL
(°C)
93 Red Radial MAXIMUM
Oil Pressure (PSI) 70 to 90 Green Arc NORMAL
Fuel Pressure
3 to 6 Green Arc NORMAL
(PSI)
1,400-2,200 Green Arc NORMAL
Tachometer 2,200 to
Yellow Arc CAUTION
(RPM) 2,250
2,250 Red Radial MAXIMUM
Manifold Pressure 19 to 34 Green Arc NORMAL
(in. Hg) 34 to 36.0 Yellow Arc CAUTION
AN1 & S3H1 36.0 Red Radial MAXIMUM
Manifold Pressure 19 to 35.0 Green Arc NORMAL
(in. Hg) 35.0 to 36.5 Yellow Arc CAUTION
S1H1 36.5 Red Radial MAXIMUM
Effective: 01/01/08 8-17

8-18 Effective: 01/01/08

SECTION 9
DISPERSAL SYSTEMS
TABLE OF CONTENTS
DISPERSAL SYSTEMS.....................................................................................................2
GENERAL DESCRIPTION............................................................................................... 2
HOPPER ........................................................................................................................... 2
HOPPER CARE ...................................................................................................... 2
Figure 9-1: 400 Gallon Hopper........................................................................... 3
HOPPER REPAIR ................................................................................................... 3
Figure 9-2: Hopper Repair................................................................................. 4
HOPPER GATE BOX REMOVAL............................................................................ 4
HOPPER GATE BOX INSTALLATION.................................................................... 4
SPRAY DISPERSAL SYSTEM ........................................................................................ 5
Figure 9-3: Liquid Dispersal Equipment ............................................................ 5
DISPERSAL SYSTEM MAINTENANCE.................................................................. 5
Figure 9-4: Standard Spray Dispersal System ................................................... 6
AGITATOR AND SPREADER ......................................................................................... 6
Figure 9-5: Agitator and Spreader...................................................................... 7
Effective: 01/01/08 9-1

pressures for various spray applications.

DISPERSAL SYSTEMS Spray pressure is indicated by a gauge
mounted on the left boom and is
GENERAL DESCRIPTION controlled by a vernier adjustment on the
A reinforced fiberglass hopper is the liquid spray-operating handle. The spray
principal part of both the solid and spray pump is a wind-driven fan type.
units. The hopper top forms the cowling
from the cockpit forward to the firewall. HOPPER
The hopper gate box is designed to be Ref. Figure 9-1
liquid as well as dust tight. Emergency
jettison controls permit the entire liquid HOPPER CARE
load to be dumped in approximately 7 Regardless of the materials used in the
seconds for the 400 gal. Hoppers. construction or coating of the hopper, it
The dispersal system has been designed should be thoroughly washed after each
to handle a wide range of dispersal day’s work. Use cold, clean water and
equipment, and to allow for a quick, easy any domestic detergent. Inspect the
changeover from one type of equipment interior of the hopper daily for evidence
to another. All dispersal plumbing is of chemical attack, such as surface
externally mounted and equipped with roughness or deterioration of the resin.
quick-disconnects to allow for ease of Look for cracks that may have started in
maintenance and cleaning. The the areas of highest stress, such as
streamlined aluminum extrusion spray attach points and stiffener center
booms are located below the wing portions. Repairs should be made at the
trailing edge and utilize the downwash beginning of the problem, rather than
from the wing to increase penetration after it has progressed to a serious
(See Figure 9-4). The booms are fitted degree.
with spraying system diaphragm type
nozzles and normally will use 35 nozzles * NOTE *
for low volume output and 70 nozzles for
high volume output. In addition, the After washing, it is very
spray booms have large end plugs that important that the door and
can be removed to aid in flushing the gate be left open for good
system. ventilation and complete
drying. It is good practice to
The spray pump is located under the rinse the hopper with cold
fuselage between the main landing gear water after use with
struts. A three-way suck-back spray chemicals, even if the idle
valve located at the left, underside of the period ahead is going to be
fuselage, controls the spray pressure only a few hours.
and flow. The valve is actuated from the
cockpit to obtain the desired operating
9-2 Effective: 01/01/08

Figure 9-1: 400 Gallon Hopper

prepared surface six inches beyond
HOPPER REPAIR
the damaged area.
Ref. Figure 9-2
C. If damage consists of cracks or holes
Hopper repairs should be accomplished extending completely through the
as follows: wall, sand the surfaces on both sides
A. Fiberglass surfaces must be clean, deep enough to expose the first layer
dry and free of oil, wax or other of cloth.
foreign matter. If chemical erosion is D. Surface damage requires repairs
evident, sand rough areas and wash only to the eroded or cracked side.
with any good domestic detergent. Damage extending through the wall
Rinse with clean water. Sand all requires repairs to both the inner and
surfaces that are to receive a outer surfaces of the hopper. The
polyester coating. Use Ashland number of layers in either case
Specialty Chemical Company’s 7241 should equal the original basic wall
T15 AROPOL™ polyester resin or thickness. (Figure 9-1) Highly
equivalent for the hopper repair. stressed areas, such as attach
B. If damage consists only of surface points, require an extra layer of cloth
cracks, excessive abrasion or and mat on each side, in addition to
chemical erosion, sand all affected the basic wall thickness.
surfaces smooth. Extend the E. Curing temperature is 70°F
minimum. Higher temperatures
Effective: 01/01/08 9-3

accelerate curing. A maximum of fiberglass cloth and mat. Each layer

150°F for four hours is should overlap the preceding layer
recommended followed by ten or approximately one inch. After each
more hours at 70°F. layer is in place, use a squeegee
F. Brush the resin generously over the and/or roller to remove excess resin
entire area. Apply alternate layers of and air voids.
Figure 9-2: Hopper Repair

Clean off all old gasket material by
HOPPER GATE BOX REMOVAL
scraping, being careful not to gouge
Ref. Figure 9-3
mating surfaces.
Remove the aircraft skins to gain access
to hopper gatebox bolts and nuts. HOPPER GATE BOX INSTALLATION
Disconnect dump fork, spray tube, Ref. Figure 9-3
adapter box and vent, emergency shut Before installing gate box, be sure that all
off cable and spray pump. Remove the mating surfaces are clean and dry. For
nuts and bolts attaching the gate box to maximum strength, apply 3M Scotch-
the adapter box and pry off the two apart. Weld™ DP-190 Translucent Epoxy
adhesive evenly to both mating surfaces
CAUTION and both sides of gasket thoroughly.
If bolts do not drive out easily, Using alignment pins to hold gaskets in
turn bolts to break glue, and place and to help align gate box, install
then drive bolts out. bolts using large area washer on hopper
side and tighten nuts.
9-4 Effective: 01/01/08

* NOTE * Allow 24 hours for sealer to cure before

putting airplane back into service.
Excessive uncured adhesive
Reinstall tubes, controls and cables and
can be cleaned up with ketone
pump. Fill hopper and check for leaks.
type solvents. (When using
Water should be allowed to stay in
solvents, extinguish all
hopper for a minimum of two hours with
ignition sources and follow
no leaks.
the manufacturer’s directions
and precautions for use and
handling such materials.) SPRAY DISPERSAL SYSTEM
Application of adhesive to Ref. Figure 9-4
substrates should be made The standard spray dispersal system of
within seventy-five minutes the S2R-R1340 consists of the hopper,
after mixing. Working life is the pressure loading valve and tube, the
eighty minutes. Higher gatebox, the spray pump, recirculation
temperatures will reduce valve, delivery plumbing, and the nozzle
these times. equipped spray boom.
Figure 9-3: Liquid Dispersal Equipment

hour inspections the following be
DISPERSAL SYSTEM MAINTENANCE
accomplished:
In conjunction with the manufacturer's
A. Inspect the hopper baffles for
instructions for maintenance of the spray
security and condition.
pump, it is recommended that at the 100
Effective: 01/01/08 9-5

B. Inspect hopper lid for condition of J. Inspect the pump, fan and brake
seal and security of latches. assemblies for security and proper
C. Inspect the hopper for indications of operation.
leaks and general condition. K. Refer to manufacturer's data for
D. Inspect hopper gate for evidence of pump lubrication.
leaks and proper operation. L. Inspect emergency on/off control and
E. Inspect hopper vent tube for valve for security and proper
evidence of corrosion and security. operation.
F. Inspect emergency and 3-way valve M. Inspect 3-way pressure control valve
handle and control rods for cracks for security and proper operation.
around welds. Check condition of N. Inspect both booms and the support
control rod boot. for each boom for security and
G. Inspect liquid lines for leaks and evidence of corrosion.
hose deterioration. O. Inspect all nozzle diaphragms for
H. Inspect all line supports and clamps deterioration.
for security or corrosion. P. Inspect all fan blades for cracks or
I. Drain and clean spray strainer. nicks.
Q. Inspect all nozzles for orifice erosion.
Replace as necessary.
Figure 9-4: Standard Spray Dispersal System

A. Inspect spreader attachment to the
AGITATOR AND SPREADER airframe for condition and security.
Ref. Figure 9-5 Ensure that spreader is level when
A number of dry chemical/seed aircraft is in flight attitude.
spreaders are available as options on the B. Inspect gearbox for proper oil level
S2R-R1340. Factory installation (refer to manufacturer's data).
includes airframe attachment hard C. Inspect fan, gearbox, drive shaft,
points. Operation and maintenance of agitator and coupling for security and
the spreader should be done according proper operation.
to the manufacturer’s instructions. D. Inspect agitator shaft seal at hopper
General maintenance guidance is for evidence of leaks.
included below. E. Inspect spreader unit for cracks,
loose rivets, and loose or missing
vanes.
9-6 Effective: 01/01/08

Figure 9-5: Agitator and Spreader
Effective: 01/01/08 9-7

9-8 Effective: 01/01/08

THRUSH AICRAFT, INC - MODEL S2R-R1340
SECTION 10
ELECTRICAL SYSTEM
TABLE OF CONTENTS
GENERAL DESCRIPTION ................................................................................................2
POWER DISTRIBUTION.............................................................................................. 2
BATTERY AND EXTERNAL POWER .................................................................... 2
BATTERY SERVICING ...................................................................................... 2
SERVICING BATTERY INSTALLED IN AIRCRAFT .......................................... 3
BATTERY OPERATION..................................................................................... 3
BATTERY REMOVAL ........................................................................................ 3
BATTERY INSTALLATION ................................................................................ 3
ALTERNATOR SYSTEM ........................................................................................ 4
VOLTAGE REGULATION .................................................................................. 4
VOLTAGE REGULATOR REMOVAL ................................................................ 4
VOLTAGE REGULATOR INSTALLATION......................................................... 4
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (A & B)..................... 5
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (C & D) .................... 6
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (E & F)..................... 7
TABLE 10-1: ELECTRICAL TROUBLESHOOTING CHART ..................................... 8
BATTERY SYSTEM................................................................................................ 8
ALTERNATOR........................................................................................................ 9
STARTER................................................................................................................ 9
FIGURE 10-2: WIRING DIAGRAMS ......................................................................... 11
Figure 10-2: Windshield Wiper & Washer............................................................. 11
Figure 10-2: Flap Actuation and Control............................................................... 12
Figure 10-2: Fuel Quantity Indication.................................................................... 13
Figure 10-2: Stall Warning System ....................................................................... 14
Figure 10-2: Tachometer with Hour Meter............................................................ 15
Figure 10-2: Oil Temperature Indication ............................................................... 16
Figure 10-2: Auxiliary Fuel Pump and Primer ....................................................... 17
Figure 10-2: Starting System ................................................................................ 18
Figure 10-2: Engine Ignition ................................................................................. 19
Figure 10-2: Power Distribution ............................................................................ 20
Effective: 01/01/08 10 - 1
BATTERY AND EXTERNAL

GENERAL DESCRIPTION POWER
The aircraft 24-volt DC electrical system One 24-volt storage battery provides
is designed to provide the utmost in power to the circuit breaker through
reliability. One 24-volt storage battery relay(s). The relays are controlled by a
provides electric current for engine two-position (BAT OFF-ON) switch
starting and a reserve source of electrical located on the engine control switch
power in the event of alternator failure. A panel (Figure 10-1F). Placing the battery
D.C. power receptacle located on the switch in the ON position closes the relay
engine mount, left hand side of the to supply power to the right hand panel
fuselage (see Figure 10-1 B), provides a power distribution buss from the battery
means for connecting external power to or external power receptacle. Placing
the aircraft electrical system. To the battery switch in the OFF position de-
conserve battery life, external power energizes the battery relay and
should always be used for starting terminates the supply of power to the
engines when temperature is below 40°F electrical system from either of these
or when performing maintenance sources.
requiring electrical power. An alternator
powered by the engine is the primary BATTERY SERVICING
source of electrical power to the main
bus. The electrical system is protected Initial servicing of a dry charge Gill G-244
by a voltage regulator and circuit battery is as follows:
breakers. If the alternator’s output A. Remove seals (if present) from cells.
voltage is below bus voltage, the battery
B. Fill each cell with 1.285 specific
supplies the busloads. The D.C.
gravity sulfuric acid to bottom of split
ammeter, installed on the right
ring. Use only glass, rubber or
instrument panel, indicates the discharge
plastic materials for containing
or charge on the battery after the engine
battery electrolyte fluid during
is started. All electrically-operated
servicing and wear protective
motors, lighting systems and other
clothing and rubber gloves when
electrical component circuits are
handling electrolyte to prevent
protected by push button thermal circuit
personal injury. Use a solution of
breakers. Switches and instruments
baking soda and water to neutralize
required for operation of the aircraft
any acid spilled on clothing, skin or
electrical system are installed in the left
any damageable surface.
instrument panel and engine control
switch panel (Figure 10-1 E and F). C. Sway the battery from side to side to
release any trapped air. Re-adjust
POWER DISTRIBUTION the electrolyte as necessary.
The 24-volt D.C. electrical system can D. Let battery sit unused for one hour.
receive electrical power from three E. Check and re-adjust electrolyte level
different sources: battery, external power as necessary by adding more
and the alternator. With the engine electrolytes to obtain proper level as
operating and the alternator on the line, stated in procedure B.
electric power from the alternator is
provided through a circuit breaker to the F. Install vent plugs tightly into each
main bus. cell.
10 - 2 Effective: 01/01/08
G. Clean and neutralize any spilled removable cowling skins (see figure 4-8
electrolyte on battery. &10-1 D). Check the battery electrolyte
level frequently, especially during hot
H. Charge battery until all cells are
weather. If a visual check shows low cell
gassing freely and the charge
level, and no electrolyte is available at
voltage and specific gravity of
this time, add distilled water to bring the
electrolyte are constant over three
cell(s) up to the proper lever. (See
successive readings taken at one-
battery-servicing instructions)
hour intervals. (This procedure may
take 18 - 24 hours with a constant
BATTERY OPERATION
current charger.) During the period
of charging, the electrolyte Battery operation is controlled by a
temperatures shall be maintained battery switch, placarded BATT-ON-
between 60°F and 110°F (15.6°C OFF, located on the switch panel in the
and 43.3°C). Charge rate is 3 amps. cockpit. The battery is capable of
Reduce rate by 1/2 when cells start assuming the complete electrical load for
gassing. a limited time at 70 amps max.
I. When the battery is completely The battery is located on the battery
charged, the specific gravity should plate assembly on the engine mount aft
read between 1.285 and 1.295. At of the engine. It is installed with battery
this point, if electrolyte level needs to hold down rods through the battery
be adjusted, remove or add cover. The battery case is vented
electrolyte to proper level and overboard to dispose of any electrolyte or
recharge for one hour. hydrogen gas fumes discharged during
normal charging operation. Air enters
the battery compartment from an air
1.285 - 1.295 CHARGED scoop located in the right cowl shin skin,
circulates throughout the battery
compartment, and exists through the
1.275 or Less RECHARGE vent in the battery case and drains
overboard through an outlet located on
the belly skin.
CAUTION
BATTERY REMOVAL
Gasses given off by a
battery under charging A. Verify that the BATT-ON-OFF switch
conditions are flammable. is off. Disconnect external power.
B. Remove R.H. aft cowl skin.
*NOTE*
C. Disconnect the battery and remove
For more detailed all safety wire.
instructions, see Gill Service D. Disconnect vent tubes.
Manual.
E. Remove nuts from battery hold down
SERVICING BATTERY INSTALLED IN rods and remove battery from
AIRCRAFT compartment.
The 24-volt battery is installed aft of the BATTERY INSTALLATION
engine on the engine mount lower
longerons and is accessible through the Reverse battery removal procedure.
Effective: 01/01/08 10 - 3
ALTERNATOR SYSTEM VOLTAGE REGULATOR REMOVAL

The alternator system consists of an Gain access to the voltage regulator by
alternator, voltage regulator and circuit removing R.H. aft cowl skin. If removal
breaker (See electrical diagrams). The is necessary, proceed as follows:
alternator is connected to the right hand
panel power distribution buss and will A. Verify that the battery switch is OFF.
supply the current demands when output B. Verify that the external power and
voltage exceeds battery voltage. For the battery are disconnected.
information concerning the removal and C. Proceed with regulator removal.
installation of the alternator, refer to
Section 4. VOLTAGE REGULATOR
VOLTAGE REGULATION INSTALLATION
The alternator output voltage is regulated
by the voltage regulator circuitry (see Reverse voltage regulator removal
figure 10-1 C). By using an integrated procedure.
circuit comparator amplifier with a
regulated reference voltage, the
alternator’s voltage is amplified and
supplied to the comparator circuit, which
controls the shunt field excitation of the
alternator. After installation, the
alternator over-voltage control should be
adjusted to 27.5 VDC at the bus with
normal systems turned on.
10 - 4 Effective: 01/01/08
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (A & B)
Effective: 01/01/08 10 - 5
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (C & D)
10 - 6 Effective: 01/01/08
FIGURE 10 – 1: ELECTRICAL EQUIPMENT LOCATOR (E & F)
Effective: 01/01/08 10 - 7
Table 10-1: ELECTRICAL TROUBLESHOOTING CHART

BATTERY SYSTEM
TROUBLE PROBABLE CAUSE REMARKS
Battery fails to
Battery defective Replace battery
hold charge
Battery will not Defective Alternator Check

come up to full Defective Voltage Reg. Check
charge
Charging rate to low Check voltage regulator and adjust to
27.5± .2 VDC
Battery
Check voltage regulator adjust to 27.5
consumes water Charging rate too high
±.2 volts
rapidly
Remove excess electrolyte & adjust
Electrolyte level too high
specific gravity
Electrolyte runs Check voltage regulator for correct
Excessive charging rate
out drain tube voltage
Vent caps loose or
Tighten or replace caps
broken
Standing too long Remove battery and recharge
Battery Equipment left on Remove battery and recharge
discharged Short circuit in wiring Check wiring and correct
Charging rate too low Adjust voltage regulator to 27.5±.2
Battery discharged,
Check battery, recharge or replace
defective or
battery
disconnected
Blown C/B in battery
Check C/B and reset if necessary
No power control circuit
indicated with
Defective wiring in Continuity. Check circuitry and repair
battery switch
battery control circuit as necessary
on
Check relay for proper operation and
Defective battery relay
replace as necessary
Check switch for proper operation.
Battery switch defective
Replace if necessary
Power on with
Shorted or sticking Check switch and relay for proper
battery switch in
contacts operation. Replace if necessary.
OFF position
10 - 8 Effective: 01/01/08
Table 10-1: ELECTRICAL TROUBLESHOOTING CHART (Continued)
ALTERNATOR

Zero or low Check connections throughout
Loose connection
voltage indicated system
Defective voltage
Adjust or replace regulator
regulator circuit
Alternator circuit breaker Check for short circuit and reset
No alternator
tripped or 130 amp buss circuit breaker and / or replace buss
output
limit fuse blown limit fuse
Check connections against wiring
Improper connections
diagram
Defective alternator
Check switch for proper operation
controls switch
and replace if necessary.
Continuity.
Volt-ammeter Continuity. Check wiring and repair
Defective wiring
does not indicate as necessary
Defective meter Replace meter
STARTER

Starter Check for short circuit and reset
Circuit breaker tripped
inoperative circuit breaker
Check battery. Service and recharge
Low battery
as necessary
Check relay for operation and replace
Starter relay inoperative
if necessary
Check relay for operation and replace
Battery relay inoperative
if necessary
Loose connection or
Continuity. Check and repair starter
faulty ground in starter
as necessary
power circuit
Check brushes, springs and condition
of commutator continuity. Check
Defective starter motor
starter windings for open or short
circuit. Repair or replace
Effective: 01/01/08 10 - 9
Table 10-1: ELECTRICAL TROUBLESHOOTING CHART (Continued)
STARTER (continued)

Starter produces Check battery. Service and recharge
Low battery
low RPM if necessary
Check resistance of each connection.

Maximum resistance at any
High resistance starter connection is 0.001 ohm. Inspect
circuit connections for evidence of heating.
Clean and tighten connections as
necessary.
Check brushes, springs and
commutator. Replace brushes and
Defective starter motor
springs and clean commutator as
necessary.
10 - 10 Effective: 01/01/08
Figure 10-2: WIRING DIAGRAMS
Figure 10-2: Windshield Wiper & Washer
Effective: 01/01/08 10 - 11
Figure 10-2: Flap Actuation and Control
10 - 12 Effective: 01/01/08
Figure 10-2: Fuel Quantity Indication
Effective: 01/01/08 10 - 13
Figure 10-2: Stall Warning System
10 - 14 Effective: 01/01/08
Figure 10-2: Tachometer with Hour Meter
Effective: 01/01/08 10 - 15
Figure 10-2: Oil Temperature Indication
10 - 16 Effective: 01/01/08
Figure 10-2: Auxiliary Fuel Pump and Primer
Effective: 01/01/08 10 - 17
Figure 10-2: Starting System
10 - 18 Effective: 01/01/08
Figure 10-2: Engine Ignition
Effective: 01/01/08 10 - 19
Figure 10-2: Power Distribution
10 - 20 Effective: 01/01/08
Section 11
AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
AIRWORTHINESS LIMITATIONS ................................................................................11-2

MANDATORY INSPECTIONS......................................................................................11-2
Lower Spar Cap Periodic Inspection ..................................................................11-2
Lower Splice Block Removal ..............................................................................11-2
The Inspection ....................................................................................................11-4
Reassembly Instructions ....................................................................................11-4
Effective: 1/1/08 11 - 1
AIRWORTHINESS LIMITATIONS
The Airworthiness Limitations section is FAA approved and specifies maintenance required
under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative
program has been FAA approved.
STRUCTURAL LIMITATIONS
The life limited parts on the airframe are listed in the chart below and must be replaced at the
flight hours shown.
PART DESCRIPTION PART NUMBER LIFE LIMIT

Spar Cap, Left hand
20207-015 28,800 hours
lower
Spar Cap, Right hand
20207-016 28,800 hours
lower
Tail Landing Gear Spring 5079-1 5,000 hours
MANDATORY INSPECTIONS
LOWER SPAR CAP PERIODIC INSPECTION
The lower spar caps, P/N 20207-015 and 20207-016, must be inspected periodically as
described below. These inspections must first be made when the wings have a total time in
service of 6,400 hours. The repetitive inspection interval thereafter depends on the means
by which the previous inspection was accomplished.
• If magnetic particle inspection is used, inspections must be repeated every 450 hours
time in service.
• If eddy current inspection is used, inspections must be repeated every 625 hours time
in service.
LOWER SPLICE BLOCK REMOVAL
Remove the lower spar splice block bolts and spar cap splice blocks as follows:
o Park the airplane in an enclosed hanger, with the door shut, and secure the
airplane for maintenance.
o Disconnect the battery and external power sources.
o Gain access to the wing spar splice area by removing the wing root fairings and
the necessary airplane side and belly panels. Remove spray pump and spray
pump mounting brackets.
11 - 2 Effective: 1/1/08
o Support the wings at the jack points located approximately 5 feet from the wing tips
and under at least two additional ribs inboard to prevent wing movement when the
attach bolts are removed.
* NOTE *
If the inspection is to be done using eddy current

methods, only the two outboard 5/16” bolts on each
spar cap need to be removed, and the splice blocks
can remain in place.
o Back the locknuts off of the NAS bolts in the splice blocks (see Figure 7-12) until
the end of the bolt is flush with the nut. Spray the bolt shanks with WD-40 or
equivalent lubricant.
o Remove the AN5 bolts through the locking sleeves of the tube nuts on the inboard
bolts. Back the tube nuts off several turns and apply WD-40 or equivalent lubricant
to the bolt shanks.
o Starting with the smallest diameter bolts and working to the next-to-largest, drive
the nut end of the fasteners down until the nut touches the splice block. A 4X rivet
gun may be used for this, but place an aluminum block over the bolt end/nut to
protect it. For the largest bolts, with the tube nuts, place a metal spacer between
the upper and lower tube nut ends and back the lower tube nut off until the bolt is
protruding about as much as the rest of them.
CAUTION
Extreme care must be taken to avoid damaging the

spar cap or the surface finish inside the holes
* NOTE *
Adjusting the wing supports may ease some binding

and thereby assist with bolt removal.
o Remove all of the nuts from the bolts and drive the bolt ends flush with the splice
block, again using an aluminum block and 4X rivet gun.
o Pry the top half of the lower splice block off of the NAS bolts by tapping aluminum
wedges between the splice block and the lower spar cap. Remove the top half of
the splice block.
o Drive the bolts flush with the lower spar cap, again working from smallest to
largest, this time using a 2X rivet gun and aluminum block.
o Using aluminum wedges tapped between the lower spar cap and the bottom half
of the splice block, loosen and remove the lower half of the splice block.
Effective: 1/1/08 11 - 3
o Discard all of the old nuts, bolts and washers.

o Clean the lower spar cap inboard ends and the splice block halves, removing any
corrosion.
o Visually inspect the interior surfaces of the bolt holes of the upper and lower splice
block halves. Any scratches must be polished out and the hole inspected the
same as the lower spar cap.
THE INSPECTION
Experience has shown that fatigue cracks may occur in or around the first two (5/16”) holes
of the lower spar cap, on the forward or aft side. Thus the top and bottom surfaces of the
lower spar caps must be inspected around the first two holes, and the interior surfaces of the
holes themselves must be inspected. If magnetic particle inspection is to be used, the paint
within ¾” of the two 5/16” holes will need to be removed from the top and bottom of the lower
spar cap.
The inspection must be accomplished by an FAA approved repair station (or foreign
equivalent) with NDT certification. The inspection itself must be performed or supervised by
a level 2 or level 3 inspector per MIL-STD-410E, ISO 9712, or SNT-TC-1A.
If Magnetic particle inspection is used, ASTM E1444-01 must be followed, using wet particles
meeting ASTM 3046.
If using eddy current methods for the inspection, contract with a shop that already has an
approved procedure for inspecting to AD 2006-07-15, if possible. Otherwise a procedure
must be sent to the FAA, Atlanta Aircraft Certification Office (ACO) for approval before doing
the inspection. Send your proposed procedure to:
FAA Atlanta Certification Office, ACE-115A

One Crown Center
1895 Phoenix Blvd., Suite 450
Atlanta, GA 30349
Attn: Ms. Cindy Lorenzen
If the inspection detects a crack in either of the holes or emanating from either of them,
ground the airplane immediately. You may, at your option, elect to inspect using a different
method to confirm the presence of a crack.
If a crack is confirmed, that lower spar cap must be replaced. It is highly recommended that
both wings have their lower spar caps replaced at the same time. If one spar cap is fatigued,
so is the other one, and a crack will show up shortly. Replacing them both will avoid the
extra down time.
REASSEMBLY INSTRUCTIONS
11 - 4 Effective: 1/1/08
If eddy current method of inspection was used, follow only the applicable portions of these
instructions.
o Refinish areas where paint was removed, and other areas as necessary, with
epoxy primer and a good aircraft grade top coat.
o Grease the new NAS bolts and holes in the splice block halves with Moly-Disulfide
grease.
o Install the new MS20002C washers on the new attach bolts, being sure the
countersink of the washers is facing the bolt head. Insert the bolts into the lower
splice block half until the ends are flush with the splice block surface.
o Grease the holes through the lower spar cap with Moly-Disulfide grease, position
the lower splice block half over the holes, and push the bolts through the lower
spar cap until flush with the upper surface.
* NOTE *
The airplane or wings may have moved since the

splice blocks were removed, resulting in binding of
the bolts. Adjusting the wing supports may ease
some binding and thereby assist with bolt installation.
CAUTION
Extreme care must be taken to avoid damaging the

spar cap or the surface finish inside the holes
o Position the upper splice block half over the bolts in the lower spar cap and push
the bolts through the upper splice block half. Install the MS20002 (non-
countersunk) washers over the bolts and thread the new nuts onto the bolts.
o Remove the upper splice block tube nuts and install new 20239-4 tube nuts in their
place. Slip the new 20240-1 locking tubes over the upper tube nuts and then
install the new 20239-4 tube nuts on the lower bolts.
o Snug the nuts down and then torque them per Table 7-3.
o Using the existing holes in the 20240-1 locking tubes, drill 5/16” holes through the
locking tubes and tube nuts.
o Install new 5/16” bolts, AN365 nuts and AN960-516 washers through these holes
and torque them per Table 2-3.
o The wing jacks and braces can now be removed.
o Reinstall spray pump and spray pump mounting brackets. Reinstall the wing root
fairings and the other removed airplane side and belly panels.
o Reconnect the battery and external power receptacle.
o Make log book entry of the inspection that was completed and the results.
Effective: 1/1/08 11 - 5

Thrush S2R R-1340 Maintenence Manual

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THRUSH AIRCRAFT INC – MODEL S2R-R1340

AIRCRAFT MAINTENANCE MANUAL

THRUSH AIRCRAFT INC.

AIRCRAFT MAINTENANCE MANUAL

Model S2R – R1340

Manufacturer’s Serial Number: ____________

Registration Number: ____________________

Thrush Aircraft Inc.

* NOTE * -- Gives helpful information.

Attention: Owners, Operators and Maintenance Personnel:

SECTION 1 .................................................. GENERAL INFORMATION

SECTION 2 .................................................. SERVICING & INSPECTION

SECTION 3.................................................. HYDRAULICS

SECTION 4.................................................. POWER PLANT AND PROPELLER

SECTION 5.................................................. FUEL SYSTEM

SECTION 6.................................................. LANDING GEAR, WHEELS & BRAKES

SECTION 7.................................................. FLIGHT CONTROLS

SECTION 8.................................................. INSTRUMENTS

SECTION 9.................................................. DISPERSAL SYSTEMS

SECTION 10................................................ ELECTRICAL

SECTION 11................................................ AIRWORTHINESS LIMITATIONS

Effective: 01/01/2008 iii

LOG OF PAGES SECTION 2

Effective: 01/01/2008 vii

THIS PAGE INTENTIONALLY LEFT BLANK

viii Effective: 01/01/2008

GENERAL DESCRIPTION ................................................................................................2

Effective: 01/01/08 1-1

Wing Span 44.87 feet

WEIGHT & BALANCE

C. G. Range (See Airplane Flight Manual for pertinent data)

1-2 Effective: 01/01/08

Type Full Cantilever

HORIZONTAL STABILIZER AND ELEVATORS

Span 204 Inches (17')

VERTICAL STABILIZER AND RUDDER

Vertical Fin Offset 0 Degrees ±1 Degree Left and Right

Wing 336.53 Square Feet

Effective: 01/01/08 1-3

SUPPLIER FURNISHED COMPONENT MANUALS

accumulation of corrosive chemicals.

1-4 Effective: 01/01/08

construction and are hinged on ball AIRCRAFT SYSTEMS

Effective: 01/01/08 1-5

1-6 Effective: 01/01/08

Effective: 01/01/08 1-7

Figure 1-1: Aircraft 3-view

1-8 Effective: 01/01/08

Figure 1-2: Aircraft Stations

Effective: 01/01/08 1-9

THIS PAGE INTENTIONALLY LEFT BLANK

1-10 Effective: 01/01/08

SERVICING & INSPECTION

SERVICING & INSPECTION .......................................................................................... 3

Effective: 01/01/08 2-1

2-2 Effective 1/1/08

Head the aircraft into the wind and set the

Effective: 01/01/08 2-3

Figure 2-1: Tie Down and Jack Points

2-4 Effective 01/01/08

For example: The new moment is the sum of the main

New weight: 4,723 + 17 = 4,740# Tailwheel scale reading = 472#

Weighing the Airplane New moment: (4232 x 3.1) + (407 x