766 854 MM

AIRPLANE MAINTENANCE MANUAL
PA-32-301FT PA-32-301XTC
(S/N’s 3232001 & UP) (S/N’s 3255001 & UP)
PIPER AIRCRAFT, INC.
PART NUMBER 766-854 February 28, 2009

1A1
Published by
Technical Publications
© 2003, 2009 Piper Aircraft, Inc.

2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member
General Aviation
Manufacturers Association
1A2
PA-32-301FT / 301XTC, PIPER 6X / 6XT
MAINTENANCE MANUAL
REVISION STATUS
Revisions to this Maintenance Manual (P/N 766-854) originally published June 1, 2003 are as follows:
Revision Publication Date Aerofiche Card Effectivity
ORG030601 June 1, 2003 All

CR060930 September 30, 2006 1, 2, 3, 4, 5, 6, & 7
CR070815 August 15, 2007 1, 2, 3, 4, 5, 6, 7, & 8
PR080430 April 30, 2008 1, 3, 5, 6, 7, & 8
PR090228 February 28, 2009 N/A*
* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

Maintenance Manual subscriptions are available exclusively from Avantext,
Inc. (www.Avantext.com) on CD-Rom or DVD. The CDs/DVDs include
applicable Service Bulletins and Service Letters.
Consult the “Customer Service Information File" (a free download from the Piper Aircraft, Inc. website at
http://www.piper.com/company/publications.asp ) to verify that you have the latest revision.
1A3 REVISION STATUS FebPAGE 1

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MAINTENANCE MANUAL
THIS PAGE INTENTIONALLY BLANK
PAGE 2
Feb 28/09 REVISION STATUS 1A4
MAINTENANCE MANUAL
INTRODUCTION
LIST OF EFFECTIVE PAGES
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
Intro-List of 1 Feb 28/09

Effective Pages 2 Aug 15/07
Intro-Table of Contents 1 Feb 28/09

2 Aug 15/07
Introduction 1 Aug 15/07

2 Feb 28/09
3 Feb 28/09
4 Feb 28/09
5 Feb 28/09
6 Feb 28/09
7 Feb 28/09
8 Feb 28/09
9 Feb 28/09
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
15 Aug 15/07
16 Aug 15/07
Index 1 Apr 30/08

2 Apr 30/08
3 Apr 30/08
4 Apr 30/08
5 Apr 30/08
6 Apr 30/08
7 Apr 30/08
8 Aug 15/07
1A5 INTRO - LIST OF EFFECTIVE PAGES FebPAGE 1

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PAGE 2
Aug 15/07 INTRO - LIST OF EFFECTIVE PAGES 1A6
MAINTENANCE MANUAL
TABLE OF CONTENTS
SUBJECT SECTION PAGE GRID NO.
Introduction
Instructions for Continued Airworthiness 1 1A9
General 1 1A9
Effectivity 2 1A10
Serial Number Explanation 2 1A10
Assignment of Subject Material 2 1A10
Pagination 3 1A11
Aerofiche Grid Numbering 3 1A11
Identifying Revised Material 3 1A11
Indexing 4 1A12
List of Effective Pages 4 1A12
Warnings, Cautions, and Notes 4 1A12
Accident / Incident Reporting 4 1A12
Supplementary Publications 4 1A12
PIPER Publications 4 1A12
Vendor Publications 4 1A12
Chapter/Section Index Guide 11 1A19
Index
Index 1 1B1
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PAGE 2
Aug 15/07 INTRO - CONTENTS 1A8
MAINTENANCE MANUAL
INTRODUCTION
1. Instructions for Continued Airworthiness

WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
The PA-32-301FT Piper 6X / PA-32-301XTC Piper 6XT Maintenance Manual constitutes the Instructions
for Continued Airworthiness as required by Federal Aviation Regulations (FAR) Part 23, Appendix G.
Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection Program is in
Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER PARTS OR PIPER APPROVED PARTS OBTAINED FROM
PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND
REPAIR OF PIPER AIRPLANES.
Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness
and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER,
even though identical in appearance, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the part, component or structural assembly,
even though originally manufactured by PIPER, unsuitable and unsafe for airplane use.
Piper Aircraft, Inc. expressly disclaims any responsibility for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.
NOTE: Piper Aircraft, Inc. expressly reserves the right to supersede, cancel and/or declare obsolete
any part, part numbers, kits or publication that may be referenced in this manual without prior
notice.
In any question concerning the care of your airplane, be sure to include the airplane serial number in
any correspondence.
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MAINTENANCE MANUAL
3. Effectivity
This maintenance manual is effective for PA-32-301FT Piper 6X airplane serial numbers 3232001 thru
3232074 and for PA-32-301XTC Piper 6XT airplane serial numbers 3255001 thru 3255051.
This encompasses the following model years:
NOTE: The following is provided as a general reference only.
A. PA-32-301FT Model Year Serial Numbers
2003 3232001 thru 3232013
2004 3232014 thru 3232034
2005 3232035 thru 3232051
2006 3232052 thru 3232061
2007 3232062 thru 3232073
2008 3232074
B. PA-32-301XTC Model Year Serial Numbers
2003 3255001 thru 3255014
2004 3255015 thru 3255025
2005 3255026 thru 3255041
2006 3255042 thru 3255051
4. Serial Number Explanation
Example: 32 32 001
TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER
MODEL CODE
32 = PA-32-301FT Piper 6X
55 = PA-32-301XTC Piper 6XT
5. Assignment of Subject Material

This publication is divided into industry standard, three element, numeric subject groupings as follows:
A. System/Chapter - The various groups are broken down into major systems such as Environmental
Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first
element of the standardized numbering system. Thus, the element “28” of the number 28-40-01
refers to the chapter “Fuel”. Everything concerning the fuel system will be covered in this chapter.
B. Sub-System/Section - The major systems/chapters of an airplane are broken down into
subsystems. These sub-systems are identified by the second element of the standard numbering
system. The element “40” of the number 28-40-01 concerns itself with the indicating section of the
fuel system.
C. Unit/Subject - The individual units within a sub-system/section may be identified by the third
element of the standard numbering system. The element “01” of the number 28-40-01 is a subject
designator. This element is assigned at the option of the manufacturer and is normally zeroed out by
PIPER.
Refer to paragraph 14, Chapter/Section Index Guide, for a complete breakdown and list. The material is
arranged in ascending numerical sequence.
PAGE 2
Feb 28/09 INTRODUCTION 1A10
MAINTENANCE MANUAL
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, a modified legacy Aerofiche grid numbering system
(explained below) will be used to indicate location within the manual until the next complete revision.
7. Aerofiche Grid Numbering
Piper has ceased production of all Aerofiche (i.e., microfiche) products. The Aerofiche grid numbers will
be removed in the next complete revision. In the interim, as partial revisions occur, the Aerofiche grid
numbering system may be modified, as explained below, to simplify production.
Deviations from the legacy Aerofiche grid numbering system will occur when it becomes necessary to
add pages to the manual and will typically take two forms:
A. Inserting pages between two existing grids in the same row.
When inserting two pages between the existing grids 1A8 and 1A9, the two new pages will be
numbered 1A8A and 1A8B.
B. Inserting pages at the end of an Aerofiche grid row.
The legacy Aerofiche grid numbering system limited page numbers in a row to a maximum of 24
(i.e., row 1A would be numbered 1A1–1A24). That limit no longer applies. Accordingly, if two pages
need to be added between any existing grid row end and grid row start (i.e., 1A24 and 1B1), the
new pages will simply be numbered 1A25 and 1A26.
8. Identifying Revised Material
A. 2007 thru 2008:
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i. e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
NOTE: Change bars were not used in the title pages, list of effective pages, or index. Likewise,
when a publication was completely revised (i.e. - reissued), all change bars were removed.
B. 2009 and later:
A revision to a page is defined as any change to the printed matter that existed previously.
Revisions, additions and deletions are identified by a vertical line (i. e. - change bar) along the left-
hand margin of the page opposite only that portion of the printed matter that was changed.
Change bars in the chapter Tables of Contents do not indicate a change to that page, but rather that
the information in the actual paragraph has changed.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page
number and date), indicates that the text was unchanged but the material was relocated to a
different page.
Example.
NOTE: Change bars are not used in the title pages, list of effective pages, or index. Likewise, when
a publication is completely revised (i.e. - reissued), change bars will only appear in the
Tables of Contents.
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MAINTENANCE MANUAL
9. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the
effective revision date for each page in that chapter.
11. Warnings, Cautions and Notes
These adjuncts to the text are used to highlight or emphasize important points when necessary.
Warnings call attention to use of materials, processes, methods, procedures or limits which must be
followed precisely to avoid injury or death to persons. Cautions call attention to methods and procedures
which must be followed to avoid damage to equipment. Notes call attention to methods which make the
job easier. Warnings and Cautions shall be located directly above and Notes directly beneath the text
and be in line with the paragraphs to which they apply.
12. Accident/Incident Reporting
To improve our Service and Reliability system and aid in Piper’s compliance with FAR 21.3, knowledge
of all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in
reporting all incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for
latest revision. This procedure is to be used by all Dealers, Service Centers and Repair Facilities.
13. Supplementary Publications
The following publications/sources provide servicing, overhaul and parts information for the
PA-32-301FT/301XTC airplanes and their various components. Use them to supplement this manual.
A. Piper Publications: PA-32-301FT PA-32-301XTC
(1) Parts Catalogs: P/N 766-856 P/N 766-855
(2) Periodic Inspection Reports: P/N 766-857 P/N 766-858
(3) Progressive Inspection Manuals P/N 767-027 P/N 767-028
B. Vendor Publications:
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY.
(1) AIR CONDITIONING COMPRESSOR:
Vendor: Sanden International (USA), Inc. PH: (972) 442-8400
601 South Sanden Blvd. FAX: (972) 442-8700
Wylie, Texas 75098
http://www.sanden.com/
(2) AIR CONDITIONING EVAPORATORS AND BLOWERS:
Vendor: Enviro Systems, Inc. PH: (405) 382-0731
P.O. Box 1404
Seminole, Oklahoma 74868
PAGE 4
MAINTENANCE MANUAL
(3) ALTERNATOR:
Vendor: Electro Systems, Inc. PH: (888) 461-6077
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
(4) AUTOPILOT:
Vendor: S-TEC Corporation PH: (940) 325-9406
One S-TEC Way
Mineral Wells, Texas 76067-9236
http://www.s-tec.com
(5) BATTERY:
Vendor: GILL Batteries PH: (800) 456-0070
A Division of Teledyne Continental Motors
http://www.gillbatteries.com
(6) BRAKES AND WHEELS:
Vendor: Parker Hannifin Corp PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/cleveland/Universe/book.pdf
(7) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
Vendor: Avidyne Corporation PH: (800) 284-3963
55 Old Bedford Road
Lincoln, MA 01773
http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness:
Primary Flight Display
and Magnetometer/OAT: Document No. AVPFD-174
Multifunction Display: Document No. AVMFD-167
Data Acquisition Unit: Document No. AVSIU-011
or,
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com

28/09
MAINTENANCE MANUAL
(8) EMERGENCY BATTERY (if installed):

Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road FAX: (626) 813-1235
West Covina, CA 91790
http://www.concordebattery.com/index.htm
Instructions for Continued Airworthiness:
Maintenance Manual
Supplement,
Concorde Valve
Regulated Lead-Acid
Emergency Battery Drawing No. 5-0143
(9) EMERGENCY LOCATOR TRANSMITTER:
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(10) ENGINE:
Vendor: Lycoming Engines PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.textron.com/
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: IO-540- ..... - K1G5, ..... ENGINES - P/N PC-615
TIO-540-AH1A ENGINES - P/N PC-615-12
Operators Handbook: O-540, IO-540 SERIES - P/N 60297-10
TIO-540 Series - P/N 60297-23
NOTE: The above Lycoming publications can be ordered as a set on CD-ROM from Avantext.
See www.avantext.com or PH - (800) 998-8857.
(11) FIRE EXTINGUISHER (PORTABLE):
Vendor: H3R Aviation, Inc. PH: (800) 249-4289
483 Magnolia Avenue FAX: (415) 945-0311
Larkspur, CA 94939
http://www.h3r.com/
(12) FUEL PUMP:
Vendor: Weldon Pumps PH: (440) 232-2282
P.O. Box 46579 FAX: (440) 232-0606
640 Golden Oak Parkway
Oakwood Village, Ohio 44146
http://www.weldonpumps.com/index.html
PAGE 6
MAINTENANCE MANUAL
(13) FUEL CELLS:

Vendor: Engineered Fabrics Corporation PH: (770) 684-7855
669 Goodyear Street FAX: (770) 684-7438
Rockmart, Georgia 30153-0548
http://www.kfefc.com/index.htm
(14) HI-LOK FASTENERS AND TOOLS:
Vendor: Hi-Shear Corporation PH: (213) 326-8110
2600 Skypark Drive
Torrance, California 90509
(15) INADVERTENT ICE PROTECTION SYSTEM (TKS):
Vendor: Aerospace Systems and Technologies, Inc.
3213 Arnold Ave. PH: (785) 493-0946
Salina, Kansas 67401 FAX: (785) 493-0950
http://www.weepingwings.com/
(16) LIGHTS - NAVIGATION, STROBE, AND STANDBY/MAP LIGHTS:
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, Connecticut 06412
http://www.whelen.com/
(17) MAGNETOS:
Vendor: Slick Aircraft Products PH: (904) 739-4000
Unison Industries FAX: (904) 739-4006
Attn: Subscription Dept.
7575 Baymeadows Way
Jacksonville, FL 32256
http://www.unisonindustries.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO MAINTENANCE AND
Instructions: OVERHAUL MANUAL:L-1363
(18) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS):
Vendor: Garmin International PH: (913) 397-8200
1200 East 151ST Street
Olathe, KS 66062
http://www.garmin.com
(19) OXYGEN SYSTEM (6XT only):
Vendor: Scott Aviation PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.scottaviation.com/

28/09
MAINTENANCE MANUAL
(20) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Standard Practices: Manual No. 202A
Overhaul
and Maintenance: Manual No. 113B
Aluminum Blade
Overhaul: Manual No. 133C
Propeller Owner’s
Manual and Logbook: Manual No. 115N
(21) PROPELLER GOVERNOR:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Governor Maintenance: Manual No. 130B
(22) STANDBY ATTITUDE INDICATOR:
Vendor: Mid-Continent Instruments Co., Inc. PH: (316) 630-0101
9400 E. 34 TH Street N. FAX: (316) 630-0723
Wichita, KS 67226
http://www.mcico.com/index.html
Installation Manual and
Operating Instructions: Manual No. 9015762
(23) STARTER:
Vendor: Sky-Tec PH: (800) 476-7896
350 Howard Clemmons Rd. FAX: (817) 573-2252
Granbury, Texas 76048
http://www.skytecair.com
(24) VACUUM PUMPS:
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(25) VACUUM REGULATORS:
Vendor: Parker Hannifin Corp. PH:: (800) 382-8422
Airborne Division
711 Taylor Street
Elyria, Ohio 44035
http://www.parker.com/cleveland/Universe/book.pdf
PAGE 8
MAINTENANCE MANUAL
(26) VOLTAGE REGULATOR:

Vendor: Electro Systems, Inc. PH: (888) 461-6077
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/

28/09
MAINTENANCE MANUAL
PAGE 10
Aug 15/07 INTRODUCTION 1A18
MAINTENANCE MANUAL
14. Chapter/Section Index Guide
NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 29, 36, 38, 49, 54, 60, 72, 75, and 83. These chapters are omitted because the subject
system is either: not installed in these airplanes; adequately covered in vendor or other
manuals; or, for ease of use, has been combined with another chapter.
CHAPTER SECTION TITLE GRID NO.
4 AIRWORTHINESS LIMITATIONS 1C1
00 Airworthiness Limitations
5 TIME LIMITS/MAINTENANCE CHECKS 1C9
00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks
6 DIMENSIONS AND AREAS 1E23
00 General
7 LIFTING AND SHORING 1F13
10 Jacking
8 LEVELING AND WEIGHING 1F21
10 Weighing
20 Leveling
9 TOWING AND TAXIING 1G7
10 Towing
20 Taxiing
10 PARKING AND MOORING 1G17
10 Parking
20 Mooring
11 PLACARDS AND MARKINGS 1H3
20 Exterior Placards and Markings

30 Interior Placards
12 SERVICING 1H19
00 General
10 Replenishing
20 Scheduled Servicing
1A19 INTRODUCTION Aug

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20 STANDARD PRACTICES - AIRFRAME 2C1
00 General
21 ENVIRONMENTAL SYSTEMS 2D3
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 2F17
10 Autopilot
23 COMMUNICATIONS 2G21
00 General
50 Audio Integrating
60 Static Discharging
24 ELECTRICAL POWER 2H15
00 General
30 DC Generation
40 External Power
60 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS 3C1
10 Flight Compartment
60 Emergency
26 FIRE PROTECTION 3D5
20 Extinguishing
27 FLIGHT CONTROLS 3D15
00 General
10 Aileron and Tab
20 Rudder and Tab
30 Stabilator and Tab
50 Flaps
28 FUEL 3G21
00 General
10 Storage
20 Distribution
40 Indicating
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MAINTENANCE MANUAL
30 ICE AND RAIN PROTECTION 4C1
00 General
10 Airfoil
30 Pitot and Static
60 Propeller
31 INDICATING / RECORDING SYSTEMS 4E9
50 Central Warning Systems
32 LANDING GEAR 4F5
00 General
10 Main Gear
20 Nose Gear
40 Wheels and Brakes
33 LIGHTS 4H1
00 General
40 Exterior
34 NAVIGATION 5C1
00 General
10 Flight Environment Data
20 Attitude and Direction
50 Dependent Position Determining
35 OXYGEN 5J15
10 Crew / Passenger
37 VACUUM 6C1
00 General
10 Distribution
20 Indicating
39 ELECTRICAL / ELECTRONIC PANELS 6D3
10 Instrument and Control Panels

20 Electrical and Electronic Equipment
51 STRUCTURES 6E5
00 General
10 Investigation, Cleanup, and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding

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MAINTENANCE MANUAL
52 DOORS 6F21
00 General
10 Passenger/Crew
30 Cargo
53 FUSELAGE 6G17
20 Main
55 STABILIZERS 6H7
00 General
20 Stabilator
30 Vertical Stabilizer
40 Rudder
56 WINDOWS 6I7
20 Passenger Compartment
57 WINGS 6I19
00 General
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS 6K1
10 Propeller Assembly
20 Controlling
70 STANDARD PRACTICES - ENGINE 7C1
00 General
71 POWER PLANT 7C9
00 General
10 Cowling
20 Mounts
73 ENGINE FUEL AND CONTROL 7D11
10 Distribution
20 Controlling
74 IGNITION 7E3
10 Electrical Power Supply

20 Distribution
30 Switching
PAGE 14
MAINTENANCE MANUAL
76 ENGINE CONTROLS 7F17
10 Power Control
77 ENGINE INDICATING 7G1
00 General
10 Power
20 Temperature
78 EXHAUST 7G17
00 General
79 OIL 7H5
20 Distribution
30 Indicating
80 STARTING 7H17
10 Cranking
81 TURBINES 7I5
20 Turbo-Supercharger
91 CHARTS & WIRING DIAGRAMS 8C1
10 Charts
21 & Up Wiring Diagrams (Schematics)

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PAGE 16
MAINTENANCE MANUAL
A Test Gauge and C

Manifold Set: 2E19
Access Plates and Panels: 1F10 Cabin
Torque Specifications: 2E9
Accident/Incident Reporting: A12 Heat: 2D15
Troubleshooting: 2D20
AD's (Airworthiness Ventilation: 2D11
Air Filter: 1I19
Directives): 1C15 Cable Tension vs. Ambient
Airspeed Indicator: 5C20
Aerofiche Effectivity Temperature: 3D22
Airworthiness
Aerofiche Grid Code: A11 Chapter/Section
Directives: 1C15
Ailerons Index Guide: A19
Limitations: 1C7
Balancing: 6J16 Circuit Breaker Panel: 6D10
Altimeter: 5C17
Checking-Free-Play: 6J13 Cleaning: 1I2
Annunciator: 4E15
Control System Consumable Materials: 8C21
Antenna Coupler: 6D17
Aileron-Rudder Control Cable Inspection: 3E2
Attitude Indicator: 5D1
Interconnect: 3E22 Cable Fittings 100 Hour Special
Audio Integration - See GMA-340
Bellcrank Assembly: 3E18 Inspection: 3E5
Audio Panel
Cables: 3E16 Control Column Assembly: 3E11
Autopilot
Control Column: 3E9 Control Surface Balancing
Component Locator: 2G6
Rigging and Tool: 6H17
Description: 2F23
Adjustment: 3E19 Conversion Tables
Flap Compensator: 2G17
Troubleshooting: 3E10 Decimal: 8C16
Installation: 2F24
Control Wheel: 3E14 Drill Sizes: 8C20
Pitch Servo: 2G13
Installation: 6J13 Metric (in. to mil): 8C19
Roll Servo: 2G7
Lubrication Chart: 1J4 Temperature: 8C17
Servo Clutch Torque
Removal: 6J13 Weights, Measures: 8C18
Adjustment: 2G15
Air Conditioning Corrosion Control: 6E15
Trim Servo: 2G11
Components Installation: 2F9
Avidyne Entegra - See EFIS D
Compressor: 2F1
Avionics
Drive Belt Installation: 2F5 Decals - See Placards
Cooling: 2D13
Fabricated Dipstick: 2F3 Definitions
Installation: 2H6
Mounting Angle: 2F4 Inspections: 1C19
Oil Level: 2F4 B Directional Gyro: 5I2
Condenser Doors
Lubrication Chart: 1J11 Battery - See Electrical
Baggage: 6G15
Rigging: 2F10 Bearings
Door Hinges: 6G15
Electrical Installing Rod End
Door Locks: 6G15
Installation: 2F14 Bearings: 2C8
Cabin: 6G9
Schematic: 2F14 Brakes
Door Latch Mechanisms:
Evaporator: 2F13 Adjustment and Lining
6G10
Installation: 2E2 Tolerance: 4G12
Door Locks: 6G9
Safety Precautions: 2E7 Bleeding: 4G20
Description: 6G3
Servicing Hand/Parking Brake Master
Lubrication Chart: 1J10
Charging Hookup: 2E14 Cylinder: 4G17
Snubber Seals: 6G3
Charging Stand: 2E10 Parking Brake: 1G23
Installation: 6G4
Robinair 34700 Hose System
Hookup: 2E17 Draining: 1I13
Cooling System: 2E3 Filling: 1I13
Evacuating System: 2E12 System Installation: 4G16
Evacuation Hookup: 2E22 System Leak Check: 4G20
Expansion Valve: 2F12 Toe Brake: 4G18
Leak Test Hookup: 2E21 Cylinder: 4G20
Precautions: 2E8 Installation: 4G19
Refrigerant Lines: 2F8 Wheel Brake Assembly: 4G13
Service Valves: 2E4 Buttock Lines: 1F9
1B1 INDEX AprPAGE 1

30/08
MAINTENANCE MANUAL
E GEA 71: 5E19 External Power: 2J5

GEA 71 Backshell Overvoltage Relay Check: 2J2
EFIS
Thermocouple: 5F9 Schematics
Avidyne Entegra
GIA 63W: 5E11 AHRS (GRS 77): 8H7
Component Locator: 5D5
GMA 1347 Audio Panel: 5E9 Air Conditioning: 8D17
Instrument Panel: 5D3
GMU 44 (Mag.): 5F5 Alternator Power: 8E15
Mag/OAT Sensor: 5D9
Ground Checks: 5F21 Ammeter: 8E18
Maintenance
GRS 77 AHRS: 5F2 Annunciator: 8F21
DAU - Data Acquisition
GTX 33 Mode S Avionics
Unit: 5D7
Transponder: 5E21 Cooling: 8D15
MFD - Multifunction
Inspections: 5E1 Lighting: 8D15
Display: 5D6
Magnetic Heading System - Baggage Door Ajar: 8G4
PFD - Primary Flight
See Magnetic Heading Cabin Temp: 8I14
Display: 5D3
Systems CHT: 8I9, 8I10, 8I13
Wiring Harness: 5D10
Magnetometer: 5F5 Clock: 8G5
Garmin 1000
Marker Beacon Course Deviation
Alerts and
Symbology: 5H3 Indicator: 8I2
Annunciations: 5D19
MFD: 5E4 Data Acquisition Unit: 8I15
Bus Activity Checks: 5G23
Navigation / Communications DAU - See Data
Components - See also
Interface: 5D16 Acquisition Unit
components by name
OAT Probe, GTP 59: 5F1 DME 450: 8H22
General: 5E4
PFD: 5E4 EGT: 8I11, 8I13
Shield Block: 5F11
Post-Installation Setup: 5F12 Engine Airframe
Spider Grounds: 5F10
Power Checks: 5F23 Adapter: 8I17
Configuration Module: 5F8
Required Equipment Engine Combination
Description (Overview): 5D12
List: 5I16 Gauge: 8I9
Com/Nav Systems: 5D16
System Communication Exceedance Audio Alert: 8G4
Engine Indicator
Hierarchy: 5G4 External Power: 8F3
System: 5D15
System Fresh Air Blower: 8D13
Flight
Communications: 5D13 Fuel Flow: 8I11, 8I12, 8I20
Instrumentation: 5D14
System Testing and Fuel Pump: 8F9
Nav/Com Systems: 5D16
Checkout: 5G21 Fuel Quantity: 8F11
Displays (MFD, PFD): 5D12
Tools, Recommended: 5D18 GDC 74A Air Data: 8H8
Emergency Power
Transponder (GTX 33): 5E21 GDL 69A Data Link: 8F19
Checks: 5F24
Troubleshooting GDU 1040: 8H6
Engine / Airframe
Components: 5D17 GEA 71: 8I13, 8I14, 8I17
Interface: 5D15
Engine/Airframe GIA 63 Integrated
Engine Off Checks: 5H9
Sensors: 5D22 Avionics: 8H9
Engine On Checks: 5H9
LRU Failures: 5D20 GMA 1347 Audio
Engine/Airframe Unit: 5E19
Software Load / Integration: 8E12
Final Configuration and
Configuration: 5G3 GMA 340 Audio Panel: 8E9
Setup: 5G8
Weather Info. GMA 340 Passenger
Final System Checkout: 5H17
(NEXRAD): 5F6 Interphone: 8E10
Flight Instrumentation
Electrical GNS 430 Nav/Comm/
Interface: 5D14
Alternator: 2I5 GPS: 8H17
GDC 74A Digital Air
Belt Tension Adjustment: 2I14 Ground Blocks: 8E22
Computer: 5E23
Battery: 2I21 Hour Meter: 8G5
GDL 69/69A Data
Bonding Straps: 2H11 KN 63 DME: 8H24
Link Unit: 5F6
Components: 6D11 KR 87 ADF Receiver: 8H21
GDU 1040 Displays: 5E4
Alphabetical Index: 6D11
Locator Illustration: 6D12
PAGE 2
Apr 30/08 INDEX 1B2
MAINTENANCE MANUAL
Lights System Lubrication

Annunciator Lights - Description: 2H21 Changing Oil: 1I9, 1I10
See Annunciator Load Distribution: 2J7 Chart: 1J8
Avionics: 8D15 Operation: 2H21 Oil Filter: 1I10
Baggage Light: 8G5 Servicing: 1I20 Oil Screen: 1I9
Courtesy Lights: 8G10 Troubleshooting: 2H21 Oil Sump: 1I9
Flood Lights: 8G7 Voltage Regulator Check: 2J2 Manifold Pressure Transducer:
Landing/Taxi Light: 8G17 Wire Coding: 8D9 7G10
Navigation Lights: 8G19 Electrical Bonding: 6F11 Mount: 7D5
Panel Lights: 8G14 100 Hour Inspection: 6F11 Corrosion Inspection: 7D6
Radio Lights: 8G13 On Condition Inspection: 6F11 Installation: 7D7
Reading Lights: 8G10 Electronic Flight Instrument Oil Cooler: 7H11
Strobe Lights: 8G19 System - See EFIS Removal: 7C20
Switch Lights: 8G9 ELT Serial Number Location: 1F5
Low Volt Monitor: 8E18 Artex ELT 110-4: 3C13 Starter: 7I1
Magneto Switches: 8I5 Battery: 3C13 Cranking Limitations: 7I1
MAP: 8I8, 8I14 Testing: 3C14 Timing Marks: 7E11
MFD: 8H5 Wiring Schematic: 3C15 Troubleshooting: 7C15
OAT Probe: 8G23 Artex ME406 ELT: 3C17 Turbocharger
Oil Pressure: 8I9, 8I19, 8I20 Battery Replacement: 3C23 Decoking: 7I17
Oil Temperature: Testing: 3C23 Description: 7I11
8I9, 8I19, 8I20 Wiring Schematic: 3D2 Installation: 7I18
Overhead Speakers: 8E11 Empennage Nomenclature: 7I14
PFD: 8H4 Installation: 6H14 Troubleshooting: 7I12
Pitot Heat: 8F17 Engine V-band Coupling
Power Point: 8F5 Controls Inspection: 7I16
Power Switching: 8E21 Mixture Adjustment: 7F23 Wastegate: 7I20
Radio Master Switch: 8E5 Throttle Adjustment: 7F23 Adjustment: 7I21
RPM: 8I7, 8I8, 8I20 Cowling: 7D3 Installation: 7I21
RS-232: 8I16 Description: 7C15 Exhaust System
Skywatch: 8H11 Exhaust - See Exhaust System 100 Hour Inspection: 7G23
Stall Warning: 8F7 Fuel Inspection Points - 6X: 7G24
Standby Alternator: 8E19 Air Bleed Nozzles: 7D17 Inspection Points - 6XT: 7H1
Standby Attitude Injection System: 7D19 Extinguishing
Indicator: 8H2 Injector: 7D17, 7D20 Portable Fire Extinguisher:
Starter: 8I21 Installation: 7C22 3D11
S-TEC System Instruments: 7G7 Description: 3D11
55X Autopilot: 8D19 CHT Gauge: 7G15 Inspection: 3D11
Stormscope: 8H13 Troubleshooting: 7G15
Tachometer: 8I7, 8I20 EGT Gauge: 7G13
TIT: 8I12, 8I13 Inspection: 7G15
TKS System: 8F15 Probe Installation: 7G14
Transponder: 8H15 Troubleshooting: 7G13
Turn and Bank Indicator: 8H1 Manifold Pressure
XM Receiver: 8E7 Gauge: 7G9
Static Wicks: 2H11 Troubleshooting: 7G9
Symbols: 8D10 Oil Pressure: 7H13
Oil Temperature: 7H14
Tachometer: 7G12
1B3 INDEX AprPAGE 3

30/08
MAINTENANCE MANUAL
F Fuel Tanks: 3H7 Inadvertent Ice Protection System

Components: 3H11 Approved Sealants: 4C22
Fiberglass Repairs - See Repairs -
Inspection: 3H7 Components: 4C16
Fiberglass
Fuel Pump: 3I4 Drain Valve: 1I16, 4D4
Flaps
Fuel Tank/Wing Spar Fluid Quantity Sender
Control System: 3G11
Corrosion: 3H11 Calibration: 4D8
Rigging and
Leakage: 3I2 Fluid Tank Strainer: 4D7
Adjustment: 3G14
Locking Fuel Cap: 3H20 Nylon Tubing
Troubleshooting: 3G11
Pump: 3I5 Couplings: 2C13
Installation: 6J16
Selector Valve: 3H24 Porous Panel
Lubrication Chart: 1J9 Cross-Section: 4C16
Removal: 6J16
Troubleshooting: 3H5 Installation: 4C20
Torque Tube/Pushrod Distortion
Fuselage Stations: 1F9 Propeller Installation: 4E5
Inspection: 3G16
Boot Trimming and
Flareless Tube Assemblies: 2C10 G Alignment: 4E6
Flight Controls
Garmin 1000 - See EFIS, Proportioning Units
Ailerons - See Ailerons
Garmin 1000 Installation: 4D14
Control Cable Inspection: 3E2
GMA-340 Audio Panel Pump: 4D4
Description and
Adjustment: 2H8 Description: 4C9
Operation: 3D21
Audio Panel: 2H5 Draining: 1I16
Flaps - See Flaps
Functional Test: 2H5 Electrical Schematic: 4D19
Removal and Installation: 2H5 Filling: 1I15
Rudder - See Rudder
Fluid Schematic: 4D16
Stabilator - See Stabilator H Porous Panels
Standard Practices and
Heated Pitot Head: 4D24 Cleaning: 1I4
Procedures: 3D21
Hose Markings: 2C11 Priming: 1I16
Fluid Line Identification: 2C10
Testing: 4C13
Fluid Tubing Support
Clamps: 2C17 I Test Apparatus: 4C14
Troubleshooting: 4C11, 4D18
Fuel System: 3H4 Ignition System Inspection - See also System
Cleaning: 3H23 Description: 7E9 Chapter/Section
Description: 3H3 Ignition Harness: 7F5 Access Provisions: 1F10
Draining Magnetos: 7E11 Definitions: 1C19
Entirely: 1I8 100 Hour Inspection: 7E11 Per Calendar Year: 1E5
Moisture: 1I8 500 Hour Inspection and Per Event
Filling: 1I8 Cleaning: 7E13 Engine: 1E14
Filter Assembly: 3H23 Exploded View: 7E18 Loss of Oil: 1E14
Flushing: 1I9 Testing: 7F1 Overspeed: 1E14
Fuel Cells: 3H10 Timing to Engine: 7E11 Overtemp: 1E14
Components: 3H12 Troubleshooting: 7E10 Sudden Stoppage: 1E14
Repair: 3H15 Spark Plugs: 7F11 Flaps Extended Above Max
Equipment: 3H15 Coupling Torque: 7F12 Speed: 1E15
Testing: 3H19 Inspection And Flood Damage: 1E16
Fuel Quantity Cleaning: 7F12 Hard or Overweight
Avidyne Entegra EFIS
Landing: 1E14
Calibration: 3I13
Lightning Strike: 1E13
Garmin 1000 EFIS
Severe Turbulence: 1E14
Calibration: 3I14
Needle Deviation: 3I10
Sender and Gauge
Check: 3I9
PAGE 4
Apr 30/08 INDEX 1B4
MAINTENANCE MANUAL
Per Flight Hour: 1E3 J Lubrication

Per Specific Operation / Charts: 1J1
Jacking: 1F19
Operating Environment Engine: 1I9
Extreme Cold: 1E9 L Thread Lubricants: 1I22
High Dust or Industrial
Pollution: 1E8 Landing Gear M
High Salt or High Description: 4F11
Magnetic Heading Systems
Humidity: 1E8 Main
EFIS (Electronic Flight
Soft or Unusual Terrain: 1E9 Installation: 4F19
Instrument System)
Procedure Lubrication Chart: 1J2
Avidyne Entegra
EGT Gauge: 7G15 Oleo Strut: 4F15, 4F17
IRU Calibration: 5I5
V-Band Coupling Oleo Struts
Magnetometer Calibration:
100 Hour: 7I16 Servicing: 1I12
5I6
Procedures Strut Fairings: 4F20
Garmin 1000
Aft Wing Attach Fittings 100 Wheel Fairings: 4F20
Calibration: 5I8
Hour: 6H1 Nose
Engine Run-Up: 5I10
Alternate Air Door: 1I20 Alignment: 4G4
Magnetometer Interference
Control Cables: 3E2 Tolerances: 4G4
Test: 5I11
Electrical Bonding: 6F11 Installation: 4G3
King KCS-55A
Exhaust System: 7G23 Lubrication Chart: 1J3
Check and Adjustment: 5I4
Fuel Pump: 3I4 Oleo Strut: 4F23, 4G1
Magnetic Compass
Fuel System Leakage: 3I2 Oleo Struts
Adjustment: 5I14
Fuel Tank / Wing Spar Servicing: 1I11
Troubleshooting: 5I15
Corrosion: 3H10 Wheel Fairing: 4G5
Magnetometer - See also EFIS
Garmin 1000 Troubleshooting: 4F12
Magnetos - See Ignition System
1000 Hour: 5E3 Leading Particulars: 1F6
Markings - See Placards
Annual / 100 Hour: 5E1 Leveling Airplane: 1G5
Model
Inadvertent Ice Protection Life-Limited Parts: 1C7
Code: A10
System: 4C10 Lift Detectors: 3G6
Year: A10
Magnetos Lifting: 1F19
Mooring: 1H1
100 Hours: 7E11 Lights
Muffler - See Exhaust System
500 Hours: 7E13 Adjustment: 4H13
Nylon Tubing Exterior: 4H11 N
Couplings: 2C13 Landing: 4H11
Navigation: 4H16 Nav/Com/GPS
Propeller: 1I20 GNS-430 (W) / 530
Spark Plugs: 7F12 Strobe: 4H16
Troubleshooting: 4H17 Post-Installation Setup: 5I19
TKS: 4C10 Nylon Tubing Couplings: 2C13
Requirements: 1C21 Interior
Annual / 100 Hour Annunciator Panel: 4H9
Inspection: 1C21 Dimmer Control: 4H9
Procedure: 1C22 Instrument: 4H9
Overlimits Inspection: 1C21 Map / Flood: 4H9
Progressive Inspection: 1C21 Troubleshooting: 4H7
Special: 1E3 Limitations
Unscheduled: 1E13 Cranking: 7I1
Instruments Line Markings: 2C11
Face-Mounted: 6D9 List of Effective Pages: A11
Rack-Mounted: 6D9 Locking Airplane: 1G23
Introduction: A9 Lockwiring V-Band Couplings:
7I16
1B5 INDEX AprPAGE 5

30/08
MAINTENANCE MANUAL
O Propeller Serial Number

Blade Track: 6K11 Effectivity: A10
OAT (Outside Air Temp.)
Cleaning, Inspection, and Explanation: A10
Avidyne Entegra: 5D9
Repair: 6K7 Location: 1F5
Garmin 1000: 5F1
Governor: 6K15 Service Points: 1I7
Oxygen System: 5J21
Rigging and Adjustment: Servo (Pitch, Roll, Trim) -
Cleaning and Purging: 5K6
6K16 See Autopilot
Component Limits: 5K1
Installation: 6K8 Shoring: 1F19
Cylinder: 5K7, 5K8
Lubrication Chart: 1J8 Sky-Tec Flyweight Starter: 7I1
Description: 5J21
Torque Limits: 6K9 Spark Plugs - See Ignition System
Inspection: 5J24
Typical Nicks and Removal Stabilator
Installation: 5J22
Methods: 6K7 Attach Brackets Corrosion
Leak Tests: 5K2
Publications Inspection: 6H23
Lines Clearance Check: 5K2
Piper: A12 Balancing: 6H22
On/Off Control: 5K13
Vendor: A12 Checking Free-Play: 6H21
Outlets: 5K12
Control System: 3F15
Precautions: 5J23 R Cables: 3F15
Pressure Gauge: 5K11
Repairs Rigging and
Recharge Valve: 5K9, 5K10
Fiberglass: 6E21 Adjustment: 3F21
Refilling: 5K14
Safety Walk: 6F6 Troubleshooting: 3F16
Regulator Valve: 5K8
Structural: 6E21 Installation: 6H21
Swageloc Fitting
Thermoplastic: 6E23 Lubrication Chart: 1J4
Installation: 5K5
List of Materials: 6F1 Removal: 6H21
System Flow Check: 5J24
Revisions: A3 Trim Control System: 3F23
Test Apparatus: 5K1
Identifying Revised Rigging and Adjustment: 3G4
Troubleshooting: 5J23
Material: A11 Stall Warning System: 3G5
Tubing Installation: 5K3
Rivets Standard Practices: 7C5
P Removing Cherrylocks: 2C9 Airframe: 2C5
Rudder Engine: 7C5
Parking: 1G23 Standby Alternator: 2I14
Balancing: 6I4
Parking Brake: 1G23 Standby Attitude
Control System: 3F3
Piper Indicator: 5D2, 5D9
Cables: 3F3
Parts: A9 Starter - See Engine, Starter
Rigging and Adjustment: 3F6
Publications: A12 Station Reference Lines: 1F9
Troubleshooting: 3F4
Pitot Heat S-TEC System 55X - See
Pitot/Static System Autopilot
Pedal Assembly: 3F10
Description: 5C13 Structural Repairs -
Trim Control System: 3F8
Installation: 5C14 See Repairs - Structural
Rigging and
Pitot Head - Heated: 4D23 Switches: 6D10
Adjustment: 3F10
Test: 5C13 Radio Master: 2H3
Placards S
Exterior: 1H9
Interior: 1H13 Safety Walk Repairs - See
Instrument Panel: 1H14 Repairs - Safety Walk
Meyercord Decals: 1H17 Seat Belts: 3C10
Principal Dimensions: 1F6 Seats
Lumbar Support: 3C8
Seat Back Lock: 3C7
PAGE 6
Apr 30/08 INDEX 1B6
MAINTENANCE MANUAL
T GDU 1040: 5E5 W

GEA 71: 5E20
Taxiing: 1G15 Water Lines: 1F9
GIA 63W: 5E12
Testing Weeping Wings: 4C9
GMA 1347: 5E10
Annunciator Panel: 4E15 Weighing Airplane: 1G3
GMU 44: 5F5
Fuel Cells: 3H19 Wheels
GRS 77: 5F3
Fuel Quantity Gauge: 3I9, 3I12 Balancer: 1I21
GTX 33: 5E22
Fuel Quantity Sender: 3I9 Bearing Cup Replacement:
Inadvertent Ice Protection
Garmin 1000 EFIS: 5G21 4G12
System: 4C11
GMA-340 Functional Test: 2H5 Main
Tubing: 4D18
Lift Detectors: 3G5 Assembly: 4G9
Landing Gear: 4F12
Magnetos: 7F1 Nose
Lights: 4H7
Oxygen System: 5K2 Assembly: 4G11
Magnetic Compass: 5I15
Pitot-Static System: 5C13 Repair: 4G11
Magnetos: 7E10
Thermoplastic Repairs - See Windows and Windshields
Manifold Pressure Gauge: 7G9
Repairs - Thermoplastic Windows: 6I17
Oil Pressure Gauge: 7H13
Threaded Fasteners: 2C18 Windshield: 6I13
Oil Temperature Indicator: 7H14
Installation: 2C18 Defrost: 2D15
Oxygen System: 5J23
Three View: 1F5 Wing
Rudder Control System: 3F4
Tires Description: 6J1
Stabilator Control System: 3F16
Servicing: 1I14 Installation: 6J8
Starter: 7I2
TKS - See Inadvertent Ice Removal: 6J5
STBY ALT: 2I14
Protection System Tip: 6J3
Strobe Lights: 4H17
Torque Wing Stations: 1F9
TKS - See Inadvertent Ice
Requirements
Protection System
Aluminum Tubing: 2E9
Turbocharger: 7I12
Flare Connections: 2E9
Turn and Bank Indicator: 5I15
Flare Fittings: 8C11
Vacuum System: 6C8
Nuts: 8C14
Tube Markings: 2C11
O-Ring Connections: 2E9
Turn and Bank Indicator: 5I14
Wrenches: 2C7
Troubleshooting: 5I15
Towing: 1G13
Transponder V
GTX-327: 5J1
GTX-33: 5E21 Vacuum System
GTX-330: 5J1 Description and Operation: 6C7
Troubleshooting Filter: 6C17
Aileron Control System: 3E10 Functional Schematic: 6C12
Air Conditioning: 2D20 Gauge: 6C23
Annunciator: 4E17 Installation: 6C10
Attitude Indicator: 5D1 Pumps: 6C18
CHT Gauge: 7G15 Inspection: 6C18
Directional Gyro: 5I2 Regulators: 6C19
EGT Gauge: 7G13 Switches: 6C24
Electrical System: 2H21 Troubleshooting: 6C8
Engine: 7C16 Vendor
Engine/Airframe Sensor Contact Information: 8D7
Failures: 5D22 Publications: 1A12
Flap Control System: 3G11 Vertical Fin
Fuel System: 3H5 Installation: 6I1
G1000 Software Load / Removal: 6I1
Configuration: 5G3 Vertical Speed Indicator: 5C17
GDC 74A: 5E24
GDL 69/69A: 5F7
1B7 INDEX AprPAGE 7

30/08
MAINTENANCE MANUAL
GRIDS 1B8 THRU 1B24

INTENTIONALLY BLANK
PAGE 8
Aug 15/07 INDEX 1B8
MAINTENANCE MANUAL
CHAPTER
4
AIRWORTHINESS
LIMITATIONS
1C1
MAINTENANCE MANUAL
1C2
MAINTENANCE MANUAL
CHAPTER 4
CHAPTER CHAPTER
4-List of 1 Feb 28/09

4-Table of Contents 1 Feb 28/09

2 Aug 15/07
4-00-00 1 Feb 28/09

2 Aug 15/07
1C3 4 - LIST OF EFFECTIVE PAGES FebPAGE 1

28/09
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 4 - LIST OF EFFECTIVE PAGES 1C4
MAINTENANCE MANUAL
CHAPTER 4 - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
AIRWORTHINESS LIMITATIONS 4-00-00 1 1C7

Limitations 1 1C7
Inspections 1 1C7
Major Repairs to Life Limited Components 1 1C7
Life-Limited Parts Marking and Disposition 1 1C7
1C5 4 - CONTENTS FebPAGE 1

28/09
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 4 - CONTENTS 1C6
MAINTENANCE MANUAL
AIRWORTHINESS LIMITATIONS
NOTE: 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.
1. Limitations (PIR-TCDS-A3SO, Rev. 31.)
No limitations, related to fatigue life of the airplane and its components, have been established for the
PA-32-301FT nor the PA-32-301XTC.
NOTE: Refer to the LIMITATIONS section in the Pilot’s Operating Handbook for a detailed delineation of
the flight limitations of the airplane.
2. Inspections
Refer to 5-20-00 for Piper’s recommended Inspection Program.
3. Major Repairs to Life Limited Components
Major repairs to areas defined in FAR Part 43, Appendix A, must be shown, using approved data, to not
diminish the Life of the component as stated herein.
4. Life-Limited Parts Marking and Disposition
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are
followed when removing life limited parts with time and/or cycles remaining on them as well as the
disposition of life limited parts with no time and/or cycles left. Life limited parts defined by Type
Certificate (TC) are listed in paragraph 1, above. Other parts which are replaced or rebuilt at specified
intervals are listed in Chapter 5.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable
FARs. Piper recommends life limited parts with no time and/or cycles remaining be completely
destroyed.
1C7 4-00-00 FebPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 4-00-00 1C8
MAINTENANCE MANUAL
CHAPTER
5
TIME LIMITS /
MAINTENANCE
CHECKS
1C9
MAINTENANCE MANUAL
1C10
MAINTENANCE MANUAL
CHAPTER 5
CHAPTER CHAPTER
5-List of 1 Feb 28/09 5-30-00 1 Feb 28/09

Effective Pages 2 Aug 15/07 2 Feb 28/09
3 Aug 15/07
5-Table of Contents 1 Feb 28/09 4 Apr 30/08
2 Feb 28/09 5 Feb 28/09
6 Aug 15/07
5-00-00 1 Aug 15/07 7 Aug 15/07
2 Aug 15/07 8 Aug 15/07
9 Aug 15/07
5-10-00 1 Aug 15/07 10 Aug 15/07
2 Aug 15/07
5-50-00 1 Apr 30/08
5-20-00 1 Aug 15/07 2 Apr 30/08
2 Aug 15/07 3 Aug 15/07
3 Apr 30/08 4 Apr 30/08
4 Apr 30/08 5 Apr 30/08
5 Aug 15/07 6 Aug 15/07
6 Aug 15/07 7 Aug 15/07
7 Apr 30/08 8 Aug 15/07
8 Feb 28/09 9 Aug 15/07
9 Feb 28/09 10 Aug 15/07
10 Feb 28/09
11 Feb 28/09
12 Feb 28/09
13 Feb 28/09
14 Apr 30/08
15 Apr 30/08
16 Feb 28/09
17 Aug 15/07
18 Aug 15/07
19 Apr 30/08
20 Feb 28/09
21 Apr 30/08
22 Feb 28/09
23 Apr 30/08
24 Aug 15/07
25 Feb 28/09
26 Feb 28/09
27 Apr 30/08
28 Apr 30/08
29 Feb 28/09
30 Aug 15/07
31 Aug 15/07
32 Aug 15/07

28/09
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 5 - TIME LIMITS / MAINTENANCE CHECKS
TABLE OF CONTENTS
GENERAL 5-00-00 1 1C15
TIME LIMITS 5-10-00 1 1C17
SCHEDULED MAINTENANCE 5-20-00 1 1C19
Description 1 1C19
Definitions 1 1C19
Inspection Requirements 3 1C21
Annual / 100 Hour Inspection 3 1C21
Progressive Inspection 3 1C21
Overlimits Inspection 3 1C21
Annual / 100 Hour Inspection Procedure 4 1C22
Scheduled Maintenance - PA-32-301FT Piper 6X 7 1D1
Propeller Group 7 1D1
Engine Group 7 1D1
Cabin and Cockpit Group 9 1D3
Fuselage and Empennage Group 10 1D4
Wing Group 11 1D5
Landing Gear Group 12 1D6
Special Inspections 13 1D7
Operational Inspection 13 1D7
General 13 1D7
Notes 14 1D8
Scheduled Maintenance - PA-32-301XTC Piper 6XT 19 1D13
Propeller Group 19 1D13
Engine Group 19 1D13
Turbocharger Group 21 1D15
Cabin and Cockpit Group 21 1D15
Fuselage and Empennage Group 22 1D16
Wing Group 24 1D18
Landing Gear Group 24 1D18
Special Inspections 25 1D19
Operational Inspection 25 1D19
General 26 1D20
Notes 27 1D21

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CHAPTER 5 - TIME LIMITS / MAINTENANCE CHECKS
TABLE OF CONTENTS (cont.)
SPECIAL INSPECTIONS 5-30-00 1 1E3

Per Flight Hour 1 1E3
Per Calendar Year 3 1E5
Per Specific Operation / Operating Environment 3 1E8
High Dust or Industrial Pollution 3 1E8
High Salt or High Humidity 6 1E8
Extreme Cold 7 1E9
Soft or Unusual Terrain 7 1E9
UNSCHEDULED MAINTENANCE CHECKS 5-50-00 1 1E13

Lightning Strike 1 1E13
Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage 2 1E14
Severe Turbulence, Hard or Overweight Landing 2 1E14
Flaps Extended Above Maximum Flap Extension Speed (VFE) 3 1E15
Flood Damage, Immersion in Water 4 1E16
PAGE 2
Feb 28/09 5 - CONTENTS 1C14
MAINTENANCE MANUAL
GENERAL
Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from
his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes a
recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and
Service Spares Letters as required.
A. The recurring maintenance schedules for the PA-32-301FT Piper 6X and PA-32-301XTC Piper 6XT
are provided in 5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
These are sent to the latest U.S. registered owners and Piper Service Centers.
C. Service Letters deal with product improvements and service hints pertaining to the aircraft. They are
sent to Piper Service Centers and sometimes directly to owners, so they can properly service the
aircraft and keep it up to date with the latest changes. Owners should give careful attention to the
service letter information.
D. Service Spares Letters, which are sent only to Piper Service Centers, offer improved parts, kits and
optional equipment which were not available originally and which may be of interest to the owner.
NOTE: Piper mails Service Bulletins, Service Letters, and P.O.H. Revisions to the registered
owner’s name and address as shown on the Aircraft Registration Certificate. If the aircraft
is based and/or operated at a different location (or locations) and/or by a person (or
persons) other than those recorded on the aircraft registration, then the registered owner(s)
is responsible for forwarding these Bulletins and Letters to the operating location(s) or
person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by
the Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of service releases
during this interim period through their Piper Service Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the FAA.
When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also to
subscribers of the service. The owner is solely responsible for being aware of and complying with
airworthiness directives.
NOTE: A searchable database of AD’s is available on the FAA website. See the “Airworthiness
DIrectives” link at “www1.faa.gov”. Additionally, Avantext offers a free email notification service
for new AD’s as well as the last six weeks worth of AD’s at “www.avantext.com”.
An owner should periodically check with a Piper Service Center to find out the latest information to keep
his aircraft up to date.
Piper has a subscription service for the Service Bulletins, Service Letters, and Service Spares Letters.
This service is offered to interested persons such as owners, pilots, and mechanics at a nominal fee and
may be obtained through Piper Service Centers. Owners residing outside of the United States are urged
to subscribe to this service since Piper cannot otherwise obtain the addresses of foreign owners.
Maintenance Manuals and Illustrated Parts Catalogs are also available through Piper Service Centers
and Dealers world wide.
1C15 5-00-00 AugPAGE 1

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PAGE 2
Aug 15/07 5-00-00 1C16
MAINTENANCE MANUAL
TIME LIMITS
1. Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory
replacement time, structural inspection interval, and related structural inspection procedure required for
type certification.
2. Refer to 5-20-00 for Piper’s recommended Inspection Programs. They include the frequency and extent
of the inspections required for the continued airworthiness of these airplanes.
3. Inspections required by Flight Hour or Calendar Year, if due, are included as part of the Annual / 100
Hour Inspection and/or the Progressive Inspection Event cycles, and are listed individually in 5-30-00.
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MAINTENANCE MANUAL
SCHEDULED MAINTENANCE
This section provides instructions for conducting inspections. Repair or replacement instructions for
those components found to be unserviceable during inspections will be found in the applicable airplane
system chapter. (See Chapter/Section Index Guide, Introduction.)
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT (P LEAD), BEFORE PERFORMING ANY
MAINTENANCE OPERATION ON THE ENGINE.
1. Description
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
The recurring maintenance schedules for the PA-32-301FT Piper 6X and PA-32-301XTC Piper 6XT are
provided herein as Annual / 100 Hour Inspections. Progressive Inspection Programs will be available
from Piper Dealers in a separate manual form.
Piper inspection programs comply with the F.A.A. Federal Aviation Regulations Parts 43, 91 and 135.
The owner/operator is primarily responsible for maintaining the airplane in an airworthy condition,
including compliance with all applicable Airworthiness Directives and conformity with the requirements in
FAR 91.409, 91.411 and 91.413.
The first overhaul or replacement of components should be performed at the given periods. The
condition of various components can then be used as criteria for determining subsequent periods
applicable to the individual airplane, depending on usage, providing the owner/operator has an
established Part 91 Progressive Inspection Program (see 91.409(d)) or Part 135 Approved Aircraft
Inspection Program (see 135.419).
The time periods given for inspections of various components are based on average usage and
environmental conditions.
NOTE: The listed inspection, overhaul and replacement schedules do not guarantee that a particular
item or component will reach the listed time without malfunction. Unique operating conditions
encountered by individual airplanes cannot be controlled by the manufacturer.
2. Definitions
A. Inspections - Must be performed only by Certified Mechanics who are qualified on these aircraft,
using acceptable methods, techniques and practices to determine physical condition and detect defects.
(1) Routine Inspection - Consists of a visual examination or check of the aircraft and its
components and systems without disassembly.
(2) Detailed Inspection - Consists of a thorough examination of the aircraft, appliance, component,
or system; with disassembly as necessary to determine condition.
(3) Special Inspection - Involves those components, systems or structure which by their
application or intended use require an inspection peculiar to, more extensive in scope or at a
time period other than that which is normally accomplished during an event or annual
inspection.
B. Checks - Can be performed by pilots and/or mechanics who are qualified on this aircraft and
consists of examinations in the form of comparisons with stated standards for the purpose of
verifying condition, accuracy and tolerances.
C. Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various
component and systems at scheduled interval in accordance with procedures approved by the FAA
under FAR Part 91.409(d) or Part 135.419.
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D. Tests - Operation of aircraft components, appliances or systems to evaluate functional performance.

(1) Operational Test - A task to determine that an item, is fulfilling its intended purpose.The task
does not require quantitative tolerances. This is a fault finding task.
(2) Functional Test - A quantitative check to determine, if one or more functions of an item
performs within specified limits. This test may require the use of supplemental bench test
equipment.
(3) In addition, each of the above tests must be performed by an FAA Certified Repair Station with
appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The recording of
the above function must be made in the permanent aircraft records by the authorized individual
performing the test.
E. Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending
failure, need for lubrication, repair or replacement of parts and calibration to at least the
manufacturers specifications using the manufacturers recommended test equipment or standards
or the equivalent.
Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station with
appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval
regardless of any bench test performed on a particular component while being repaired/overhauled
before scheduled interval bench test. After the component is installed into the aircraft, an
operational test of the component and its related system should be performed to ensure proper
function. Serviceable parts that were issued to the component will be filed in the aircraft permanent
records. The person performing the test must make appropriate entries in the aircraft’s permanent
maintenance record.
F. Maintenance - The word maintenance as defined by FAR Part 1, means “inspection, overhaul,
repair, preservation and the replacement of parts, but excludes preventive maintenance.”
G. On Condition Maintenance - A primary maintenance process having repetitive inspections or tests
to determine the condition of units, systems, or portions of structure with regard to continued
serviceability (corrective action is taken when required by item condition.)
H. Time - as used in this manual.
(1) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of
flight hours or calendar time calculated from the time a new or overhauled component was first
installed in any aircraft, and including:
(a) the aircraft time that elapses from the initial installation to the first removal, if any; and,
(b) the aircraft time that elapses from each subsequent installation to each subsequent
removal, if any; or,
(c) the calendar time elapsed since the installation.
NOTE: Dates stamped on individual components at the time of manufacture are typically
applied to determine shelf life - i.e. the maximum time allowed from manufacture/
assembly/cure until actually installed in an aircraft and are not relevant.
Do not, however; ignore markings applied to life-limited parts when removed with time
and/or cycles remaining on them.
(2) Aircraft time, flight hours, or aircraft hours are the “Hobbs Time” shown on, or calculated from,
the installed “Hour Meter.”
PAGE 2
Aug 15/07 5-20-00 1C20
MAINTENANCE MANUAL
3. Inspection Requirements
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
A. Annual / 100 Hour Inspection. (See paragraph 4.)
Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection
requirements. The 100 hour inspection cycle is a complete inspection of the airplane and is identical
in scope to an annual inspection. Inspections must be accomplished by persons authorized by the
FAA.
B. Progressive Inspection.
The Progressive Inspection program is designed to permit the best utilization of the aircraft through
the use of a planned inspection schedule. This schedule is prepared in manual form and is available
from Piper Dealers:
P/N 767-027 for the Piper 6X (S/N’s 3232001 & up), and
P/N 767-028 for the Piper 6XT (S/N’s 3255001 & up).
Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for a checklist to ensure
obtaining latest issue.
NOTE: The 50 Hour Progressive Inspection Manuals (P/N’s 767-027 and 767-028) referenced are
not stand-alone documents. They constitute snapshots of the Airworthiness Limitations and
Inspection sections of the Instructions for Continued Airworthiness (ICA) and are current
only at the time of printing. Use them as follows:
(1) Owners/operators desiring to establish a Part 91 Progressive Inspection Program
(PIP) (see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP) (see
135.419) should use the appropriate Progressive Inspection Manual as a template for
submission to their regional FAA office.
(2) Service centers conducting Event Cycle inspections under a FAA-approved PIP or
AAIP can use the appropriate Progressive Inspection Manual as a working check-off
list/form, provided they verify its currency against the FAA-approved PIP or AAIP.
C. Overlimits Inspection.
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required by Piper and/or the component
manufacturer. See 5-50-00 and applicable vendor publications.
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4. Annual / 100 Hour Inspection Procedure

A. Scheduled Maintenance (i.e. - paragraphs 5 and 6.)
(1) The required periodic inspection procedures are listed in paragraphs 5 (PA-32-301FT)
and 6 (PA-32-301XTC). These inspection procedures are broken down into major groups which
include Propeller, Engine, Turbocharger (where applicable), Cabin and Cockpit, Fuselage and
Empennage, Wing, Landing Gear, Special Inspections, Operational Inspection and General.
The first column in each group lists the inspection or procedure to be performed. The second
column is divided into two sub-columns indicating the required inspection interval of 50 hours
or 100 hours. Each inspection or operation is required at each of the inspection intervals
indicated by a circle (O). When a vendor publication specifies a time outside the 50/100 hour
cycle, it will be listed as a special inspection, in 5-30-00.
(2) Refer to the applicable chapter of this manual for instructions on how to gain access to remove
any item that must be removed and is not completely accessible.
(3) Inspection Report Forms.
To help in the performance of periodic inspections, Inspection Report forms are available
through Piper Dealers:
P/N 766-857 for the Piper 6X (S/N's 3232001 & up); or,
P/N 766-858 for the Piper 6XT (S/N's 3255001 & up).
NOTE: Service centers conducting Part 91 Annual / 100 Hour Inspections can use the
appropriate Inspection Report Form, as a working check-off list, provided they verify
its currency against an up-to-date copy of the ICA (i.e. - this Maintenance Manual, see
4-00-00 and 5-20-00).
(4) In addition to inspection intervals required in scheduled maintenance (i.e. - paragraphs 5
and 6), preflight inspection must also be performed.
(5) References to maintenance manual applicable areas are per the “chapter - system/sub-
system” assignment of subject material numbering system.
B. Special Inspections (see 5-30-00.)
C. Unscheduled Maintenance (see 5-50-00.)
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PAGE 6
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MAINTENANCE MANUAL
5. Scheduled Maintenance - PA-32-301FT Piper 6X (S/N’s 3232001 & up)

Refer to Notes 1, 2, 3, and 4 before performing the following inspections.
Inspection
NATURE OF INSPECTION Interval (Hrs)
50 100
A. PROPELLER GROUP
WARNING: USE EXTREME CAUTION WHEN ROTATING PROPELLER BY
HAND; PROPELLER MAY KICK BACK. PRIOR TO ROTATING
PROPELLER ENSURE BOTH MAGNETO SWITCH(S) ARE OFF
(GROUNDED). IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and back plate for cracks, dents, missing screws,
and security........................................................................................................... O O
2. Inspect blades for nicks and cracks....................................................................... O O
3. Check for grease and oil leaks .............................................................................. O O
4. Lubricate propeller per Lubrication Chart, 12-20-00 ............................................. O
5. Inspect spinner mounting brackets for cracks and security................................... O
6. Inspect propeller mounting bolts for security and safety.
If safety is broken, verify torque and re-safety. ...................................................... O
7. Inspect hub parts for cracks and corrosion ........................................................... O
8. Rotate blades and check for tightness in hub pilot tube ........................................ O
9. Inspect complete propeller and spinner assembly for security,
chafing, cracks, deterioration, wear, and correct installation................................. O
B. ENGINE GROUP
WARNING: IF MAGNETO(S) ARE NOT GROUNDED, TURNING PROPELLER
MAY START ENGINE. USE EXTREME CAUTION WHEN ROTATING
PROPELLER BY HAND; PROPELLER MAY KICK BACK. PRIOR TO
ROTATING PROPELLER ENSURE BOTH MAGNETO SWITCH(S)
ARE OFF (GROUNDED).
NOTE: Read Notes 5 and 27 prior to beginning this group.
1. Remove engine cowl and inspect for internal and external damage ..................... O O
2. Clean and inspect cowling for cracks, distortion, and loose
or missing fasteners .............................................................................................. O
3. Drain oil sump ....................................................................................................... O O
4. Clean suction oil strainer at oil change; inspect strainer for foreign particles........ O O
5. Change full flow, cartridge type, oil filter element; inspect element
for foreign particles. (See Note 7.)......................................................................... O O
6. Inspect oil temperature sender unit for leaks and security .................................... O
7. Inspect oil lines and fittings for leaks, security, chafing, dents, & cracks............... O O
8. Clean and inspect oil radiator cooling fins............................................................. O
9. Fill engine with oil per information on cowl or in Lubrication Chart, 12-20-00....... O O
CAUTION: USE CAUTION NOT TO CONTAMINATE VACUUM PUMP WITH
CLEANING FLUID. (REFER TO LATEST REVISION LYCOMING
SERVICE INSTRUCTION NO. 1221.)
10. Clean engine with approved solvents.................................................................... O
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5. Scheduled Maintenance - PA-32-301FT Piper 6X (S/N’s 3232001 & up) (continued)

Inspection
50 100
B. ENGINE GROUP (CONT.)

11. Inspect condition of spark plugs. Clean and adjust gap as required;
adjust per latest revision Lycoming Service Instruction No. 1042 ......................... O
NOTE: If fouling of spark plugs is apparent, rotate bottom plugs to upper plugs.
12. Inspect spark plug cable leads .............................................................................. O O
13. Check cylinder compression. (Refer to AC 43.13-1, latest revision.) .................... O
14. Inspect cylinders for cracked or broken fins. (See Note 8.) ................................... O
15. Inspect rocker box covers for evidence of oil leaks. If found, replace gasket;
torque cover screws 50 inch-pounds..................................................................... O O
16. Inspect ignition harness and insulators for high tension leakage
and continuity ........................................................................................................ O
17. Check magneto points for proper clearance ......................................................... O
18. Inspect magneto for oil seal leakage..................................................................... O
19. Inspect magnetos to engine timing ....................................................................... O
20. Remove air filter and clean per 12-10-00. Replace as required ............................ O O
21. Clean fuel injector inlet line screen ....................................................................... O O
22. Inspect condition of alternate air valve and housing ............................................. O O
23. Inspect intake seals for leaks and clamps for tightness.
(Torque clamps 40-50 in.-lbs.)............................................................................... O O
24. Inspect all air inlet duct hoses. Replace as required ............................................. O O
25. Inspect condition of flexible fuel lines .................................................................... O
26. Inspect fuel system for leaks. (See Note 37.)........................................................ O
27. Inspect engine-driven and electric fuel pumps for condition and operation.
Replace as required. (See Note 6.) ....................................................................... O
28. If installed, inspect and operationally test engine-driven vacuum pumps
and lines. (See Notes 24 and 34.) ......................................................................... O
29. Inspect throttle, alternate air, mixture, and propeller governor
controls for security, travel, and operation condition.............................................. O
30. Inspect exhaust stacks, connections and gaskets.
Replace gaskets as required. (Refer to 78-00-00.) ............................................... O O
31. Inspect muffler, heat exchange, and baffles. (Refer to 78-00-00.)......................... O O
32. Inspect breather tube for obstructions and security .............................................. O
33. Inspect crankcase for cracks, leaks, and security of seam bolts........................... O
34. Inspect engine mounts for cracks and loose mounting. (See Note 20.) ................ O
35. Inspect all engine baffles....................................................................................... O
36. Inspect rubber engine mount bushings for deterioration. (Replace as required.).. O
37. Inspect firewall seals ............................................................................................. O
38. Lubricate alternator idler pulley; remove front grease seal and add grease.
(Refer to Lubrication Chart, 12-20-00.) (Disregard if sealed bearing is installed.) O
39. Inspect condition of alternator and starter. (See Note 31)..................................... O
40. Inspect security of alternator or mounting ............................................................. O
41. If installed, inspect Standby Alternator per 100 Hour Standby Alternator
Inspection, 24-30-00 ............................................................................................. O
PAGE 8
Feb 28/09 5-20-00 1D2
MAINTENANCE MANUAL

Inspection
50 100

42. Inspect condition and tension of alternator drive belt.
(See Adjusting Alternator Belt Tension, 24-30-00.) ............................................... O O
43. If installed, inspect condition of A/C compressor belt and tension.
(See Adjusting Drive Belt Tension, 21-50-00.)....................................................... O O
44. If installed, check A/C compressor oil level. (See Note 9.) .................................... O
45. If installed, inspect A/C compressor clutch security and wiring. (See Note 10.) ... O
46. If installed, inspect A/C compressor mounting for cracks, corrosion,
and security........................................................................................................... O
47. Check fluid in brake reservoir. Fill as required....................................................... O O
48. If installed, perform Inadvertent Ice Protection System (TKS) 50 Hour Check,
30-10-00 ................................................................................................................ O O
49. Inspect and lubricate all controls. (Refer to Lubrication Chart, 12-20-00.) ............ O
50. Install engine cowl ................................................................................................. O O
C. CABIN AND COCKPIT GROUP
1. Inspect cockpit and cabin doors, latches, and hinges, and windows, and
aft baggage compartment door, latch, and hinge for damage, operation,
and security........................................................................................................... O
2. Inspect windows for scratches, crazing, and condition.......................................... O
3. Check window and door seals for deterioration, cracks, and voids ....................... O
4. Inspect upholstery for tears ................................................................................... O
5. Inspect seats, seat belts, shoulder harnesses, security brackets, and bolts.
(See Seat Belt and Shoulder Harness Inspection, 25-10-00.) .............................. O
6. Inspect trim operation............................................................................................ O
7. Inspect rudder pedals............................................................................................ O
8. Inspect parking brake valve and brake handle for operation
and cylinder leaks ................................................................................................. O
9. Inspect control wheels, column, pulleys, cables, turnbuckles, and fittings.
(See Note 11.) ....................................................................................................... O
10. Inspect flap lever to control cable attachment bolt for condition and security.
(See Note 11.) ....................................................................................................... O
11. Check landing, navigation, strobe, cabin, and instrument lights ........................... O O
12. Inspect instruments, avionics, lines, and attachments. (See Notes 22, 26,
29, 30, and 33.)............................................................................................................ O
13. Inspect gyro operated instruments and electric turn and bank.
(Overhaul or replace as required.) ........................................................................ O
14. Replace central air filter......................................................................................... O
15. Clean or replace vacuum regulator filter ............................................................... O
16. Inspect static system, altimeter (and ADAHRS (in Avidyne PFD) or
GDC 74A (in Garmin), if EFIS installed) and transponder for
installation/certification per latest revision of AC43.13-1 and
current test/inspection per FAR’s 91.411 and 91.413, respectively....................... O
17. Inspect and test ELT per FAR 91.207. (See Testing ELT, 25-60-00.)..................... O
18. Inspect operation of fuel selector valve. (See Note 38.) ........................................ O
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Inspection
50 100
C. CABIN AND COCKPIT GROUP (CONT.)

19. Inspect fuel valve drain lever cover for security. Verify door opens
and closes freely and prevents operation of lever when closed ............................ O O
20. Inspect condition of heater controls and ducts...................................................... O
21. Inspect condition and operation of air vents.......................................................... O
22. Inspect condition of air conditioning ducts ............................................................ O
23. If installed, remove and clean air conditioning evaporator filter............................. O
24. If installed, inspect portable fire extinguisher minimum weight as
specified on nameplate ......................................................................................... O
D. FUSELAGE AND EMPENNAGE GROUP
1. Remove inspection plates and panels................................................................... O
2. Inspect wing attach fittings for corrosion. (See Aft Wing Attach Fitting 100 Hour
Inspection, 53-20-00.) ........................................................................................... O
3. Inspect forward baggage door, latch, and hinge for damage, operation
and security........................................................................................................... O O
4. Inspect battery, shelf, and cables.
Flush area as required and fill battery per Battery, 24-30-00 ................................ O
5. Inspect electronic installations. (See Note 36.) ..................................................... O
6. Inspect skins, bulkheads, frames, and stringers for damage, irregularities, or
structural defects (i.e. - skin cracks, distortion, dents, corrosion, and loose or
missing rivets) ....................................................................................................... O
7. Inspect antenna mounts and electric wiring .......................................................... O
8. Inspect air conditioning system for refrigerant leaks. (See Note 9.) ...................... O
9. Inspect refrigerant level in sight gauge of receiver-dehydrator.............................. O O
10. Inspect air conditioner condenser air scoop for condition and rigging.
(See Note 17.) ....................................................................................................... O O
11. Inspect fuel lines, valves, and gauges for damage and operation......................... O
12. Remove, drain, and clean fuel strainer bowl and screen located in
bottom of selector valve ........................................................................................ O
13. Inspect fuel pump overboard drain outlet for evidence of fuel discharge.
(See Electric Fuel Pump, 28-20-00.) ..................................................................... O O
14. Inspect security of all lines .................................................................................... O
15. Inspect vertical fin for surface damage or irregularities (i.e. - skin cracks,
distortion, dents, corrosion, and excessive paint build up); structural defects
(i.e. - loose or missing rivets); and attachment points for missing or
worn hardware ...................................................................................................... O
16. Inspect vertical fin attachments for security .......................................................... O
17. Inspect rudder for surface damage or irregularities (i.e. - skin cracks, distortion,
dents, corrosion, and excessive paint build up); structural defects (i.e. - loose
or missing rivets); misrigging or structural imbalance; hinge damage, excessive
wear, freedom of movement and proper lubrication; and attachment points for
missing or worn hardware ..................................................................................... O
18. Inspect rudder hinges, sector and attachments for damage, security and
proper operation .................................................................................................... O
19. Inspect rudder control stops to ensure stops have not loosened and locknuts
are tight ................................................................................................................. O
20. Inspect rudder hinge bolts for excessive wear. Replace as required..................... O
PAGE 10
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MAINTENANCE MANUAL

Inspection
50 100
D. FUSELAGE AND EMPENNAGE GROUP (CONT.)

21. Inspect stabilator and tab for surface damage or irregularities (i.e. - skin cracks,
distortion, dents, corrosion, and excessive paint build up); structural defects
(i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage,
excessive wear, freedom of movement and proper lubrication; and attachment
points for missing or worn hardware ..................................................................... O
22. Inspect stabilator tab hinges, horn, and attachments for damage, security,
and operation ........................................................................................................ O
23. Inspect stabilator attachments and attach brackets per Stabilator Attach
Brackets Corrosion Inspection, 55-20-00 .............................................................. O
24. Inspect stabilator and tab hinge bolts and bearings for excess wear.
Replace as required .............................................................................................. O
25. Inspect stabilator control stops to ensure stops are not loose.
Ensure bolts and locknuts are tight ....................................................................... O
26. Inspect rudder, stabilator, and stabilator trim cable tensions using a
tensiometer. (See Note 12.) .................................................................................. O
27. Inspect aileron, rudder, stabilator, and stabilator trim cables; and cable terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition, and operation.
(See Notes 11 and 28.) ......................................................................................... O
28. Lubricate per Lubrication Chart, 12-20-00 ............................................................ O O
29. Inspect anti-collision light for security and operation............................................. O O
30. Inspect security of Autopilot bridle cable clamps. (See Note 11.) ......................... O
31. Inspect controls, air ducts, electrical leads, lines, radio antenna leads,
and attaching parts for security, routing, chafing, deterioration, wear, and
correct installation. (See Notes 18 and 25, and 51-80-00.) ................................... O
32. Inspect ELT battery for condition/date per FAR 91.207......................................... O
33. Inspect ELT installation and antenna for condition and security.
Replace antenna if bent or damaged .................................................................... O
34. Install inspection plates and panels ...................................................................... O
E. WING GROUP
1. Remove inspection plates and fairings.................................................................. O
2. Inspect wing surfaces and tips for damage, loose rivets,
and condition of walkway ...................................................................................... O
3. Inspect ailerons for surface damage or irregularities
(i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up);
structural defects (i.e. - loose or missing rivets); misrigging or
structural imbalance; hinge damage, excessive wear, freedom of movement
and proper lubrication; and attachment points for missing or worn hardware ....... O
4. Inspect aileron hinges and attachments................................................................ O
5. Inspect aileron control stops to ensure stops have not loosened
and locknuts are tight ............................................................................................ O
6. Inspect aileron cables and cable terminals, turnbuckles, fittings, guides, pulleys,
and bellcranks for safety, condition, and operation. (See Note 11.) ...................... O
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Inspection
50 100
E. WING GROUP (CONT.)

7. Inspect pitot tube for damage and condition ......................................................... O
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT WITH
A HEATED PITOT TUBE.
8. Check pitot heat .................................................................................................... O
9. Inspect flaps for surface damage or irregularities (i.e. - skin cracks, distortion,
dents, corrosion, and excessive paint build up); structural defects (i.e. - loose
or missing rivets); misrigging or structural imbalance; hinge damage, excessive
wear, freedom of movement and proper lubrication; and attachment points
for missing or worn hardware ................................................................................ O
10. Inspect condition of flap hinge bolts. Replace as required .................................... O
12. Inspect wing attachment bolts and brackets. (See Note 13.) ................................ O
13. Inspect fuel tanks and lines for leaks and water. (See Note 14.)........................... O
14. Inspect fuel tanks for minimum octane markings .................................................. O
15. Inspect fuel cell vents ............................................................................................ O
16. Inspect all control cables, air ducts, electrical leads, lines, and attaching parts
for security, routing, chafing, deterioration, wear, and correct installation.
(See Note 11.) ....................................................................................................... O
17. Install inspection plates and fairings...................................................................... O
F. LANDING GEAR GROUP
1. Check oleo struts for proper extension and evidence of fluid leakage.
See Landing Gear, 12-10-00................................................................................. O O
2. Inspect nose gear steering control and travel ....................................................... O
3. Remove wheel fairings .......................................................................................... O
4. Inspect wheel alignment........................................................................................ O
5. Put airplane on jacks. (Refer to 7-10-00.).............................................................. O
6. Inspect tires for cuts, uneven or excessive wear, and slippage............................. O
7. Remove wheels, clean, inspect, and repack bearings .......................................... O
8. Inspect wheels for cracks, corrosion, and broken bolts......................................... O
9. Check tire pressure ............................................................................................... O O
10. Inspect brake lining and disc for wear ................................................................... O
11. Inspect brake backing plates for cracks ................................................................ O
12. Inspect condition of brake and hydraulic lines....................................................... O
13. Inspect shimmy dampener operation .................................................................... O
14. Inspect gear forks for damage............................................................................... O
15. Inspect oleo struts for fluid leaks and scoring ....................................................... O
16. Inspect gear struts, attachments, torque links, and bolts
for condition and security. (See Note 35.) ............................................................. O
17. Inspect torque link bolts and bushings. Rebush as required ................................. O
18. Inspect wheel fairings and attachments ................................................................ O
19. Inspect all hydraulic lines, electrical leads, and attaching parts for security,
routing, chafing, deterioration, wear, and correct installation ................................ O
21. Install wheel fairings .............................................................................................. O
22. Remove airplane from jacks.................................................................................. O
PAGE 12
Feb 28/09 5-20-00 1D6
MAINTENANCE MANUAL

Inspection
50 100
G. SPECIAL INSPECTIONS
See 5-30-00 .......................................................................................................... O O
H. OPERATIONAL INSPECTION
NOTE: Refer to Note 15 prior to starting engine or taxiing airplane.
1. Check fuel pump and fuel tank selector ................................................................ O O
2. Check fuel quantity, pressure, and flow readings .................................................. O O
3. Check oil pressure and temperature ..................................................................... O O
4. Check alternator output......................................................................................... O O
5. Check manifold pressure....................................................................................... O O
6. Check alternate air ................................................................................................ O O
7. Check parking brake ............................................................................................. O O
8. If installed, check vacuum gauge .......................................................................... O O
9. Check gyros for noise and roughness................................................................... O O
10. Check cabin heater operation ............................................................................... O O
11. Check magneto switch operation .......................................................................... O O
12. Check magneto rpm variation ............................................................................... O O
13. Check throttle and mixture operation .................................................................... O O
14. Check propeller smoothness................................................................................. O O
15. Check propeller governor action ........................................................................... O O
16. Check engine idle.................................................................................................. O O
17. Check annunciator light panel ............................................................................... O O
18. Check electronic equipment operation .................................................................. O O
19. If installed, check operation of autopilot, including automatic pitch trim,
and manual electric trim. (See Notes 16 and 19.) ................................................. O O
20. If installed, check air conditioner compressor clutch operation ............................. O O
21. If installed, check air conditioner condenser scoop operation............................... O O
I. GENERAL
1. Aircraft conforms to FAA Specifications ................................................................ O O
2. Latest revision of applicable FAA Airworthiness Directives complied with ............ O O
3. Current and correct Pilot’s Operating Handbook is in the airplane ....................... O O
4. Appropriate entries made in the Aircraft and Engine Log books........................... O O
5. Registration Certificate is in the aircraft and properly displayed ........................... O O
6. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337
(if applicable) are in the aircraft and in proper order ............................................. O O
7. Operational inspection and run-up completed. (See Note 39.) ............................. O O
8. Aircraft cleaned and lubricated after wash (as required)....................................... O O
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J. NOTES
1. Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for latest revision dates
to Piper Inspection Repor ts/Manuals and this maintenance manual. References to
Chapter/Section are to the appropriate Chapter/Section in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-
PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS
MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE
WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE,
OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES
ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in section 5-30-00.
Inspections must be accomplished by persons authorized by the FAA.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 or Service Bulletin/Service
Letter Aerofiche Set P/N 1762-331 to verify latest revision.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the powerplant are based on the engine manufacturer’s operator’s
manual (Lycoming P/N 60297-10 ) for this airplane. Any changes issued to the engine
manufacturer’s operator’s manual shall supersede or supplement the inspections outlined in
this report. Should fuel other than the specified octane rating for the powerplant be used, refer
to the latest revision of Lycoming Service Letter No. L185 for additional information and
recommended service procedures.
6. Replace engine-driven fuel pumps at engine overhaul.
7. Refer to latest revision of Lycoming Service Bulletin No. 480.
8. Check cylinders for evidence of excessive heat indicated by burned paint on the cylinders. This
condition is indicative of internal damage to the cylinder and, if found, its cause must be
determined and corrected before the airplane is returned to service. Heavy discoloration and
appearance of seepage at the cylinder head and barrel attachment area is usually due to
emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for a while. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder must be replaced.
PAGE 14
Apr 30/08 5-20-00 1D8
MAINTENANCE MANUAL

J. NOTES (CONT.)
CAUTION: ENVIRONMENTAL REGULATIONS MAY REQUIRE SPECIAL EQUIPMENT AND

PROCEDURES BE USED WHEN CHARGING AIR CONDITIONING SYSTEMS.
9. The compressor oil level should not be checked unless a refrigerant leak has occurred or
system pressure has been released, requiring an addition of refrigerant to the system.
10. Clean any traces of oil from the clutch surface.
11. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually
inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or
frayed cables.
(a) See 27-00-00, Control Cable Inspection, or the latest edition of FAA AC 43.13-1.
(b) At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special Inspection,
27-00-00.
12. Maintain cable tensions specified in 27-00-00, Chart 2.
13. Verify torque on forward and aft spar attach per 57-40-00, Figure 1.
14. Sloshing of fuel tanks not approved.
15. Refer to Section 4 of the Pilot's Operating Handbook for preflight and flight check list.
16. Refer to Pilot's Operating Handbook Supplement for preflight and flight check and for intended
function in all modes.
17. Refer to 21-50-00, Condenser Assembly Rigging, and verify/check microswitch adjustment.
18. In S/N’s 3232001 through 3232053, registered in Europe, verify compliance with Piper Service
Bulletin No. 1162B.
19. In S/N’s 3232003 through 3232010, 3232012, and 3232013, verify compliance with Piper
Service Bulletin No. 1145A.
20. In S/N 3232019 through 3232025, verify compliance with Piper Service Bulletin No. 1151E.
21. In airplanes equipped with any IO-540 engine manufactured, rebuilt, overhauled, or repaired
after March 1, 1999, verify applicability, and if required, compliance with Lycoming Service
Bulletin No. 566 per Piper VSP 170.
22. In S/N 3232014 & up, for airplanes which have not complied with Avidyne Service Bulletin 601-
00006-067, verify compliance with Avidyne Service Alert SA-05-001 per Piper VSP No. 172.
23. In S/N’s 3232034 & up, verify compliance with Piper Service Letter 1089.
24. Beginning at 500 hours time-in-service, and each 100 hours thereafter, inspect vacuum pump
vane wear per Vacuum Pump(s), Inspection, 37-10-00.
25. In S/N’s 3232001 and up, verify compliance with Piper Service Bulletin No. 1169A.
26. In airplanes equipped with Garmin 1000 EFIS, conduct 100 Hour Inspection per 34-20-00,
EFIS - Garmin, Inspections.
27. In airplanes equipped with any IO-540 engine:
(a) manufactured, rebuilt, overhauled, or repaired by Lycoming after March 1, 1997; or,
(b) field overhauled or repaired which included replacing the crankshaft after March 1, 1997;
verify applicability and, if required, compliance with Lycoming Service Bulletin No. 569,
per Piper Vendor Service Publication No. 174.
28. In airplanes equipped with S-TEC autopilot systems which have had a pitch servo S-TEC
P/N 0107 or 0108 purchased and installed after November 1, 2005, verify applicability and, if
required, compliance with S-TEC Service Bulletin No. SB 06-001, per Piper Vendor Service
Publication No. 175.
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MAINTENANCE MANUAL

J. NOTES (CONT.)
29. In S/N’s 3232014 and up for airplanes having PFD’s without MOD 25 or MOD 26 and hardware
revision level less than 11, verify compliance with Avidyne Service Bulletin 601-00006-067, per
Piper Vendor Service Publication No. 182.
30. For airplanes equipped with Avidyne systems, verify compliance with Avidyne PFD Mandatory
Service Bulletin 601-00006-075, per Piper Vendor Service Publication No. 183.
31. In S/N’s 3232001 thru 3232067, equipped with Sky-Tec PM model starters, verify compliance
with Lycoming Service Bulletin 577 / Sky-Tec Service Bulletin 07-07 Rev. C, per Piper Vendor
Service Publication No. 184.
32. In S/N’s 3232038, 3232042, 3232044 thru 3232046, and 3232048, verify installation of Piper
Kit No. 767-548 per Piper Service Bulletin No. 1171.
33. In S/N’s 3232014 and up, for airplanes equipped with Avidyne Entegra, verify compliance with
Avidyne Service Bulletin SA-08-001, per Piper Vendor Service Publication No. 191. See also
AD 2008-06-28.
34. For airplanes equipped with Parker Hannifin / Airborne vacuum pump(s), verify compliance
with Parker Hannifin / Airborne Service Letter No. 72.
35. In S/N’s 3232061 through 3232062, verify compliance with Piper Service Bulletin No. 1179.
37. In S/N’s 3232001 thru 3232074, or any airplane which has had a new, rebuilt, overhauled, or
repaired engine and/or fuel injection servo installed since August 22, 2006 or had a Precision
Airmotive part number 365533 gasket installed since August 22, 2006, verify compliance with
Precision Airmotive Service Bulletin No. PRS-107 per Piper Service Bulletin No. 1191.
38. For airplanes that have had the fuel selector serviced or fuel selector O-rings replaced, verify
compliance with Piper Service Bulletin No. 1198.
39. In S/N’s 3232068 and up, for airplanes equipped with Garmin G1000, verify compliance with
Garmin Service Advisory No. 0806 Rev. B, per Piper Vendor Service Publication No. 194.
PAGE 16
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MAINTENANCE MANUAL
6. Scheduled Maintenance - PA-32-301XTC Piper 6XT (S/N’s 3255001 & up)

Refer to Notes 1, 2, 3, and 4 before performing the following inspections.
Inspection
50 100
A. PROPELLER GROUP
WARNING: USE EXTREME CAUTION WHEN ROTATING PROPELLER BY
HAND; PROPELLER MAY KICK BACK. PRIOR TO ROTATING
PROPELLER ENSURE BOTH MAGNETO SWITCH(S) ARE OFF
(GROUNDED). IF MAGNETO(S) ARE NOT GROUNDED, TURNING
PROPELLER MAY START ENGINE.
1. Inspect spinner and back plate for cracks, dents, missing screws,
and security........................................................................................................... O O
2. Inspect blades for nicks and cracks....................................................................... O O
3. Check for grease and oil leaks .............................................................................. O O
4. Lubricate propeller per Lubrication Chart, 12-20-00 ............................................. O
5. Inspect spinner mounting brackets for cracks and security................................... O
6. Inspect propeller mounting bolts for security and safety.
If safety is broken, verify torque and re-safety. ...................................................... O
7. Inspect hub parts for cracks and corrosion ........................................................... O
8. Rotate blades and check for tightness in hub pilot tube ........................................ O
9. Inspect complete propeller and spinner assembly for security,
chafing, cracks, deterioration, wear, and correct installation................................. O
B. ENGINE GROUP
WARNING: IF MAGNETO(S) ARE NOT GROUNDED, TURNING PROPELLER
MAY START ENGINE. USE EXTREME CAUTION WHEN ROTATING
PROPELLER BY HAND; PROPELLER MAY KICK BACK. PRIOR TO
ROTATING PROPELLER ENSURE BOTH MAGNETO SWITCH(S)
ARE OFF (GROUNDED).
NOTE: Read Notes 5 and 25 prior to beginning this group.
1. Remove engine cowl and inspect for internal and external damage ..................... O O
2. Clean and inspect cowling for cracks, distortion, and loose
or missing fasteners .............................................................................................. O
3. Drain oil sump ....................................................................................................... O O
4. Clean suction oil strainer at oil change; inspect strainer for foreign particles........ O O
5. Change full flow, cartridge type, oil filter element; inspect element
for foreign particles. (See Note 7.)......................................................................... O O
6. Inspect oil temperature sender unit for leaks and security .................................... O
7. Inspect oil lines and fittings for leaks, security, chafing, dents, & cracks............... O O
8. Clean and inspect oil radiator cooling fins............................................................. O
9. Fill engine with oil per information on cowl or in Lubrication Chart, 12-20-00....... O O
CAUTION: USE CAUTION NOT TO CONTAMINATE VACUUM PUMP WITH
CLEANING FLUID. (REFER TO LATEST REVISION LYCOMING
SERVICE INSTRUCTION NO. 1221.)
10. Clean engine with approved solvents.................................................................... O
1D13 5-20-00 Apr

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6. Scheduled Maintenance - PA-32-301XTC Piper 6XT (S/N’s 3255001 & up) (continued)
Inspection
50 100

11. Inspect condition of spark plugs.
Clean and adjust gap as required; adjust per latest revision
Lycoming Service Instruction No. 1042 ................................................................. O
NOTE: If fouling of spark plugs is apparent, rotate bottom plugs to upper plugs.
12. Inspect spark plug cable leads .............................................................................. O O
13. Check cylinder compression. (Refer to AC 43.13-1, latest revision.) .................... O
14. Inspect cylinders for cracked or broken fins. (See Note 8.) ................................... O
15. Inspect rocker box covers for evidence of oil leaks. If found, replace gasket;
torque cover screws 50 inch-pounds..................................................................... O O
16. Inspect ignition harness and insulators for high tension leakage
and continuity ........................................................................................................ O
17. Check magneto points for proper clearance ......................................................... O
18. Inspect magneto for oil seal leakage..................................................................... O
19. Inspect magnetos to engine timing ....................................................................... O
20. Remove air filter and clean per 12-10-00. Replace as required ............................ O O
21. Clean fuel injector inlet line screen ....................................................................... O O
22. Inspect condition of alternate air valve and housing ............................................. O O
23. Inspect intake seals for leaks and clamps for tightness.
(Torque clamps 40-50 in.-lbs.)............................................................................... O O
24. Inspect all air inlet duct hoses. Replace as required ............................................. O O
25. Inspect condition of flexible fuel lines .................................................................... O
26. Inspect fuel system for leaks. (See Note 35.)........................................................ O
27. Inspect engine-driven and electric fuel pumps for condition and operation.
Replace as required. (See Note 6.) ....................................................................... O
28. If installed, inspect and operationally test engine-driven vacuum pumps
and lines. (See Notes 23 and 32.) ......................................................................... O
29. Inspect throttle, alternate air, mixture, and propeller governor
controls for security, travel, and operation condition.............................................. O
30. Inspect exhaust stacks, connections and gaskets.
Replace gaskets as required. (Refer to 78-00-00.) ............................................... O O
31. Inspect muffler, heat exchange, and baffles. (Refer to 78-00-00.)......................... O O
32. Inspect breather tube for obstructions and security .............................................. O
33. Inspect crankcase for cracks, leaks, and security of seam bolts........................... O
34. Inspect engine mounts for cracks and loose mounting. (See Note 20.) ................ O
35. Inspect all engine baffles....................................................................................... O
36. Inspect rubber engine mount bushings for deterioration. (Replace as required.).. O
37. Inspect firewall seals ............................................................................................. O
38. Lubricate alternator idler pulley; remove front grease seal and add grease.
(Refer to Lubrication Chart, 12-20-00.) (Disregard if sealed bearing is installed.) O
39. Inspect condition of alternator and starter. (See Note 29.).................................... O
40. Inspect security of alternator or mounting ............................................................. O
41. If installed, inspect Standby Alternator per 100 Hour Standby Alternator
Inspection, 24-30-00 ............................................................................................. O
PAGE 20
Feb 28/09 5-20-00 1D14
MAINTENANCE MANUAL
Inspection
50 100

42. Inspect condition and tension of alternator drive belt.
(See Adjusting Alternator Belt Tension, 24-30-00.) ............................................... O O
43. If installed, inspect condition of A/C compressor belt and tension.
(See Adjusting Drive Belt Tension, 21-50-00.)....................................................... O O
44. If installed, check A/C compressor oil level. (See Note 9.) .................................... O
45. If installed, inspect A/C compressor clutch security and wiring. (See Note 10.) ... O
46. If installed, inspect A/C compressor mounting for cracks, corrosion,
and security........................................................................................................... O
47. Check fluid in brake reservoir. Fill as required....................................................... O O
48. If installed, perform Inadvertent Ice Protection System (TKS) 50 Hour Check,
30-10-00 ................................................................................................................ O O
49. Inspect and lubricate all controls. (Refer to Lubrication Chart, 12-20-00.) ............ O
50. Install engine cowl ................................................................................................. O O
C. TURBOCHARGER GROUP
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S),
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT
INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT
UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
NOTE: Read Note 5 prior to beginning this group.
1. Inspect all oil inlet ducting and compressor discharge ducting for worn spots,
loose clamps, or leaks........................................................................................... O O
2. Inspect engine air inlet assembly for cracks, loose clamps, and screws............... O O
3. Inspect exhaust ducting and exhaust stacks for tightness ................................... O O
4. Inspect exhaust heat exchanger ........................................................................... O
5. Carefully inspect all turbo support brackets, struts, etc., for damage, sagging,
and wear................................................................................................................ O O
6. Inspect all oil hoses, lines, and fittings for wear, leakage, heat damage,
and fatigue............................................................................................................. O O
7. Inspect bypass valve for security and safety ......................................................... O O
8. Run up engine, and check all instruments for smooth, steady response .............. O O
9. Perform V-Band Coupling 100 Hour Inspection. (See 81-20-00.).......................... O
D. CABIN AND COCKPIT GROUP
1. Inspect cockpit and cabin doors, latches, and hinges, and windows, and
aft baggage compartment door, latch, and hinge for damage, operation,
and security........................................................................................................... O
2. Inspect windows for scratches, crazing, and condition.......................................... O
3. Check window and door seals for deterioration, cracks, and voids ....................... O
4. Inspect upholstery for tears ................................................................................... O
5. Inspect seats, seat belts, shoulder harnesses, security brackets, and bolts.
(See Seat Belt and Shoulder Harness Inspection, 25-10-00.) .............................. O
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Inspection
50 100
D. CABIN AND COCKPIT GROUP (CONT.)

6. Inspect trim operation............................................................................................ O
7. Inspect rudder pedals............................................................................................ O
8. Inspect parking brake valve and brake handle for operation
and cylinder leaks ................................................................................................. O
9. Inspect control wheels, column, pulleys, cables, turnbuckles, and fittings.
(See Note 11.) ....................................................................................................... O
10. Inspect flap lever to control cable attachment bolt for condition and security.
(See Note 11.) ....................................................................................................... O
11. Check landing, navigation, strobe, cabin, and instrument lights ........................... O O
12. Inspect instruments, avionics, lines, and attachments. (See Notes 21, 26, 27,
28, and 31.) ........................................................................................................... O
13. Inspect gyro operated instruments and electric turn and bank.
(Overhaul or replace as required.) ........................................................................ O
14. Replace central air filter......................................................................................... O
15. Clean or replace vacuum regulator filter ............................................................... O
16. Inspect static system, altimeter (and ADAHRS (in Avidyne PFD), if
EFIS installed) and transponder for installation/certification per
latest revision of AC43.13-1 and current test/inspection per
FAR’s 91.411 and 91.413, respectively ................................................................. O
17. Inspect and test ELT per FAR 91.207. (See Testing ELT, 25-60-00.)..................... O
18. Inspect operation of fuel selector valve. (See Note 36.) ........................................ O
19. Inspect fuel valve drain lever cover for security. Verify door opens
and closes freely and prevents operation of lever when closed ............................ O O
20. Inspect condition of heater controls and ducts...................................................... O
21. Inspect condition and operation of air vents.......................................................... O
22. Inspect condition of air conditioning ducts ............................................................ O
23. If installed, remove and clean air conditioning evaporator filter............................. O
24. If installed, inspect portable fire extinguisher minimum weight as
specified on nameplate ......................................................................................... O
E. FUSELAGE AND EMPENNAGE GROUP
1.Remove inspection plates and panels................................................................... O
2.Inspect wing attach fittings for corrosion. (See Aft Wing Attach Fitting 100 Hour
Inspection, 53-20-00.) ........................................................................................... O
3. Inspect forward baggage door, latch, and hinge for damage, operation
and security........................................................................................................... O O
4. Inspect battery, shelf, and cables.
Flush area as required and fill battery per Battery, 24-30-00 ................................ O
5. Inspect electronic installations. (See Note 34.) ..................................................... O
6. Inspect skins, bulkheads, frames, and stringers for damage, irregularities, or
structural defects (i.e. - skin cracks, distortion, dents, corrosion, and loose or
missing rivets) ....................................................................................................... O
7. Inspect antenna mounts and electric wiring .......................................................... O
8. Inspect air conditioning system for refrigerant leaks. (See Note 9.) ...................... O
9. Inspect refrigerant level in sight gauge of receiver-dehydrator.............................. O O
10. Inspect air conditioner condenser air scoop for condition and rigging.
(See Note 17.) ....................................................................................................... O O
PAGE 22
Feb 28/09 5-20-00 1D16
MAINTENANCE MANUAL
Inspection
50 100
E. FUSELAGE AND EMPENNAGE GROUP (CONT.)

11. Inspect fuel lines, valves, and gauges for damage and operation......................... O
12. Remove, drain, and clean fuel strainer bowl and screen
located in bottom of selector valve ........................................................................ O
13. Inspect fuel pump overboard drain outlet for evidence of fuel discharge.
(See Electric Fuel Pump, 28-20-00.) ..................................................................... O O
14. Inspect security of all lines .................................................................................... O
15. Inspect vertical fin and rudder for surface damage or irregularities
structural defects (i.e. - loose or missing rivets); misrigging or structural
imbalance; hinge damage, excessive wear, freedom of movement and proper
lubrication; and attachment points for missing or worn hardware ......................... O
16. Inspect rudder hinges, sector and attachments for damage, security,
and operation ........................................................................................................ O
17. Inspect vertical fin attachments for security .......................................................... O
18. Inspect rudder control stops to ensure stops have not loosened
19. Inspect rudder hinge bolts for excess wear. Replace as required ......................... O
20. Inspect stabilator and tab for surface damage or irregularities
21. Inspect stabilator tab hinges, horn, and attachments for damage, security,
and operation ........................................................................................................ O
22. Inspect stabilator attachments and attach brackets for corrosion, rust,
and security per Stabilator Attach Brackets Corrosion Inspection, 55-20-00. ....... O
23. Inspect stabilator and tab hinge bolts and bearings for excess wear. ................... O
24. Inspect stabilator control stops to ensure stops are not loose.
Ensure bolts and locknuts are tight. ...................................................................... O
25. Inspect rudder, stabilator, and stabilator trim cable tensions using
a tensiometer. (See Note 12.) ............................................................................... O
26. Inspect aileron, rudder, stabilator, and stabilator trim cables; and cable terminals,
turnbuckles, guides, fittings, and pulleys for safety, condition, and operation.
(See Notes 11 and 26.) ......................................................................................... O
27. Inspect stabilator trim mechanism for safety, condition, and operation.
(See Note 11.) ....................................................................................................... O
29. Inspect anti-collision light for security and operation............................................. O O
30. Inspect security of Autopilot bridle cable clamps. (See Note 11.) ......................... O
31. Inspect all controls, air ducts, electrical leads, lines, radio antenna leads,
and attaching parts for security, routing, chafing, deterioration, wear, and
correct installation. (See Notes 11, 18 and 24, and 51-80-00.) ............................. O
32. Inspect ELT battery for condition/date per FAR 91.207......................................... O
33. Inspect ELT installation and antenna for condition/security.
Replace antenna if bent or damaged .................................................................... O
34. Install inspection plates and panels ...................................................................... O
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Inspection
50 100
F. WING GROUP
1. Remove inspection plates and fairings.................................................................. O
2. Inspect wing surfaces and tips for damage, loose rivets,
and condition of walkway ...................................................................................... O
3. Inspect ailerons for surface damage or irregularities
4. Inspect aileron hinges and attachments................................................................ O
5. Inspect aileron control stops to ensure stops have not loosened
6. Inspect aileron cables and cable terminals, turnbuckles, fittings, guides, pulleys,
and bellcranks for safety, condition, and operation. (See Note 11.) ...................... O
7. Inspect pitot tube for damage and condition ......................................................... O
CAUTION: SEVERE BURNS CAN RESULT FROM COMING IN CONTACT WITH
A HEATED PITOT TUBE.
8. Check pitot heat .................................................................................................... O
9. Inspect flaps for surface damage or irregularities
10. Inspect condition of bolts used with hinges. Replace as required. ........................ O
11. Lubricate per Lubrication Chart, 12-20-00.) .......................................................... O O
12. Inspect wing attachment bolts and brackets. (See Note 13.) ................................ O
13. Inspect fuel tanks and lines for leaks and water. (See Note 14.)........................... O
14. Inspect fuel tanks for minimum octane markings .................................................. O
15. Inspect fuel cell vents ............................................................................................ O
16. Inspect all control cables, air ducts, electrical leads, lines, and attaching parts
for security, routing, chafing, deterioration, wear, and correct installation.
(See Note 11.) ....................................................................................................... O
17. Install inspection plates and fairings...................................................................... O
G LANDING GEAR GROUP
1. Check oleo struts for proper extension and evidence of fluid leakage.
See Landing Gear, 12-10-00................................................................................. O O
2. Inspect nose gear steering control and travel ....................................................... O
3. Remove wheel fairings .......................................................................................... O
4. Inspect wheel alignment........................................................................................ O
5. Put airplane on jacks. (Refer to 7-10-00.).............................................................. O
6. Inspect tires for cuts, uneven or excessive wear, and slippage............................. O
7. Remove wheels, clean, inspect, and repack bearings .......................................... O
8. Inspect wheels for cracks, corrosion, and broken bolts......................................... O
PAGE 24
Aug 15/07 5-20-00 1D18
MAINTENANCE MANUAL
Inspection
50 100
G. LANDING GEAR GROUP (CONT.)

9. Check tire pressure ............................................................................................... O O
10. Inspect brake lining and disc for wear ................................................................... O
11. Inspect brake backing plates for cracks ................................................................ O
12. Inspect condition of brake and hydraulic lines....................................................... O
13. Inspect shimmy dampener operation .................................................................... O
14. Inspect gear forks for damage............................................................................... O
15. Inspect oleo struts for fluid leaks and scoring ....................................................... O
16. Inspect gear struts, attachments, torque links, and bolts
for condition and security. (See Note 33.) ............................................................. O
17. Inspect torque link bolts and bushings. Rebush as required ................................. O
18. Inspect wheel fairings and attachments ................................................................ O
19. Inspect all hydraulic lines, electrical leads, and attaching parts for security,
routing, chafing, deterioration, wear, and correct installation ................................ O
21. Install wheel fairings .............................................................................................. O
22. Remove airplane from jacks.................................................................................. O
H. SPECIAL INSPECTIONS
See 5-30-00 .......................................................................................................... O O
I. OPERATIONAL INSPECTION
NOTE: Refer to Note 15 prior to starting engine or taxiing airplane.
1. Check fuel pump and fuel tank selector ................................................................ O O
2. Check fuel quantity, pressure, and flow readings .................................................. O O
3. Check oil pressure and temperature ..................................................................... O O
4. Check alternator output......................................................................................... O O
5. Check manifold pressure....................................................................................... O O
6. Check alternate air ................................................................................................ O O
7. Check parking brake ............................................................................................. O O
8. If installed, check vacuum gauge .......................................................................... O O
9. Check gyros for noise and roughness................................................................... O O
10. Check cabin heater operation ............................................................................... O O
11. Check magneto switch operation .......................................................................... O O
12. Check magneto rpm variation ............................................................................... O O
13. Check throttle and mixture operation .................................................................... O O
14. Check propeller smoothness................................................................................. O O
15. Check propeller governor action ........................................................................... O O
16. Check engine idle.................................................................................................. O O
17. Check annunciator light panel ............................................................................... O O
18. Check electronic equipment operation .................................................................. O O
19. If installed, check operation of autopilot, including automatic pitch trim,
and manual electric trim. (See Notes 16 and 19.) ................................................. O O
20. If installed, check air conditioner compressor clutch operation ............................. O O
21. If installed, check air conditioner condenser scoop operation............................... O O
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Inspection
50 100
J. GENERAL
1. Aircraft conforms to FAA Specifications ................................................................ O O
2. Latest revision of applicable FAA Airworthiness Directives complied with ............ O O
3. Current and correct Pilot’s Operating Handbook is in the airplane ....................... O O
4. Appropriate entries made in the Aircraft and Engine Log books........................... O O
5. Registration Certificate is in the aircraft and properly displayed ........................... O O
6. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337
(if applicable) are in the aircraft and in proper order ............................................. O O
7. Operational inspection and run-up completed ...................................................... O O
8. Aircraft cleaned and lubricated after wash (as required)....................................... O O
PAGE 26
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MAINTENANCE MANUAL
K. NOTES
1. Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for latest revision dates
to Piper Inspection Repor ts/Manuals and this maintenance manual. References to
Chapter/Section are to the appropriate Chapter/Section in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-
PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS
MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE
WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE,
OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES
ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in section 5-30-00.
Inspections must be accomplished by persons authorized by the FAA.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 or Service Bulletin/Service
Letter Aerofiche Set P/N 1762-331 to verify latest revision.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s
manual ( Lycoming P/N 60297-23 ) for this airplane. Any changes issued to the engine
manufacturer’s operator’s manual shall supersede or supplement the inspections outlined in
this report. Should fuel other than the specified octane rating for the power plant be used, refer
to the latest revision of Lycoming Service Letter No. L185 for additional information and
recommended service procedures.
6. Replace engine-driven fuel pumps at engine overhaul.
7. Refer to latest revision of Lycoming Service Bulletin No. 480.
8. Check cylinders for evidence of excessive heat indicated by burned paint on the cylinders. This
condition is indicative of internal damage to the cylinder and, if found, its cause must be
determined and corrected before the airplane is returned to service. Heavy discoloration and
appearance of seepage at the cylinder head and barrel attachment area is usually due to
emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for a while. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder must be replaced.
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K. NOTES (CONT.)
CAUTION: ENVIRONMENTAL REGULATIONS MAY REQUIRE SPECIAL EQUIPMENT AND

PROCEDURES BE USED WHEN CHARGING AIR CONDITIONING SYSTEMS.
9. The compressor oil level should not be checked unless a refrigerant leak has occurred or
system pressure has been released, requiring an addition of refrigerant to the system.
10. Clean any traces of oil from the clutch surface.
11. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually
inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or
frayed cables.
(a) See 27-00-00, Control Cable Inspection, or the latest edition of FAA AC 43.13-1.
(b) At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special Inspection,
27-00-00
12. Maintain cable tensions specified in 27-00-00, Chart 2.
13. Verify torque on forward and aft spar attach per 57-40-00, Figure 1.
14. Sloshing of fuel tanks not approved.
15. Refer to Section 4 of the Pilot's Operating Handbook for preflight and flight check list.
16. Refer to Pilot's Operating Handbook Supplement for preflight and flight check and for intended
function in all modes.
17. Refer to 21-50-00, Condenser Assembly Rigging, and verify/check microswitch adjustment.
18. In S/N’s 3232001 through 3255041, registered in Europe, verify compliance with Piper Service
Bulletin No. 1162B.
19. In S/N’s 3255001, 3255003 through 3255014, verify compliance with Piper Service Bulletin No.
1145A.
20. In S/N’s 3255017, 3255019 through 3255021, verify compliance with Piper Service Bulletin No.
1151E.
21. In S/N’s 3255015 & Up, verify compliance with Avidyne Service Alert SA-05-001 per Piper VSP
No. 172.
22. In S/N’s 3255025 & up, verify compliance with Piper Service Letter 1089.
23. Beginning at 500 hours time-in-service, and each 100 hours thereafter, inspect vacuum pump
vane wear per Vacuum Pump(s), Inspection, 37-10-00.
24. In S/N’s 3255001 and up, verify compliance with Piper Service Bulletin No. 1169A.
25. For airplanes equipped with any TIO-540 engine:
(a) manufactured, rebuilt, overhauled, or repaired by Lycoming after March 1, 1997; or,
(b) field overhauled or repaired which included replacing the crankshaft after March 1, 1997;
verify applicability and, if required, compliance with Lycoming Service Bulletin No. 569,
per Piper Vendor Service Publication No. 174.
26. For airplanes equipped with S-TEC autopilot systems which have had a pitch servo S-TEC
P/N 0107 or 0108 purchased and installed after November 1, 2005, verify applicability and, if
required, compliance with S-TEC Service Bulletin No. SB 06-001, per Piper Vendor Service
Publication No. 175.
27. In S/N’s 3255015 and up for airplanes having PFD’s without MOD 25 or MOD 26 and hardware
revision level less than 11, verify compliance with Avidyne Service Bulletin 601-00006-067, per
Piper Vendor Service Publication No. 182.
PAGE 28
Apr 30/08 5-20-00 1D22
MAINTENANCE MANUAL
K. NOTES (CONT.)
28. For airplanes equipped with Avidyne systems, verify compliance with Avidyne PFD Mandatory
Service Bulletin 601-00006-075, per Piper Vendor Service Publication No. 183.
29. In S/N’s 3255001 thru 3255051, equipped with Sky-Tec PM model starters, verify compliance
with Lycoming Service Bulletin 577 / Sky-Tec Service Bulletin 07-07 Rev. C, per Piper Vendor
Service Publication No. 184.
30. In S/N’s 3255025, 3255027, 3255029 thru 3255031, 3255035, and 3255036, verify installation
of Piper Kit No. 767-548 per Piper Service Bulletin No. 1171.
31. In S/N’s 3255015 and up, for airplanes equipped with Avidyne Entegra, verify compliance with
Avidyne Service Bulletin SA-08-001, per Piper Vendor Service Publication No. 191. See also
AD 2008-06-28.
32. For airplanes equipped with Parker Hannifin / Airborne vacuum pump(s), verify compliance
with Parker Hannifin / Airborne Service Letter No. 72.
35. In S/N’s 3255001 thru 3255051, or any airplane which has had a new, rebuilt, overhauled, or
repaired engine and/or fuel injection servo installed since August 22, 2006 or had a Precision
Airmotive part number 365533 gasket installed since August 22, 2006, verify compliance with
Precision Airmotive Service Bulletin No. PRS-107 per Piper Service Bulletin No. 1191.
36. For airplanes that have had the fuel selector serviced or fuel selector O-rings replaced, verify
compliance with Piper Service Bulletin No. 1198.
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MAINTENANCE MANUAL
SPECIAL INSPECTIONS

PUBLICATIONS.)
The following inspections are required in addition to those listed in 5-20-00. These inspections are
required at intervals of:
Flight hours;
Calendar Year; or
the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurrence of the specified
interval. Note that the items listed herein are guidelines based on past operating experience. Each
operator should closely monitor his own unique operating conditions/environment and react accordingly
to keep his aircraft airworthy.
1. Per Flight Hour

Each 200 Hours
For airplanes with wing flap(s) which have accumulated ten (10) years time-in-service, conduct the
following special inspection each 200 hours: Inspect the interior of the wing flap for evidence of dissimilar
metal corrosion where aluminum sheet metal is in contact with steel flap brackets. Use a bore scope or
other suitable tool. Installation of a new wing flap will relieve this inspection requirement until such time
as the replacement wing flap reaches ten years time-in-service.
Each 300 Hours
For S/N’s 3255001 & up only: If installed, each 300 hours time-in-service, inspect the oxygen system
regulator, pressure gauge, high and low pressure lines, and outlets per Inspections, 35-10-00.
Each 400 Hours
At every 400 hours of engine operation, remove the rocker box covers and check for freedom of valve
rockers when valves are closed. Look for evidence of abnormal wear or broken parts in the area of the
valve tips, valve keepers, springs, and spring seats. If any indications are found, the cylinder and all of its
components must be removed (including the piston and connecting rod assembly) and inspected for
further damage. Replace any parts that do not conform with limits shown in the latest revision for
Lycoming Service Table of Limits SSP1776.
Each 500 Hours
Remove propeller; remove sludge from propeller and crankshaft.
Remove and flush oil radiator.
Inspect magneto(s) distributor block for cracks, burned areas or corrosion.
Clean and lubricate stabilator trim drum screw.
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MAINTENANCE MANUAL
Each 1000 Hours

Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for TSO-C53a - Type D
hoses which are replaced on-condition.
Clean and lubricate all exterior needle bearings.
For S/N’s 3255001 & up only: Remove all turbocharger components from the engine. Inspect and repair
or replace as necessary. Inspect turbocharger rotor for excessive play, carbon and dirt deposits. Remove
and inspect turbine and compressor housings. Inspect turbine wheel and impeller for physical damage
and excessive build up of deposits. If excessive, replace turbocharger assembly.
For airplanes equipped with Garmin 1000 EFIS: after the initial twelve (12) month or first 2000 hour
inspection; inspect the emergency battery each 1000 hours time-in-service or every twelve (12) months,
whichever comes first. See Concorde’s Instructions for Continued Airworthiness, Maintenance Manual
Supplement, Concorde Valve Regulated Lead-Acid Emergency Battery, Drawing No. 5-0143, available at
http://www.concordebattery.com/ for detailed inspection requirements and procedures.
For airplanes equipped with Garmin 1000 EFIS: each 1000 hours time-in-service conduct the 1000 Hour
Inspection as specified in 34-20-00, EFIS - Garmin, Inspections.
Each 1500 Hours
For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each three (3) years
or each 1500 hours, whichever comes first, replace the filter.
Each 1700 Hours
If installed, each 1700 hours time-in-service or at engine overhaul, whichever comes first, replace the
Standby Alternator with a new or overhauled unit.
Each 2000 Hours
Each 2000 hours or seven (7) years, whichever occurs first, remove interior cabinets, panels, and
headliner and conduct detailed inspection of aircraft structure (skin, bulkheads, stringers, etc.) for
condition and security. Inspection of structure concealed by headliner may be accomplished by alternate
means (i.e. - through the use of a borescope) without removing the headliner, providing access is
obtained to all concealed areas and borescope provides sufficient detail to adequately accomplish the
inspection. At F.S. 73, examine the two steel Upper Forward Cockpit Fittings (one each side), P/N’s
79553-000/-001 or 62522-000/68257-000, as applicable, for signs of corrosion.
Each 2000 hours, or as specified in the latest revision of Lycoming Service Instruction No. 1009,
overhaul or replace engine.
At engine overhaul or each 2000 hours, whichever comes first, overhaul or replace alternators.
Overhaul or replace Hartzell propellers each five (5) or six (6) years or each 2000 or 2400 hours. (Refer
to latest revision of Hartzell Service Letter No. 61 to determine specific requirements for individual
airplanes.)
For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each 2000 hours,
replace pump or rebuild pump motor and replace brushes.
For airplanes equipped with Garmin 1000 EFIS: upon completing the initial twelve (12) months or first
2000 hours time-in-service, whichever comes first, inspect the emergency battery. See Concorde’s
Instructions for Continued Airworthiness, Maintenance Manual Supplement, Concorde Valve Regulated
Lead-Acid Emergency Battery, Drawing No. 5-0143, available at http://www.concordebattery.com/ for
detailed inspection requirements and procedures.
Lubricate the Sky-Tec Starter’s outboard needle bearing with lithium-based grease.
PAGE 2
Feb 28/09 5-30-00 1E4
MAINTENANCE MANUAL
Each 2400 Hours

airplanes.)
Overhaul or replace Hartzell propeller governors each 2400 hours or at engine overhaul. (Verify TBO in
latest revision of Hartzell Service Letter No. 61.)
Each 2700 Hours
Overhaul or replace the Sky-Tec Starter.
2. Per Calendar Year

Each Thirty (30) Days
Inspect battery, box or shelf, and cables. Flush box as required and fill battery per instructions on box or
in Chapter 24.
If installed, check portable fire extinguisher for condition and charge. Verify nozzle is unobstructed and
safety seal is intact. Determine charge by “hefting” extinguisher.
Each Ninety (90) Days
For airplanes equipped with the Avidyne Entegra EFIS: if the Standby Attitude Indicator has not been
operated in the previous 90 days, charge the battery of the Standby Attitude Indicator. See Standby
Attitude Indicator, 34-20-00.
Remove, drain, and clean fuel strainer bowl and screen located in bottom of fuel selector valve.
Each Six (6) Months
If annual usage is significantly less than 100 Hours, lubricate propeller each six (6) months. See Hartzell
Standard Practices Manual No. 202A.
Each Twelve (12) Months
Lubricate propeller every 100 Hours or annually, whichever comes first. If annual usage is significantly
less than 100 Hours, lubricate propeller each six (6) months. See Hartzell Standard Practices Manual
No. 202A.
For airplanes equipped with the Avidyne Entegra or Garmin 1000 EFIS: each twelve (12) months perform
a full capacity test of the Standby Attitude Indicator battery. See Standby Attitude Indicator, 34-20-00.
For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each twelve months,
perform Ice Protection System Annual Inspection, 30-10-00.
For airplanes equipped with Garmin 1000 EFIS: each twelve (12) months conduct the Annual Inspection
as specified in 34-20-00, EFIS - Garmin, Inspections.
For airplanes equipped with the optional Garmin 1000 EFIS: upon completing the initial twelve (12) months
or first 2000 hours time-in-service, whichever comes first, inspect the emergency battery. See Concorde’s
Instructions for Continued Airworthiness, Maintenance Manual Supplement, Concorde Valve Regulated
Lead-Acid Emergency Battery, Drawing No. 5-0143, available at http://www.concordebattery.com/ for
detailed inspection requirements and procedures.
For airplanes equipped with Garmin 1000 EFIS: after the initial twelve (12) month or first 2000 hour
inspection; inspect the emergency battery each 1000 hours time-in-service or every twelve (12) months,
whichever comes first. See Concorde’s Instructions for Continued Airworthiness, Maintenance Manual
Supplement, Concorde Valve Regulated Lead-Acid Emergency Battery, Drawing No. 5-0143, available at
http://www.concordebattery.com/ for detailed inspection requirements and procedures.
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Each Two (2) Years

Test and inspect the static pressure system and altimeters (including ADAHRS (in Avidyne PFD) or GDC
74A (Garmin), if EFIS installed). Ensure compliance with the requirements of FAR 43, Appendix E. (See
FAR 91.411.)
Test and inspect the transponder. Ensure compliance with the requirements of FAR 43, Appendix F.
(See FAR 91.413.)
For airplanes equipped with the Avidyne Entegra EFIS: swing the magnetic compass and recalibrate the
magnetometer every two (2) years. See Magnetometer, 34-20-00.
Each Three (3) Years
WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN
SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS,
CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE.
For S/N’s 3255001 & up only: If installed, remove and hydrostatically test oxygen cylinder every three (3)
years (i.e. - light weight composite cylinders - DOT E8162). No lightweight composite oxygen cylinder
may exceed fifteen (15) years total time-in-service.
For airplanes equipped with the Avidyne Entegra EFIS: replace the Standby Attitude Indicator battery as
required, but at least every three (3) years. See Standby Attitude Indicator, 34-20-00.
For airplanes equipped with the optional Inadvertent Ice Protection System (TKS): each three (3) years
or each 1500 hours, whichever comes first, replace the filter.
Each Five (5) Years
For S/N’s 3255001 & up only: If installed, for each oxygen system outlet, replace rubber components or
entire outlet assembly each five (5) years time-in-service.
For S/N’s 3255001 & up only: If installed, replace oxygen system external recharge valve each five (5)
years time-in-service.
airplanes.)
For airplanes equipped with Garmin 1000 EFIS: update the GRS 77 AHRS’ “Earth magnetic field model”
each five (5) calendar years beginning in 2010. The updated “Earth magnetic field model” is expected to
be available from Garmin on July 1 of each fifth year (i.e. – 2010, 2015, 202, etc.).
Each Six (6) Years
airplanes.)
For S/N’s 3255001 & up only: If installed, replace or overhaul oxygen system regulator each six (6) years
time-in-service.
PAGE 4
Apr 30/08 5-30-00 1E6
MAINTENANCE MANUAL
Each Six (6) Years (continued)

For airplanes equipped with Aero Accessories, Inc. vacuum pump(s), replace the shear coupling each
six (6) years time-in-service.
Each Seven (7) Years
Each seven (7) years time-in-service, drain and remove the inboard metal fuel tank from each wing and
inspect for corrosion as specified in Fuel Tank/Wing Spar Corrosion Inspection, 28-10-00.
Replace fuel tank flexible hose interconnect couplings and fuel tank vent line flexible hose and hose
couplings as required; but not to exceed seven (7) years or fuel tank removal, whichever comes first.
Each 2000 hours or seven (7) year, whichever occurs first, remove interior cabinets, panels, and
headliner and conduct detailed inspection of aircraft structure (skin, bulkheads, stringers, etc.) for
condition and security. Inspection of structure concealed by headliner may be accomplished by alternate
mans (i.e. – through the used of a bore scope) without removing the headliner, providing access is
obtained to all concealed areas and bore scope provides sufficient detail to adequately accomplish the
inspection. At F.S. 73, examine the two steel Upper Forward Cockpit Fittings (one each side), P/N’s
79553-000/-001 or 62522-000/68257-000, as applicable, for signs of corrosion.
Each Eight (8) Years
Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not to exceed 1000 hours
time-in-service, eight (8) years, or engine overhaul, whichever comes first; except for TSO-C53a - Type D
hoses which are replaced on-condition.
Each Ten (10) Years
Each ten (10) years time-in-service, test fuselage and wing fluid hoses to system pressure. Visually
inspect for leaks. Hoses that pass inspection may remain in service, but must be rechecked each five (5)
years additional time-in-service. No fluid hose may exceed twenty (20) years total time-in-service.
For airplanes equipped with the Avidyne Entegra EFIS: replace the CMOS battery in the multifunction
display (MFD) as required, but at least each 10 years. See Multifunction Display (MFD), 34-20-00.
Each Twelve (12) Years
Hydrostatically test the portable fire extinguisher each twelve (12) years.
Each Fifteen (15) Years
For S/N’s 3255001 & up only: If installed, no lightweight composite oxygen cylinder (i.e. DOT E8162)
may exceed fifteen (15) years total time-in-service.
Each Twenty (20) Years
No fluid hose may exceed twenty (20) years total time-in-service.
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3. Per Specific Operation / Operating Environment

A. Operation in High Dust or Industrial Pollution Environment
CAUTION: DISCONNECT LINES FROM PITOT/STATIC SYSTEM BEFORE CONDUCTING THIS
INSPECTION.
Item Inspection Inspection Interval
Engine Air Filter. Clean and inspect. Daily.
Cabin Environmental and Inspect and replace if necessary. 100 Hours.
Instrument Air Filters.
Pitot/Static system. Check for obstruction. Reverse 100 Hours or
flow to lines. as required.
Landing Gear Oleos Clean. Before each flight.
Inspect. 100 Hours.

Landing Gear Wheel Clean, inspect and repack. 50 Hours.
Bearings.
Windows. Inspect for cracks, erosion, crazing, Daily.
visibility, and cleanliness.
Structure drain holes. Clean with pipe cleaner. Before each flight.
B. Operation in High Salt or High Humidity Environment

Fuselage, Empennage, Remove floor panels and exterior 200 Hours.
Wings, and Control Surfaces. access plates; inspect for corrosion
using a borescope or other suitable tool.
Landing Gear. Inspect for corrosion and lubrication. 200 Hours.
WARNING: ENSURE BOTH MAGNETO SWITCHES ARE OFF (GROUNDED), BEFORE TURNING
PROPELLER. ENGINE MAY START IF BOTH SWITCHES ARE NOT OFF. USE EXTREME
CAUTION WHEN ROTATING PROPELLER BY HAND; PROPELLER MAY KICK BACK.
Engines with more than Each five days, pull prop through five Each 5 days
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
Engines with less than Each day, pull prop through five Daily
50 hours total time. complete revolutions. and
Each 30 days, fly aircraft for 30 minutes each 30 days.
or, ground run until oil temperature is in
the green arc. Avoid excessive ground run.
Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
Interior. Inspect upholstery, seat belts, seats and 100 Hours.
rugs for corrosion and integrity.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity environments.
PAGE 6
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C. Operation in Extreme Cold

Hydraulic, Pneumatic Check all fittings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
D. Operation from Soft or Unusual Terrain

Landing Gear. Inspect for cracks, attachment, 100 Hours.
damage, cleanliness and lubrication.
Wheels. Inspect for cracks, damage, chipped 100 Hours.
rims; bearings for damage, corrosion
and lubrication.
Tires. Inspect for cuts, wear, inflation and Daily.
deterioration.
Wheel Wells. Inspect for foreign material, damage 100 Hours.
and corrosion.
Brakes. Inspect for damage, foreign material, Daily.
cracks and overheating.
Flaps, Lower Fuselage Inspect for damage, cracks and 100 Hours.
and Wing. corrosion.
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PAGE 10
Aug 15/07 5-30-00 1E12
MAINTENANCE MANUAL
UNSCHEDULED MAINTENANCE CHECKS

PUBLICATIONS.)
The following inspections are required in response to specific anomalies encountered during aircraft
operation. Note that the items listed herein are guidelines based on past operating experience. Each operator
should closely monitor his own unique operating conditions/environment and react accordingly to keep his
aircraft airworthy.
1. Lightning Strike
Propeller. Refer to the inspection requirements Each occurrence,
in the latest revision of Hartzell Owner’s before further flight.
Manual No. 115N.
Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Electrical and Avionics Inspect and check harness, connections, Each occurrence,
Systems. and equipment for high voltage damage, before further flight.
burns and insulation degradation.
Replace or overhaul as required.
Consult with appropriate avionics
vendor(s) for inspections and operational
checks. Bench test alternator and
voltage regulator(s), see 24-30-00.
If Garmin 1000 equipped. Replace both Instrument Dimmer Each occurrence,
voltage suppressor units. before further flight
Perform electrical bonding resistance
check (see 51-80-00) for all G1000
equipment.
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further flight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, vacuum, Each occurrence,
pitot/static, and fuel systems, before further flight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
before further flight.
Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further flight.
bearings for pitting and damage.
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Replace as required.
2. Engine Overspeed, Overtemp, Loss of Oil, or Sudden Stoppage

Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Propeller. Refer to the inspection requirements in Each occurrence,
the latest revision of Hartzell Owner’s before further flight.
Manual No. 115N.
Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair before further flight.
as required.
3. Severe Turbulence, Hard or Overweight Landing

CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE SEVERE
CONDITION SOMEWHERE ELSE IN THE STRUCTURE.
A. Place aircraft in a normal level attitude.
B. Make a preliminary inspection of checking alignment and out-of-track condition of engine, wings,
tail, landing gear and doors.
C. Follow Piper and Lycoming Maintenance Manual procedures. If there are any questions regarding
repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
D. Inspect the following items closely to determine the extent of damage:
Landing Gear Struts. Cracks, signs of overstress Each occurrence,
(Not required for deformation, loose or damaged before further flight.
severe turbulence.) strut housings. Axles for cracks,
bending or flat spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.
Wheels, Tires, Brakes. Cracks, chips, loose or cracked Each occurrence,
(Not required for mounting bolts, alignment of slippage before further flight.
severe turbulence.) marks, sidewall distress, hydraulic or
air leaks. Inspect the wheels (dye
penetrant method) and wheel bolts
(magnetic particle method).
Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, and side brace for before further flight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment bolts
(magnetic particle method).
PAGE 2
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MAINTENANCE MANUAL
3. Severe Turbulence, Hard or Overweight Landing (continued)

Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Upper and lower wing before further flight.
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for
internal damage to ribs, stringers and
sparwebs; and fuel tanks for damage,
attachment, and leaks.
Engine. Engine mounts for distortion and Each occurrence,
damage to elastomeric parts. before further flight.
Propeller for evidence of ground strike
(i.e. - hard or overweight landing).
Fuselage. Loose or missing rivets, door alignment, Each occurrence,
windows and attachments for overstress, before further flight.
cracks or damage. Wing carry through
member for overstress damage.
Stringers, bulkheads, keel beams for
buckling, cracks, or damage. Avionics,
instruments and accessories installation
for security and operation.
Empennage. Skins for buckling wrinkles, loose or Each occurrence,
missing rivets. Stabilator, rudder, and before further flight.
vertical fin for security of attachment
and overstress of bolts. Ribs, stringers
for buckling, cracks and damage.
4. Flaps Extended Above Maximum Flap Extension Speed (VFE)

Flap torque tube/pushrod. Inspect for distortion. Replace as Each occurrence,
required. (See Flap Torque Tube/Pushrod before further flight.
Distortion Inspection, 27-50-00.)
Flaps. Inspect for damage to the skin and Each occurrence,
attach points. Replace as required. before further flight.
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5. Flood Damage, Immersion in Water

A. These guidelines are general in nature and should be applied or varied to fit the individual aircraft
according to water level, length of time of exposure and other variables. Only those areas that might
not be obvious to the mechanic are addressed.
CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH THE
APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT
MANUFACTURER'S MAINTENANCE MANUAL, AND FAR PART 43. PAY
PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS.
B. Follow Piper and Lycoming Maintenance Manual procedures. If there are any questions regarding
repairs or procedures, contact your Piper Dealer’s Service Advisor (DSA).
C. Determine the water level on the aircraft. Determine which operating and/or electrical components
have been exposed to the water.
D. If the following items were immersed, inspect them closely to determine the extent of damage:
Airframe. Clean silt and contaminants from airframe. If immersed, each event,
Tubular Structures. Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further flight.
(See 71-20-00 - Engine Mount Corrosion
Inspection, Immersion in Water.)
Wings. Inspect to ensure that contaminants If immersed, each event,
are cleaned from fuel cell areas. before further flight.
Landing Gear and associated Jack airplane and cycle landing If immersed, each event,
Bearings, Torque Links, gear oleos and torque links before further flight.
Shimmy Dampeners, etc. to ensure proper operation.
Control Surfaces. Remove surface, clean and check If immersed, each event,
all bearings - relube or replace before further flight.
as necessary.
Rebalance before installation.
Flight Control System. Clean and inspect all cables, pulleys, If immersed, each event,
and bearings for evidence of corrosion. before further flight.
Replace corroded cables.
Re-preserve galvanized cable
with MIL- C-11796 Class 2 (hot).
Trim Control System. Clean and inspect all trim system If immersed, each event,
cables, pulleys, drums, bearings, before further flight.
jack screws, etc. Do not apply
preservation to trim cables.
Actuating Cables. Inspect "push-pull" actuating cables If immersed, each event,
for powerplant, heating and before further flight.
ventilating system, fuel system, etc.
for proper operation.
PAGE 4
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MAINTENANCE MANUAL
5. Flood Damage, Immersion in Water (continued)

Engine. Remove, disassemble, and inspect. If immersed, each event,
Examine all parts paying particular before further flight.
attention for evidence of corrosion,
rust or contaminants imbedded on
bearing surfaces, piston, mounting
flanges or any aluminum, magnesium
or bronze surface that may be porous.
Remove evidence of rust, or corrosion.
If pitting in stressed areas is found the
part should not be reused. Silt imbedded
in porous surfaces may be removed.
Be certain oil passages, dowel holes and
similar hidden openings and recesses
are thoroughly free from contaminants.
Test electrical components and fuel
metering devices in accordance with
manufacturer's instructions to determine
fitness for future use.
Reassemble engine using new seals,
gaskets, stressed bolts nuts and
crankshaft sludge tubes. All reused parts
must conform with Lycoming Table of
Limits No. SSP-1776 for fits and
clearances.
See latest revision of Lycoming Service
Bulletin No. 357.
Engine Accessories. Inspect. Aircraft systems that supply If immersed, each event,
either fuel or oil to the engine must be before further flight.
thoroughly cleaned, including oil cooler,
lines, valves, etc. to prevent
contamination of the engine after
reinstallation.
Propeller. Inspect and repair as necessary If immersed, each event,
in an authorized propeller shop. before further flight.
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Electrical Systems. Replace all circuit breakers and If immersed, each event,
switches. before further flight.
Replace all solenoids, relays and
master contactors.
Replace battery.
Disassemble all connectors; clean
and inspect for corrosion. Replace all
corroded or pitted connectors. Inspect
for wire corrosion at connector.
Check all harness assemblies for
entrapped contaminants. Clean and
check for short circuits.
Remove electric motors and electric
pumps.
Remove all potted solid state electrical
equipment such as alternator inop.
switches, low fuel warning switches, etc.
Clean, dry and bench check per
appropriate maintenance manual.
Clean and check voltage regulators and
overvoltage relays. Replace as necessary
Clean and check aIl strobe light power
supplies. Refer to appropriate
maintenance manual.
Replace all fuel senders, etc.
Clean, inspect and check heated
pitot systems.
Autopilot System. Bench check in accordance with If immersed, each event,
(If Installed.) appropriate maintenance manual. before further flight.
Pay particular attention to clutch settings.
PAGE 6
Aug 15/07 5-50-00 1E18
MAINTENANCE MANUAL

Vacuum and Pitot-Static Replace gyros. If immersed, each event,
Systems. before further flight.
Replace filters.
Clean and inspect all lines, and pitot

and static vents.
Clean and check all regulating valves.
Remove and inspect engine driven and

auxiliary vacuum pumps.
Induction System. Clean and inspect for silt and If immersed, each event,
corrosion. Check all ducts and gaskets. before further flight.
Replace as necessary.
Clean and inspect all heat shrouds
and ducting.
Fuel System. Perform Fuel Tank/Wing Spar Corrosion If immersed, each event,
Inspection, 28-10-00. Remove and clean before further flight.
fuel cells and fuel cells wing area. Clean
all associated lines and pumps.
Clean and inspect all fuel tank vents,
cap vents and vent lines.
Instruments. Clean and inspect instruments. Bench If immersed, each event,
check per appropriate maintenance before further flight.
manual.
Heating and Ventilating Replace blower. If immersed, each event,
Systems. before further flight.
Clean and inspect all distribution boxes,
ducting and valves.
Inspect and check system control cables.

Replace corroded or binding cables.
If installed, clean and inspect air

conditioning evaporator, condenser,
and compressor.
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Oxygen System. Disconnect all lines from source and If immersed, each event,
(S/N’s 3255001 & up only, outlets; clean all fittings and lines before further flight.
if installed.) per MIL-I-5585A.
Remove and clean regulator valve per

appropriate Scott publication.
Replace pressure gauge.

Avionics Systems. Replace avionics. If immersed, each event,
Clean and inspect antennas
and connectors.
Insulation and Upholstery. Remove all wet insulation and upholstery. If immersed, each event,
Thoroughly clean and dry (or replace) before further flight.
to ensure corrosion is not promoted in
adjacent structures.
PAGE 8
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PAGE 10
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CHAPTER
6
DIMENSIONS
AND AREAS
1E23
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CHAPTER 6
CHAPTER CHAPTER
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3 Apr 30/08
4 Apr 30/08
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
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CHAPTER 6 - DIMENSIONS AND AREAS
TABLE OF CONTENTS
GENERAL 6-00-00 1 1F5

Leading Particulars and Principal Dimensions 2 1F6
Station Reference Lines 5 1F9
Access and Inspection Provisions 6 1F10
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GENERAL
The principal airplane dimensions are shown in Figure 1, and the leading particulars/principal
dimensions are listed in Chart 1. The airplane serial number is located on the Manufacturers Aircraft
Association (MAA) plate located on the left side of the fuselage at approximately F.S. 278.6. The engine
serial number plate is located on the right side of the engine oil sump just below cylinder number 5.
Three View
Figure 1
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1. Leading Particulars and Principal Dimensions
See Chart 1.
CHART 1 (Sheet 1 of 3)
LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-32-301FT (6X) PA-32-301XTC (6XT)
ENGINE
Manufacturer Lycoming
Model IO-540-K1G5 TIO-540-AH1A
FAA Type Certificate 1E4
Rated Horsepower 300 HP at Sea Level 300 HP to 12,000 ft.
Rated Speed 2700 RPM 2500 RPM
Oil Pressure (PSI):
Minimum Idling 25
Normal 55
Starting and Warmup 115
Maximum 95
Oil Type and Grade See Lubrication Chart
Oil Sump Capacity 12 U.S quarts (9.25 quarts usable)
Fuel, Aviation Grade
(Minimum and Specified Octane) 100/100LL
Magnetos:
(L/H) Slick 6351 Slick 6361
(R/H) 6350 6360
Magneto Timing 20 degrees BTC
Magneto Point Clearance .010 ± .002
Spark Plugs / Refer to latest revision of
Spark Plug Gap Setting Lycoming Service Instruction No. 1042.
Firing Order 1-4-5-2-3-6
Starter:
Skytech (28 volt) 149-24PM
Alternator (90 amp):
Electrosystems (28 volt) P/N 680-501
Voltage Regulator:
Electrosystems VR-320 (28 volt) P/N 694-020
PAGE 2
Apr 30/08 6-00-00 1F6
MAINTENANCE MANUAL
PROPELLER THREE BLADE
Manufacturer Hartzell
Hub and Blade Model HC-I3YR-1RF / F7663DR
Diameter 78 in.
Diameter, Minimum 77 in.
Blade Angle:
Low Pitch (High RPM)1 12.4° ± 0.2° 15.2° ± 0.2°
High Pitch (Low RPM)1 32°± 1° 34.0° ± 0.5°
Governor Control Hartzell
Governor Model V-5-4 V-5-6
Note: (1) Measurement taken at 30 inch station.
FUEL SYSTEM
Fuel Tanks: (2 interconnected
each wing / 4 total)
Capacity: 53.5 U.S. Gallons / Wing
Total Fuel Onboard 107 U.S. Gallons
Total Usable Fuel 102 U.S. Gallons
Electric Fuel Pump:
Weldon (28 volt) P/N 461-750
LANDING GEAR
Type Fixed
Shock Strut Type Combination Air and Oil Oleo
Fluid Required
(Struts & Brakes) MIL-H-5606
Wheel Tread 10 ft. 7 in.
Wheelbase 7 ft. 8 in.
Nose Wheel Travel 30° ± 2° Left and Right
Turning Distance (Min.) 59 ft., 10.8 in.
Turning Radius (Minimum):
Nose Wheel 22 ft., 11 in.
Wing Tip
Wheel, Nose 6.00 x 6
Cleveland 40-56B or
40-30665
Wheel, Main 6.00 x 6
Cleveland 40-120C
Brake Type Cleveland 30-83A
Tire, Nose Type III, 6.00 x 6, 8 ply
(Michelin Air)
Tire, Main, Type III, 6.00 x 6, 8 ply
(Michelin Air)
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LANDING GEAR (cont.)
Tire Pressure, Nose 35 psi
Tire Pressure, Main 55 psi
Nose Gear Strut Pressure 225 ± 22.5 psi
Nose Gear Visible Piston Extension
(Under Static Load)1 3.25 in. ± .25 in.
Main Gear Strut Pressure 250 ± 25 psi
Main Gear Visible Piston Extension
(Under Static Load)1 4.5 in. ± .5 in.
Note:
(1) Static Load is the empty
weight of the airplane plus
full fuel and oil.
PAGE 4
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MAINTENANCE MANUAL
2. Station Reference Lines

To locate various airplane components that require maintenance and servicing, a method utilizing
fuselage station, wing station, buttock line and waterline designations is frequently employed in this
manual. Fuselage stations (F.S.), wing stations, (W.S.) buttock lines (B.L.), and water lines (W.L.) are
reference points measured by inches in the vertical or horizontal direction from a given reference line.
The reference datum line (F.S. 0) is located 78.4 inches ahead of the wing leading edge at the
intersection of the straight and tapered section; B.L. 0 is the centerline of the airplane; and W.L. 0 is 20.5
inches below the cabin floor as measured at the rear wing spar with the airplane level.
Station Reference Lines

Figure 2
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3. Access And Inspection Provisions

CAUTION: BEFORE ENTERING THE AFT SECTION OF THE FUSELAGE, BE SURE THE
AIRPLANE IS SUPPORTED AT THE TAIL SKID.
The access and inspection provisions for the airplane are shown in Figure 3. The component to be
serviced or inspected through each opening is identified in the illustration. All access plates and panels
are secured by either metal fasteners or screws. To enter the aft section of the fuselage, remove the rear
trim panel.
Access Plates and Panels

Figure 3
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CHAPTER
7
LIFTING
AND SHORING
1F13
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CHAPTER 7 - LIFTING AND SHORING
TABLE OF CONTENTS
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JACKING
Jacking the airplane is necessary to service the landing gear and other operations. The jacking operation
can be performed by using tripod jacks; in other situations (i.e. - emergency, post-accident lifting, etc.),
slings or air bags should be used.
If wing or fuselage shoring is required, make sure the support is contoured to conform to the surface it is
supporting.
Jacking
A. Align jacks under the wing respective pads on the wing front spar.
CAUTION: BE SURE TO APPLY SUFFICIENT SUPPORT BALLAST. OTHERWISE, THE
AIRPLANE WILL SLIP FORWARD AND FALL ON THE FUSELAGE NOSE SECTION.
B. Attach a tail stand with approximately 300 pounds ballast to tail skid.
C. Carefully raise jacks until all three wheels are clear of the surface.
Jacking
Figure 1
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CHAPTER
8
LEVELING
AND WEIGHING
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CHAPTER 8 - LEVELING AND WEIGHING
TABLE OF CONTENTS
WEIGHING 8-10-00 1 1G3

LEVELING 8-20-00 1 1G5
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WEIGHING
The airplane may be weighed by the following procedure (see Figure 1):
A. Position a scale and ramp in front of each of the three wheels.
B. Secure the scales from rolling forward and tow the airplane up onto the scales. (Refer to Towing,
9-10-00.)
C. Remove the ramp so as not to interfere with the scales.
D. If the airplane is to be weighed for weight and balance computations, level the airplane.
Weighing Airplane
Figure 1
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LEVELING
All configurations of the airplane are provided with a means for lateral and longitudinal leveling.
The airplane may be leveled while on jacks, during the weighing procedure while the wheels are on
scales, or while the wheels are on the ground. To level the airplane for purposes of weighing or rigging,
the following procedures may be used:
NOTE: Always level the airplane laterally first, then level the airplane longitudinally.
A. To laterally level the airplane, place a spirit level across the baggage compartment floor along the
rear bulkhead (refer to Figure 1) and deflate the tire on the high side of the airplane or adjust either
jack until the bubble of the level is centered.
B. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. (Refer to Figure 1.) Place a spirit level on these screw heads and
deflate the nose wheel tire or adjust the jacks until the bubble of the level is centered.
Leveling Airplane
Figure 1
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CHAPTER
9
TOWING AND TAXIING
1G7
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CHAPTER 9 - TOWING AND TAXIING
TABLE OF CONTENTS
TOWING 9-10-00 1 1G13

TAXIING 9-20-00 1 1G15

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TOWING
Before towing airplane, ground personnel must be informed by a qualified pilot or other qualified
personnel about tow turning limits of nose gear and any other system functions required to properly and
safely move the airplane.
CAUTION: WHEN TOWING WITH POWER EQUIPMENT, TURNING THE NOSE GEAR IN EITHER
DIRECTION BEYOND THE STEERING RADIUS LIMITS WILL RESULT IN DAMAGE TO
THE NOSE GEAR AND STEERING MECHANISM.
CAUTION: PUSHING ON THE TRAILING EDGE OF THE AILERONS, WHEN MOVING THE
AIRCRAFT FORWARD BY HAND, WILL CAUSE THE AILERON CONTOUR TO CHANGE
RESULTING IN AN OUT-OF-TRIM CONDITION.
The airplane may be moved by using the nose wheel steering bar that is stowed in the forward baggage
compartment or by using power equipment that will not damage or cause excess strain to the nose gear
steering assembly. Tow bar engages front axle inside fork.
In the event towing lines are necessary, lines (rope) should be attached to both main gear struts as high
up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than
15 feet, and a qualified person to ride in the pilot’s seat to maintain control by use of the brakes.
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TAXIING
Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or
other responsible person. Engine starting and shutdown procedures should be covered as well. When it
is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi roll and
perform the following checks:
CAUTION: DO NOT OPERATE THE ENGINE AT HIGH RPM WHEN RUNNING UP OR TAXIING
OVER GROUND CONTAINING LOOSE STONES, GRAVEL OR ANY LOOSE MATERIAL
THAT MAY CAUSE DAMAGE TO THE PROPELLER BLADES.
CAUTION: OBSERVE WING CLEARANCES WHEN TAXIING NEAR BUILDINGS OR OTHER
STATIONARY OBJECTS. IF POSSIBLE, STATION A GUIDE OUTSIDE THE AIRPLANE TO
OBSERVE.
CAUTION: WHEN TAXIING ON UNEVEN GROUND, AVOID HOLES AND RUTS.
A. Taxi forward a few feet and apply brakes to determine their effectiveness.
B. Taxi with propeller set in low pitch, high rpm setting.
C. While taxiing, make slight turns to ascertain the effectiveness of steering.
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CHAPTER
10
PARKING
AND MOORING
1G17
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1G18
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CHAPTER 10 - PARKING AND MOORING
TABLE OF CONTENTS
PARKING 10-10-00 1 1G23

Parking 1 1G23
Locking Airplane 1 1G23
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PARKING
1. Parking
When parking the airplane, ensure that it is sufficiently protected against adverse weather conditions
and presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it
is recommended that it be moored.
A. To park the airplane, head it into the wind, if possible.
B. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left
side of the handle.
C. To release the parking brakes, pull back on the brake lever to disengage the catch mechanism.
Then allow the handle to swing forward.
NOTE: Take care when setting brakes that are overheated or during cold weather when
accumulated moisture may freeze the brakes.
D. The aileron and stabilator controls may be secured with the pilot’s seat belt.
2. Locking Airplane
The right front cabin door, left aft cabin door and the nose baggage compartment door are provided with
a key lock on the outside. In S/N’s 3232001 thru 3232055 and 3255001 thru 3255043 all doors and the
locking gas cap (optional) use the same key. A new locking gas cap that uses a separate key is installed
in S/N’s 3232056 & up and S/N’s 3255044 & up; and as service replacements in earlier airplanes.
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MOORING
CAUTION: WHEN MOORING, USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS.
The airplane is moored to ensure its immovability, protection, and security under various weather
conditions.
A. Head the airplane into the wind, if possible.
B. Block the wheels.
C. Lock the aileron and stabilator controls by looping the pilot’s seat belt around wheel.
CAUTION: WHEN USING ROPE CONSTRUCTED OF NON-SYNTHETIC MATERIAL, LEAVE
SUFFICIENT SLACK TO AVOID DAMAGE TO THE AIRPLANE WHEN THE ROPES
CONTRACT DUE TO MOISTURE.
D. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree
angles to the ground.
NOTE: Additional preparations for high winds include using tie-down ropes from the landing gear
forks, and securing the rudder.
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CHAPTER
11
PLACARDS
AND MARKINGS
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CHAPTER 11
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CHAPTER 11 - PLACARDS AND MARKINGS
TABLE OF CONTENTS
EXTERIOR PLACARDS AND MARKINGS 11-20-00 1 1H9
INTERIOR PLACARDS 11-30-00 1 1H13

Meyercord Decals 4 1H17
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EXTERIOR PLACARDS AND MARKINGS
The airplane nameplate placard (Figure 1, Item 14) is located on the left side of the fuselage near the
stabilator leading edge at approximately F.S. 278.60. The placard identifies the airplane by its model
number and serial number. Should a question arise concerning the care of the airplane, it is important to
include the airplane serial number in any correspondence to your Piper Dealer’s Service Advisor (DSA).
NOTE: Any time an airplane is repainted or touched up, inspect all placards to ensure that they are not
covered with paint, are legible, and securely attached.
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Exterior Placards and Markings

Figure 1
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INTERIOR PLACARDS
Interior Placards
Figure 1
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6
3
7
8
2 4 5 9 10 11 12 13
1
Stormscope
Clear
22 21 20 19 18 17 16 15 14
1. PLACARD - REGISTRATION NUMBER

2. PLACARD - VA SPEED / DEMO X-WIND
3. PLACARD - DOME LIGHT
4. PLACARD - DO NOT EXCEED - MANIFOLD PRESSURE
5. PLACARD - DAY / NIGHT
6. PLACARD - NO SMOKING
7. PLACARD - CAUTION COMPASS DEVIATION
8. PLACARD - PRESS TO TEST
9. PLACARD - DME SELECT (OPTIONAL)
10. PLACARD - HEAT -DEF. - ON / OFF
11. PLACARD - WARNING AIR CONDITIONER MUST BE OFF... (OPTIONAL)
12. PLACARD - COOLER (OPTIONAL)
13. PLACARD - 28 VDC 5 AMPS MAX
14. PLACARD - CIRCUIT BREAKER PANEL
15. PLACARD - AMP ALTR
16. PLACARD - ALT AIR OPEN / CLOSE
17. PLACARD - STORMSCOPE (OPTIONAL)
18. PLACARD - OXYGEN - PULL ON (6XT ONLY OPTIONAL)
19. PLACARD - DIMMING (SWITCH, PANEL, AVIONICS)
20. PLACARD - ALTERNATE STATIC SOURCE
21. PLACARD - MIKE (2 EA.)
22. PLACARD - PHONE (2 EA.)
Instrument Panel Placards

Figure 2 (Sheet 1 of 3)
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104760 Z
1 2 3 5 6 8 9 10 11 12
4 7
Night press
Day to test
28 VDC
VA= 132 KIAS
5 AMPS MAX
PUSHING THE STDBY

PWR BUTTON WITH THE
AIRCRAFT MASTER Stormscope
SWITCH IN THE OFF
POSITION WILL REDUCE
THE SERVICE LIFE OF
THE ATTITUDE
INDICATOR STDBY Clear
BATTERY
OFF HEAT ON
DEF
PHONE PHONE
MIKE MIKE
CLOSE
ALT-
AIR
Dimming
Switch Panel Avionics
OPEN
ALTERNATE STATIC SOURCE OXYGEN

ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED Pull on
HEATER AND DEFROSTER MUST BE ON PULL AFT TO OPEN
23 22 21 20 19 18 17 16 15 14 13

2. PLACARD - PUSH ON/OFF
3. PLACARD - ELEV. TRIM
4. PLACARD - DOME LIGHT (2 ea)
5. PLACARD - REGISTRATION NUMBER
6. PLACARD - DAY / NIGHT
7. PLACARD - NO SMOKING
8. PLACARD - PUSH TO TEST
9. PLACARD - MANIFOLD PRESSURE LIMIT
10. PLACARD - WARNING: AIR CONDITIONING MUST BE OFF... (OPTIONAL)
11. PLACARD - 28 VDC 5 AMPS MAX
12. PLACARD - COOLER (OPTIONAL)
13. PLACARD - HEAT - DEF. - ON/OFF
14. PLACARD - CIRCUIT BREAKER
15. PLACARD - ALT AIR OPEN / CLOSED
17. PLACARD - DME SELECT (OPTIONAL)
18. PLACARD - OXYGEN PULL ON (6XT ONLY - OPTIONAL)
19. PLACARD - DIMMING (SWITCH, PANEL, AVIONICS)
21. PLACARD - PHONE (2 ea)
22. PLACARD - MIKE (2 ea)
23. DECAL - ATTITUDE INDICATOR (STBY BATTERY)
Instrument Panel Placards Effectivity

Figure 2 (Sheet 2 of 3) with Avidyne Entegra
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104760 Z
2
3
4
5
6
7
7
8
8
15 14 12 9
10
11
13

2. PLACARD - MANIFOLD PRESSURE LIMIT
4. PLACARD - HEAT - DEF. - ON/OFF
5. DECAL - WARNING: AIR CONDITIONING MUST BE OFF... (OPTIONAL)
6. DECAL - COOLER (OPTIONAL)
7. PLACARD - PHONE
8. PLACARD - MIKE
9. PLACARD - CIRCUIT BREAKER
10. PLACARD - ALT AIR OPEN / CLOSED
11. DECAL - USE OF EMERGENCY BATTERY...
12. DECAL - PUSH ON/OFF (OPTIONAL)
13. DECAL - ELEV. TRIM (OPTIONAL)
14. DECAL - DIMMING (SWITCH, PANEL)
Effectivity Instrument Panel Placards

with Garmin 1000 Figure 2 (Sheet 3 of 3)
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Meyercord Decals (PIR-PPS65104, Rev. H.)
Decals installed on the instrument panel are Meyercord type manufactured by Mark-It Company, 291
Oswalt Ave., Batavia, IL 60510. The following procedures should be followed in the event one or more of
these decals must be replaced.
A. Removal
CAUTION: DO NOT USE LACQUER THINNER ON ANY PANEL THAT HAS BEEN PAINTED
WITH ENAMEL OR LACQUER. INSTRUMENT PANELS ARE PAINTED AT THE
FACTORY WITH POLYURETHANE PAINTS.
Remove placard to be replaced with of clean cloth dampened with lacquer thinner.
CAUTION: MARK-IT J-70 SOLVENT WILL REMOVE ENAMEL, LACQUER, AND
POLYURETHANE-BASED PAINT PRODUCTS IF LIQUID IS DROPPED ONTO
PAINTED SURFACE AND NOT REMOVED IMMEDIATELY.
If panel is painted with enamel or lacquer use a clean cloth dampened with Mark-It J-70 solvent to
remove placard to be replaced.
B. Installation
(1) If required, clean surface to receive decal using alcohol. Newly painted surfaces need no
preparation.
(2) Mix a solution consisting of six (6) parts water and one (1) part J-70 solvent (P/N 179-497).
(3) Submerge decal in the mixed J-70 solution for approximately 3 to 5 seconds.
(4) Remove decal from mixed solution and lay in position.
(5) Using a plastic squeegee, squeegee out from center to edges to remove excess solution.
(6) Wait approximately 30 to 60 seconds, then slide the backing paper off and wipe up the excess
solution with a damp cloth.
(7) Wait at least 30 minutes at room temperature before wiping the face of the decal with a damp
cloth to remove excess solvent residue.
(8) Allow the decal to dry thoroughly, (tack free in 2 hours at room temp) before handling.
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CHAPTER
12
SERVICING
1H19
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CHAPTER 12
CHAPTER CHAPTER
12-List of 1 Feb 28/09 12-20-00 1 Aug 15/07

Effective Pages 2 Aug 15/07 2 Aug 15/07
3 Aug 15/07
12-Table of Contents 1 Aug 15/07 4 Aug 15/07
2 Aug 15/07 5 Aug 15/07
6 Aug 15/07
12-00-00 1 Aug 15/07 7 Apr 30/08
2 Aug 15/07 8 Apr 30/08
3 Aug 15/07 9 Apr 30/08
4 Aug 15/07 10 Apr 30/08
5 Aug 15/07 11 Apr 30/08
6 Aug 15/07 12 Apr 30/08
13 Aug 15/07
12-10-00 1 Aug 15/07 14 Apr 30/08
2 Aug 15/07 15 Apr 30/08
3 Aug 15/07 16 Apr 30/08
4 Aug 15/07 17 Apr 30/08
5 Aug 15/07 18 Aug 15/07
6 Aug 15/07 19 Aug 15/07
7 Aug 15/07 20 Feb 28/09
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9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
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CHAPTER 12 - SERVICING
TABLE OF CONTENTS
GENERAL 12-00-00 1 1I1

Aircraft Finish Care 1 1I1
Dupont Imron 6000 Paint System 1 1I1
Cleaning 2 1I2
Cleaning 2 1I2
Exterior Surfaces 2 1I2
Engine Compartment 2 1I2
Landing Gear 2 1I2
Wheels and Brakes 3 1I3
Windshield and Windows 3 1I3
Headliner, Side Panels and Seats 3 1I3
Carpets 3 1I3
TKS Porous Panels 4 1I4
REPLENISHING 12-10-00 1 1I7

Fuel System 2 1I8
Fuel Tanks 2 1I8
Filling 2 1I8
Draining Moisture 2 1I8
Draining Entirely 2 1I8
Flushing Tanks and Selector Valve 3 1I9
Oil System 3 1I9
Oil Sump 3 1I9
Draining 3 1I9
Filling 3 1I9
Oil Screen (Suction) 3 1I8
Recommendations for Changing Oil 4 1I10
Oil Filter 4 1I10
Landing Gear 4 1I10
Servicing Oleo Struts 4 1I10
Filling Nose Gear Oleo Strut 5 1I11
Filling Main Gear Oleo Strut 6 1I12
Inflating Oleo Struts 7 1I13
Brake System 7 1I13
Filling Brake Cylinder Reservoir 7 1I13
Draining Brake System 7 1I13
Tires 8 1I14
Battery 8 1I14
Oxygen System 9 1I15
Inadvertent Ice Protection System (TKS) 9 1I15

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CHAPTER 12 - SERVICING
TABLE OF CONTENTS (continued)
SCHEDULED SERVICING 12-20-00 1 1I19

Fuel Filter 1 1I19
Induction Air Filter 1 1I19
Alternate Air Door 2 1I20
Propeller 2 1I20
Electrical System 2 1I20
Tire Balance 3 1I21
Lubrication 5 1I23
Application of Grease 5 1I23
Application of Oil 5 1I23
Lubrication Charts 7 1J1
Landing Gear, Main 8 1J2
Landing Gear, Nose 9 1J3
Control System, Part 1 10 1J4
Powerplant and Propeller 14 1J8
Fuel Selector 15 1J9
Doors and Seats 16 1J10
Air Conditioning Condenser 17 1J11
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GENERAL
This chapter covers all routine servicing of airplane, scheduled and non-scheduled, including
replenishment of fuel, oil, brake fluid, oxygen (if installed), tire pressure, lubrication requirements,
servicing of oleo struts with air and oil, etc. Pay special attention to all WARNINGS and CAUTIONS.
1. Aircraft Finish Care
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE,
THINNER, ACETONE OR WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
The entire airplane is carefully finished inside and out to assure maximum service life. The external
surfaces are coated with durable polyurethane enamel.
A. Dupont Imron 6000 Paint System
CAUTION: FAILURE TO OBSERVE THE PROPER "FINISH CARE" GUIDELINES MAY RESULT
IN DAMAGE OR LOSS OF SHINE OF THE AIRCRAFT PAINT. IMPROPER CARE
MAY ALSO VOID THE WARRANTY REGARDING THE AIRCRAFT FINISH.
Piper aircraft delivered in 1999 and later use the new Dupont Imron 6000 paint system. The
guidelines outlined below must be followed to prevent damage to the finish and ensure long paint
life.
(1) For the first 30 days after painting:
(a) Hand wash the aircraft often. Use fresh water only.
(b) Avoid parking under trees or places where birds roost. If sap, bird droppings, or insect
remains are discovered, rinse them off immediately. (Sap, bird droppings, or insect
remains will damage the paint during this period.)
(2) For the first 120 days after painting:
(a) To remove heavy soil, use mild liquid soap. Never use detergent.
(b) DO NOT WAX THE AIRCRAFT WITHIN 120 DAYS OF PAINTING!
(3) For long-term paint finish protection:
(a) Park in a sheltered area whenever possible.
(b) Never use a scraper to remove ice or snow from painted surfaces.
(c) Never let avgas, oil, or hydraulic fluid stand on painted surfaces. (This will permanently
damage the finish.)
(d) Never wash the aircraft in the hot sun.
(e) Never wipe the finish with a dry cloth, always use fresh water.
(f) Avoid abrasive cleaners, chemicals, abrasive wax, or brushes.
(g) Have paint nicks or scratches touched up as soon as possible to maintain the aircraft's
corrosion protection.
To summarize, Piper aircraft using the new Dupont paint system need special attention in the early
days of ownership.
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B. Cleaning
CAUTION: IF PAINT IS LESS THAN SIX MONTHS OLD, SEE “DUPONT IMRON 6000 PAINT
SYSTEM,” ABOVE.
CAUTION: DO NOT DIRECT ANY STREAM OF WATER OR CLEANING SOLUTION AT THE
OPENINGS IN THE PITOT HEAD, STATIC PORTS, ALTERNATE STATIC PORTS OR
FUSELAGE DRAINS.
The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on
painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas
where cleaning solution could cause damage. To wash the airplane, the following procedure may be
used:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a rag, sponge or soft bristle brush.
(3) To remove stubborn oil and grease, use cloth dampened with naphtha.
(4) Where exhaust stains exist, allow solution to remain on the surface longer.
(5) Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths
or a chamois should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
2. Cleaning
A. Exterior Surfaces - see “Aircraft Finish Care,” above, and “Windshield and Windows,” below.
B. Engine Compartment
Before cleaning the engine compartment, place strips of tape on the magneto vents to prevent any
solvent from entering these units.
(1) Place a pan under the engine to catch waste.
CAUTION: DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER,
VACUUM PUMP(S), AIR INTAKE AND ALTERNATE AIR INLETS.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of
solvent and degreaser, as desired. It may be necessary to brush areas that were sprayed
where heavy grease and dirt deposits have collected in order to clean them.
(3) Allow the solvent to remain on the engine from five to ten minutes; then rinse the engine clean
with additional solvent and allow to dry.
CAUTION: DO NOT OPERATE ENGINE UNTIL EXCESS SOLVENT HAS EVAPORATED
OR OTHERWISE BEEN REMOVED.
(4) Remove the protective covers from the magnetos.
(5) Lubricate controls, bearing surfaces, etc., per Lubrication Charts,12-20-00.
C. Landing Gear
(1) Struts and Torque Links
Before cleaning the landing gear struts and torque links, remove wheel pants and place a
plastic cover or similar material over the wheel and brake assembly.
(a) Place a pan under the gear to catch waste.
(b) Spray (low pressure only) or brush the gear area with solvent or a mixture of solvent and
degreaser.
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(c) Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
(d) Remove cover from wheel and remove the catch pan.
(e) Lubricate gear per Lubrication Chart, 12-20-00.
(f) Reinstall wheel pants, if not proceeding to wheels and brakes, below.
(2) Wheels and Brakes
CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN
INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND
OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED
SERVICE LIFE.
(a) Remove wheel pants, if not already removed, above.
(b) Hand wash wheels and brakes with a mild soap and water solution.
(c) Rinse with low-pressure spray.
(d) Lubricate gear per Lubrication Chart, 12-20-00, if not already done, above.
(e) Reinstall wheel pants.
D. Windshield and Windows
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE,
THINNER, ACETONE OR WINDOW CLEANING SPRAYS.
(1) Remove dirt, mud, etc., from exterior surfaces with clean water.
(2) Wash with mild soap and warm water, or an aircraft plastic cleaner using a soft cloth or sponge
and a straight rubbing motion. Do not rub surfaces harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by using jeweler’s rouge to rub out the
scratch. Smooth both sides and apply wax.
(6) To improve visibility through windshield and windows during flight through rain, a rain repellent
such as REPCON should be applied to windshield and windows. The surfaces of the
windshield and windows treated becomes so smooth that water beads up and readily flows off
the surface. Apply this product in accordance with the manufacturer’s instructions.
(See 91-10-00, Consumable Materials and Vendor Contact Information.)
E. Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff brush and vacuum where necessary.
WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
(2) Soiled upholstery, except leather, may be cleaned by using an approved air drying type cleaner
or foam upholstery cleaner. Carefully follow the manufacturer’s instructions. Avoid soaking or
harsh rubbing.
(3) Leather material should be cleaned with saddle soap or mild soap and water.
F. Carpets
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-
cleaning fluid.
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G. TKS Porous Panels (If Installed.)

CAUTION: USE ONLY APPROVED SOLVENTS, SEE BELOW, TO CLEAN ICE PROTECTION
SYSTEM POROUS PANELS.
DO NOT APPLY POLISH OR WAX TO ICE PROTECTION SYSTEM POROUS
PANELS.
DO NOT PAINT ICE PROTECTION SYSTEM POROUS PANELS.
MASK ICE PROTECTION SYSTEM POROUS PANELS WITH SOLVENT RESISTANT
MATERIALS WHEN USING METHYL ETHYL KETONE (MEK), ACETONE, PAINT
THINNERS AND STRIPPERS, AND ANY OTHER THINNERS, STRIPPERS, OR
UNAPPROVED SOLVENTS ON ADJACENT SURFACES.
Inadvertent Ice Protection System (TKS) Porous Panels, if installed, are mounted to the wing and
stabilator leading edges. These panels are functionally self-cleaning due to the flushing action of the
deice fluid when the system is in use.
(1) Dirt and insect debris.
Use mild soap and water with a soft cloth, sponge, or soft bristle brush. Rinse thoroughly.
NOTE: Removal of heavy insect debris should be aided by operating the ice protection
system for a sufficient period of time to wet the leading edges with deice fluid. Spread
the deice fluid with a soft cloth or sponge to cover the insect encrusted area and wait
ten (10) minutes for the fluid to soften the insect debris before proceeding with mild
soap and water cleaning.
(2) Oil, grease, adhesives, paints, etc. may be removed by using the following approved solvents
only:
WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION. STODDARD
SOLVENT, ISOPROPYL ALCOHOL, DENATURED ALCOHOL, AND AVIATION
FUEL ARE FLAMMABLE. DO NOT USE NEAR OPEN FLAME.
Water, mild soap, approved deicing fluids (see Inadvertent Ice Protection System (TKS),
12-20-00), Stoddard Solvent, isopropyl alcohol, denatured alcohol, or aviation fuel (gasoline or
kerosene).
(3) Polishing
CAUTION: DO NOT APPLY POLISH OR WAX TO ICE PROTECTION SYSTEM POROUS
PANELS.
Porous panel finish may be restored to original condition by polishing with “Scotchbrite” pads.
Polish in a chordwise direction to obtain a matching texture to the original. Use Very Fine grade
only if required for initial cleaning and difficult deposits. Use Ultra Fine grade for normal
cleaning and final polishing.
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REPLENISHING
Service Points
Figure 1
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1. Fuel System
A. Fuel Tanks
(1) Filling
The fuel tanks of each wing are filled through filler necks located on the forward slope of the
wings. Each wing tank holds a capacity of 55.5 U.S. gallons. Observe all required safety
precautions for handling gasoline. Fill the tanks with fuel as specified on the placard adjacent
to the filler neck.
(2) Draining Moisture
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
The fuel system should be drained daily prior to first flight and after refueling to avoid the
accumulation of water sediment. Each aluminum fuel tank is equipped with an individual quick
drain located at the lower inboard rear corner of the tank. This allows each wing to be drained
individually. The fuel selector valve is provided with a quick drain valve located on the forward
face of the spar box. Drain fuel tanks and selector valve per the following:
(a) Drain each wing through its individual quick drain located at the lower inboard rear corner
of the aluminum fuel tank, making sure that enough fuel has been drained to insure that
all water and sediment is removed.
CAUTION: AFTER EACH USE OF THE QUICK DRAIN VALVE, CHECK THE FUEL
SELECTOR VALVE DRAIN TO ENSURE THAT THE QUICK DRAIN VALVE
HAS PROPERLY SEATED AND THAT THERE IS NO LOSS OF FUEL
FROM THE DRAIN.
(b) Place a container under the fuel selector valve drain. Depress the quick drain handle and
allow a sufficient amount of fuel to drain from the strainer.
NOTE: The fuel selector should be positioned in the following sequence while draining
the strainer: “OFF,” “LEFT” and “RIGHT.” This is done to insure that the fuel in the
lines between each tank outlet and the fuel strainer is drained, as well as the fuel
in the fuel strainer. When the fuel tanks are full, it will take approximately six
seconds to drain all the fuel in one of the lines from a tank to the fuel strainer. If
the fuel tanks are less than full, it will take a few seconds longer.
(c) Examine the contents of the container placed under the fuel selector valve drain for water
and sediment and dispose of the contents.
(3) Draining Entirely
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
Fuel may be drained from the system by opening the valve at the inboard end of each
aluminum fuel tank. The flush type drain valve requires the drain cup pin to hold the valve
open. The remaining fuel in the system may be drained through the filter bowl. Either wing may
be drained by closing the selector valve and then draining as desired.
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B. Flushing Tanks and Selector Valve

(1) To flush the fuel tanks and selector valve, disconnect the fuel line at the injector.
(2) Select a fuel tank, turn on the electric fuel pump and flush fuel through the system until it is
determined there is no dirt and foreign matter in the fuel valve or tank. During this operation,
agitation of the fuel within the tank will help pick up and remove any dirt.
(3) Repeat this procedure for each tank.
(4) When all tanks are flushed, clean all filters.
2. Oil System
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT UNLESS
RECOMMENDED BY THE ENGINE MANUFACTURER.
Engine oil level should be checked before each flight. The engine oil and full flow cartridge filter should
be changed every 50 hours or four months, whichever occurs first. Refer to the latest revision of
Lycoming Service Bulletin 480. Should fuel other than the specified octane rating for the power plant be
used, refer to the latest revision Lycoming Service Letter No. L185, for additional information and
recommended service procedures. Use a quality brand Aviation Grade Oil of the proper season
viscosity. For information on the use of detergent oil, refer to recommendations for Changing Oil and/or
the latest revision of Lycoming Service Instruction No. 1014.
A. Oil Sump
(1) Draining
To drain the oil sump, provide a suitable container with a minimum capacity of that required to
fill the sump. Remove the engine cowl and open the oil drain located on the underside of the
engine by pushing the arms of the drain up and turning counterclockwise. This will hold the
drain in the open position. It is recommended the engine be warmed to operating temperature
to insure complete draining of the old oil.
(2) Filling
The oil sump should normally be filled with oil to the mark on the engine dipstick. The quantity
of oil required for the engine may be found in 6-00-00, Chart 1. The specified grade of oil may
be found in 12-20-00, Figure 5; on the inside surface of the engine oil filler access door; or in
the appropriate vendor publication. To service the engine with oil, open the quick release oil
filler access door on top of the cowl, and remove the oil filler cap with dipstick.
(3) Oil Screen (Suction)
The oil suction screen, located on the bottom aft end of the engine sump is installed
horizontally. To remove, cut the safety wire and remove the hex head plug. The screen should
be cleaned at each oil change to remove any accumulation of sludge and to examine for metal
filings or chips. If metal particles are found in the screen, the engine should be examined for
internal damage. To avoid possible damage to the screen, after cleaning and inspection, place
the screen inside the recess in the hex head plug, and insert the screen into the housing.
When certain that the screen is properly seated, tighten and safety the plug with MS-20995-
C41 safety wire.
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(4) Recommendations for Changing Oil

NOTE: Lycoming recommends changing the oil and filter each 50 hours of operation or every
four months, whichever occurs first - for engines equipped with full flow
cartridge filters. Refer to the latest revision of Lycoming Service Instruction No. 1014
and Lycoming Service Bulletins No. 446 and No. 480.
(a) A change to additive oil should be made with a degree of caution in engines that have
been operating on straight mineral oil for several hundred hours, since the cleaning action
of some additive oils will tend to loosen sludge deposits and cause plugged oil passages.
On any engine that has been operating on straight mineral oil, and is known to be in
excessive dirty condition, do not switch to an additive or compounded oil until the engine
has been overhauled.
(b) When changing from straight mineral oil to compounded oil, the following precautionary
steps should be taken:
1 Do not add additive oil to straight mineral oil. Drain the straight mineral oil from the
engine and fill with additive oil.
2 Do not operate the engine longer than five hours before the first oil change.
3 Check all oil screens for evidence of sludge or plugging and change oil every ten
hours if sludge conditions are evident. Resume normal oil drain periods after sludge
conditions improve.
B. Oil Filter
(1) The oil filter should be replaced after each 50 hours of engine operation. This is accomplished
by removing the lockwire from the bolt head at the end of the filter housing, loosening the bolt,
and removing the filter assembly from the adapter.
(2) Before discarding the throwaway filter, remove the element for inspection by using a Champion
cutter tool, CT-470, available from Champion Aerospace (www.championaerospace.com),
Liberty, SC 29657. It will cut open any spin-on type oil filter for inspection. Examine the material
trapped in the filter for evidence of internal engine damage, such as chips or particles from
bearings. In new or newly overhauled engines, some small particles of metallic shavings might
be found; these are generally of no consequence and should not be confused with particles
produced by impacting, abrasion or pressure. Evidence of internal engine damage found in the
oil filter justifies further examination to determine the cause.
(3) After the filter has been replaced, tighten the cartridge to 18 to 20 foot-pounds of torque.
Lockwire the bolt through the loops on the side of the housing to the drilled head of the
thermostatic valve. Be sure the lockwire is replaced at both the attaching bolt head and the
thermostatic oil cooler bypass valve. Use MS-20995-C41 safety wire.
3. Landing Gear
The landing gear consists of tires, brakes and oleo strut assemblies. These should be inspected for
scored piston tubes, possible hydraulic fluid leakage and security and condition of all connection points.
Check the brake linings for wear and frayed edges, and brake discs for scoring. Replace if necessary.
Minor servicing is described in the following paragraphs. For detailed services and overhaul instructions,
refer to Chapter 32.
A. Servicing Oleo Struts
CAUTION: DO NOT EXCEED SPECIFIED TUBE EXPOSURES.
Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the
impact of the wheels on the runway during landing. To obtain proper oleo action, the nose gear oleo
strut must have approximately 3.25 ± .25 inches of piston tube exposed, while the main gear struts
require approximately 4.50 ± .5 inches of tube exposure.
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WARNING: DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR FILLER
PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT CHAMBER PRESSURE
HAS DIMINISHED.
CAUTION: DIRT AND FOREIGN PARTICLES ACCUMULATE AROUND THE FILLER PLUGS OF
THE LANDING GEAR STRUTS. THEREFORE, BEFORE ATTEMPTING TO REMOVE
THESE PLUGS, THE TOPS OF THE STRUTS SHOULD BE CLEANED WITH
COMPRESSED AIR AND/OR WITH A DRY SOLVENT.
These measurements are taken with the airplane sitting on a level surface under normal static load
(empty weight of airplane plus full fuel and oil). If the strut has less tube exposed than that
prescribed, determine whether it needs air or oil by raising the airplane on jacks. With the strut
extended, remove the cap from the air valve at the top of the housing and depress the valve core to
allow air to escape from the strut piston until it is fully compressed. Allow the foam from the air-oil
mixture to settle and then determine if oil is visible up to the bottom of the filler plug hole. If the oil is
visible at the bottom of the hole, then all that is required is the valve be checked for unsatisfactory
conditions and air added as described in Inflating Oleo Struts, below. Should fluid be at any level
below the bottom of the filler plug hole, the oleo should be checked for leaks, etc, and oil added as
described in Filling Nose Gear Oleo Strut, below; or, Filling Main Gear Oleo Strut, below,
respectively. For repair procedures of the landing gear and/or oleo struts, refer to Chapter 32.
(1) Filling Nose Gear Oleo Strut
To fill the nose gear oleo strut with hydraulic fluid (MIL-H-5606), whether it be only the addition
of a small amount or if the unit has been completely emptied and will required a large amount,
it should be filled as follows:
(a) Raise the airplane on jacks until the nose wheel is completely clear of the ground.
(Refer to 7-10-00.)
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, remove the engine cowl and relieve air from the strut
housing chamber by removing the cap from the air valve and depressing the valve core.
(d) There are two methods by which the strut chamber may be filled as follows:
1 Method 1:
a Remove valve core from filler plug at the top of strut housing. Do not remove
plug.
b Attach one end of a clear plastic hose to the valve stem of the filler plug and
submerge the other end in a container of hydraulic fluid. Ascertain that the end
of the hose on the valve stem is tight and the fluid container is approximately
equal in height to the top of the strut housing.
c Fully compress and extend strut to draw fluid from the fluid container and expel
air from strut chamber. By watching the fluid pass through the plastic hose,
determine when the strut is full and no air is present in the chamber.
d When air bubbles cease to flow through hose, compress strut fully and remove
hose from the valve stem.
e With strut compressed, remove filler plug to determine that the fluid level is
visible up to the bottom of filler plug hole.
f Install core in filler plug. Apply an appropriate thread lubricant to threads of filler
plug and install plug in top of strut housing. Torque plug to 45 foot-pounds.
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2 Method II:
a Remove filler plug from top of strut housing.
b Raise strut piston until fully compressed.
c Pour fluid from a clean container through filler opening until it reaches bottom of
filler plug hole.
d Install filler plug finger tight. Extend and compress the strut two or three times to
remove any air that may be trapped in housing.
e Remove filler plug. Raise strut to full compression and fill with fluid if needed.
f Apply an appropriate thread lubricant threads of filler plug and install filler plug
in the top of strut housing. Torque plug to 45 foot-pounds.
(e) With airplane raised, compress and extend the gear strut several times. Ensure strut
actuates freely. The weight of the gear fork and wheel should extend strut.
(f) Clean off overflow of fluid, and inflate strut as described in Inflating Oleo Struts, below.
(g) Check that fluid is not leaking from around strut piston at bottom of housing.
(2) Filling Main Gear Oleo Strut
Fill partly full or completely emptied main gear oleo strut with MIL-H-5606 fluid as follows:
(a) Raise the airplane on jacks until the main wheel is off the ground.
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, remove a cap on top wing to gain access to top of strut
housing. Release air from strut housing chamber by removing cap from air valve and
depressing valve core.
(d) Fill the main gear housing by one or two methods which are as follows:
1 Method I:
a Remove valve core from filler plug at top of strut housing. Do not remove plug.
b Attach one end of a clear plastic hose to valve stem of filler plug and submerge
the other end in a container of hydraulic fluid.
c Fully compress and extend strut to draw fluid into the strut. By watching fluid
pass through plastic hose, determine when the strut is full and no air is present.
d When air bubbles cease to flow through hose, compress strut fully and remove
hose from valve stem.
e With strut fully compressed, remove filler plug to determine that fluid level is
visible up to bottom of filler plug hole.
f Install core in filler plug. Apply an appropriate thread lubricant to threads of filler
plug and install plug in the top of strut housing. Torque plug to 45 foot-pounds.
2 Method II:
a Remove the filler plug from the top of the strut housing.
b Raise the strut to full compression.
c Pour fluid from a clean container through the filler opening until it is visible at the
top of the strut chamber.
d Lower the gear until the wheel touches the ground and then fully compress and
extend the strut three or four times to remove any air from the housing.
e Raise the strut to full compression and if needed, fill with fluid to the bottom of
the filler plug.
f Apply thread lubricant (Parker 6PB) to the threads of the filler plug. Reinstall the
filler plug and torque to 45 foot-pounds.
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(e) With airplane raised, retract and extend gear strut several times to ascertain that the strut
actuates freely. The weight of gear fork and wheel should extend strut.
(f) Clean off overflow of fluid and inflate strut as described in Inflating Oleo Struts.
(g) Check that fluid is not leaking around the strut piston at the bottom of the housing.
(3) Inflating Oleo Struts
Make certain that oleo strut has sufficient fluid and that torque link is properly connected.
Attach a strut pump to air valve and inflate oleo strut to proper visible piston extension, or a
pressure of 250 ± 25 psi (for the main gear struts) and 225 ± 22.5 psi for the nose gear strut.
When using pressure method pistons must be fully extended by raising aircraft off ground.
(Refer to 7-10-00.)
When using the extension method, the aircraft should be fully serviced with fuel and engine oil
and resting on its landing gear. Inflate strut until correct inches of piston is exposed. Rock
aircraft several times to ascertain that gear settles back to the correct strut position. If a strut
pump is not available, raise aircraft and use line pressure from a high pressure air system.
Lower aircraft and, while rocking it, bring strut down to proper extension by releasing air from
valve.
Check for valve core leakage before capping valve.
B. Brake System
The brake system incorporates a hydraulic fluid reservoir, through which the brake system is
periodically serviced. Fluid is drawn from the reservoir by the brake cylinders to maintain the volume
of fluid required for maximum braking efficiency. Spongy brake pedal action is often an indication
that the brake fluid reservoir is running low on fluid. Instructions for filling the reservoir are given in
Filling Brake Cylinder Reservoir. When found necessary to accomplish repairs to any of the brake
system components, or to bleed the system, these instructions may be found in 32-40-00.
(1) Filling Brake Cylinder Reservoir
The brake cylinder reservoir is located on the left side of the firewall in the engine
compartment. It should be checked at every 50 hour inspection and replenished as necessary.
Fill with MIL-H-5606 fluid to level marked on reservoiR. No brake adjustment is necessary,
though they should be checked periodically per instructions given in 32-40-00.
(2) Draining Brake System
(a) Connect a hose to bleeder fitting on the bottom of the cylinder.
(b) Place other end of hose in a suitable container.
(c) Open bleeder fitting and slowly pump hand brake lever and appropriate brake pedal until
fluid ceases to flow.
(d) Clean brake system by flushing with denatured alcohol.
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C. Tires
The airplane may be equipped with either tubed or tubeless tires.
Tubeless tires are designed to permit any air or nitrogen that is trapped in the cords or that diffuses
through the liner to escape through special sidewall vents. This venting prevents pressure build-up
within the cord body which might cause tread, sidewall or ply separation. Discounting tire growth
after initial inflation, once the tire has been inflated, the maximum permissible pressure drop due to
diffusion is 5% in any 24 hour period.
Vent holes penetrate the sidewall rubber to, or into, the cord body and may vary in size, depth and
angle. Therefore, the amount of diffusion through these holes will vary.
When water or a soap solution is brushed over the outside of an inflated tubeless tire, bubbles form.
Some vents may emit a continuous stream of bubbles. Others may produce intermittent bubbles.
And some may not bubble at all. This variety is normal and does not mean that there is anything
wrong with the tire. In fact, as long as a tubeless tire is inflated, there will be some diffusion from the
vents. When the loss rate exceeds 5% in 24 hours, recheck for possible injuries. Vents should
remain open, so check periodically to make sure they have not been covered over or closed by tire
paint or spilled solvent. And since vents may be covered during retreading, check for evidence that
your retreads have been revented.
(1) Several basic characteristics of tubeless aircraft tires may be mistaken for problems:
(a) Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe
pressure drop. Simply inflate, wait for another 24 hours, then check pressure. It will
probably be within specs.
(b) Make sure that initial inflation is to recommended operating pressure to ensure full tire
growth.
(c) It is normal for tubeless tires to show a small amount of pressure leakage throughout the
life of the tires.
(2) Maintain tires at pressure specified in 6-00-00, Chart 1. When checking tire pressure, examine
tires for wear, cuts, bruises and slippage on the wheel. Check that index mark on tire is aligned
with index mark on wheel. Apply Age-Master #1 to tires to protect against ozone attack and
weathering as follows:
(a) Clean oil and grease from all tire surfaces.
(b) Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square foot. Cover
surface completely and evenly; allow to dry for 5 - 10 minutes.
(c) Apply second coat per step 2; allow to dry for 20 - 30 minutes before handling.
(d) Remove agent on wheel assembly with cleaning solvent.
(e) Apply as conditions dictate.
4. Battery
The battery is located in the aft fuselage, aft of the rear baggage compartment. Check battery for proper
fluid level. Do not fill battery above the baffle plates. Do not fill the battery with acid - use water only. A
hydrometer check will determine the percent of charge in the battery.
Check for spilled electrolyte and corrosion at each 50 hour inspection or every 30 days, whichever
comes first. Should corrosion be found on or around the battery, remove the battery and clean it and the
surrounding area in accordance with the instructions in 24-30-00.
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5. Oxygen System
See 35-10-00.
6. Inadvertent Ice Protection System (TKS) (If Installed.)
WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED.
NO DETERMINATION HAS BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO
REMOVE OR PREVENT ICE ACCUMULATION.
See Inadvertent Ice Protection System (TKS), 30-10-00, for a complete system description.
Ensure that the deicing fluid tank contains at least the minimum takeoff quantity of fluid (i. e. - 1/4 tank
(1.25 US GAL)), and that all system components are filled with fluid. If necessary, operate the pump until
all air is dispelled from components and pipelines (see Pump Priming, below). Recheck tank contents.
Run the system at least once a month during flight for at least 15 minutes. Running this system assures
that it is operational, flushes any dirt or debris from the porous panels, and exercises the pump. This
activity will assure the system is functional and available for use.
A. Deicing Fluid Tank
(1) Filling
Use only fluid meeting the following specifications: TKS 80, AL-5 (DTD 406B), or TKS R328.
Fluids conforming to these specifications may be mixed in any proportion.
CAUTION: ALWAYS LOCK THE DEICING FLUID TANK FILLER CAP BETWEEN FLUID
FILLS. MONITOR AIRCRAFT FUELING TO ASSURE NO FUEL IS PUMPED
INTO THE DEICING FLUID TANK.
The filler cap is located on the right wing, inboard of the fuel filler. The tank has a capacity of
4.5 US gallons usable. To preclude the possibility of contaminated fluid, always clean the top of
fluid containers before dispensing, and if required maintain a clean measuring vessel solely for
deicing fluid. Secure the filler cap immediately after filling.
(2) Fuel Contamination
If fuel has been inadvertently pumped into the deicing fluid tank, the tank must be serviced. Do
not operate the ice protection system with fuel in the tank. The contaminated fluid must be
drained (see below) completely from the tank, and the tank should be flushed with clean water.
At least two complete tanks of water (ten (10) US GAL) should be drained through the system.
After the system has been thoroughly flushed, it must be filled and primed (see Pump Priming,
below).
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Press in here.
TKS Drain Valve

Figure 2
(3) Draining
In the event that the deicing fluid tank must be drained, use the system drain valve located on
the lower, right inboard surface of the wing, forward of the landing gear area and main spar.
See Figure 2.
This valve can be locked open by pressing into the valve stem with a screwdriver, and turning
the stem 1/4 turn. This action will allow the entire contents to be drained without holding the
valve open.
After draining, return the valve to the closed position. When the tank has been drained, the
pump must be primed. See Pump Priming below.
(4) Strainer
The deicing fluid strainer in the fluid tank outlet should not require cleaning unless there is a
definite indication of foreign matter in the tank. If foreign matter is found in the tank, flush the
tank with clean water if foreign materials are evident in the bottom of the tank.
B. Pump Priming
The metering pump is not self priming and may require priming in the event the deicing fluid tank is
run dry or emptied completely. Once prime is established, the pump will maintain the prime unless
air re-enters the pump. If priming is required, locate the system drain valve on the lower, right
inboard wing, near the landing gear. The valve is forward of the main spar. Fill the deicing fluid tank
completely. The valve is operated by pressing a screwdriver or center-pin cup into the valve, similar
to fuel strainers. The pin may be held in momentarily to drain for priming.
For complete pump priming, one (1) quart of fluid must be drained. The fluid may be returned to the
tank if kept clean. Assure that the drain valve is closed and not leaking fluid after use.
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SCHEDULED SERVICING
Routine cleaning and lubrication of the airplane and its component parts will significantly extend its
service life and reduce the frequency of repairs.
1. Fuel Filter
At intervals of 50 hours or 90 days, whichever comes first, clean the fuel screen/filter (i.e. - strainer). The
filter in the bowl of the fuel selector valve (refer to Figure 1) is located under the floorboard, aft of the
main spar and is accessed from below the airplane, through an access plate.
2. Induction Air Filter
Check induction air filter each 50 hour maintenance inspection. Clean or replace if found to be dirty.
Replace the filter after one year, ten cleanings or 500 flight hours, whichever comes first.
A. Removing
(1) Remove lower engine cowling.
(2) 6X only: Remove wing nuts securing air filter cover plate located on lower left aft engine
section.
6XT only: Remove screws securing air filter retainer located between the propeller and nose
wheel.
(3) Remove air filter.
Fuel Filter Bowl and Screen

Figure 1
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B. Cleaning
(1) 6X only:
(a) Tap gently to remove dirt particles. Do not blow out with compressed air.
(b) Flush excessively dirty filter with running water (less than 40 psi) and soak it in a solution
of Donaldson D-1400 compound and water. Do not use solvents or gasoline. Rinse until
clear water comes through the filter.
(c) Dry filter thoroughly before inspection. Mechanical dryers may be used provided the
heated air is circulated and maintained below 180 °F. Do not use a light bulb.
(d) Inspect filter medium for holes or tears and insure frame provides a good air seal.
Replace defective filters.
(2) 6XT only:
(a) To clean filter, blow out with compressed air from gasket side; or,
(b) Wash in warm water and mild detergent and dry.
(c) Do not use oil.
C. Installation
After cleaning or replacing the filter, install the filter in the reverse order of removal.
(1) Position air filter on engine.
(2) Secure air filter using cover plate with wingnuts (6X) or retainer and screws (6XT).
(3) Install lower engine cowling.
3. Alternate Air Door
The alternate door is located in the air induction box to provide a source of air to the engine should there
be an air stoppage through the filter system. The following should be checked during inspection:
A. Check that air door seals are tight and that the hinge is secure.
B. Check that when the cockpit control is in the closed position the door is properly seated in the
closed position.
C. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
D. Check the cockpit control cable for free travel.
4. Propeller
Inspect spinner, back plate and propeller surfaces for nicks, scratches, corrosion and cracks. Remove
minor nicks and scratches per instructions in 61-10-00. Paint face of each blade with a flat paint to retard
glare. Wipe surfaces with a light oil or wax to prevent corrosion.
Inspect propellers for grease or oil leakage and freedom of rotation on the hub pilot tube. To check
freedom of rotation, rock the blade back and forth through the slight freedom allowed by the pitch
change mechanism. Lubricate the propeller at 100 hour intervals in accordance with the Lubrication
Chart.
Additional service information for the propeller may be found in Chapter 61.
5. Electrical System
Servicing the electrical system involves adding distilled water to the battery to maintain correct
electrolyte level, and checking for any spilled electrolyte that would lead to corrosion. The security of all
electrical connections should be checked as well as the operation of all lights, general condition of the
generator or alternator and starter. All electrical wires should be inspected for chafing and bare wires.
For detailed information on this system, refer to 24-30-00 of this manual.
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6. Tire Balance
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will
usually remain balanced for the life of the tire without having any shimmy or flat spots.
A. TIre Balancer
An inexpensive balancing fixture that will balance almost any light aircraft tire can be made from the
materials shown in Figure 2.
(1) Chamfer top edges of -3 sides, leaving 1/16 inch flat on top of the inboard edge. Rivet -2 tees
to -3 sides using AN 470-AD5 rivets, with 2 inch spacing, and using AN 426-AD5 rivets ( 2 inch
center to center ) to secure -2 tees to -1 base. If tee extrusion is unavailable, heavy angle
extrusion could be used. -3 sides must be vertical.
(2) The -4 axle must slide through the -8 pipe, the -5 nuts are made by reaming the existing
threads in the AN 365-624 nuts with an R drill, then tapping them with a 1/8-27 pipe tap.
(3) The -6 spacers were made from 1/2 inch aluminum tubing, the two lengths of spacers are
suitable for balancing most any aircraft wheel.
(4) The -7 bushings may be made from one inch phenolic or aluminum using a 1-1/2 inch hole
saw to cut out the smaller bushing and a 1-3/4 hole saw to cut out the larger. By inserting a 1/4
inch long threaded bolt through the pilot hole and securing with a washer and nut, a drill press
and file may be used to make the off-set on the bushing. The turned-down part should just
slide inside the bearing race and then ream the pilot hole to slide over the -8 pipe threads.
(5) The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe die,
this will be thread 3 inches in from each end of the pipe.
Tire Balancer
Figure 2
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B. Procedure
Balance tires as follows:
(1) Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts.
Install the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts,
install the wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel
halves touch each other.. Be sure the bolt holes are aligned. Insert the -4 axle through the -8
pipe and place the wheel in the center of the balancer. Make sure the axle is only on the
chamfered edges of the balancer and that it is at 90° to the sides of the balancer.
(2) Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the
bottom. Tape a ounce patch across the top center of the tire. Rotate the tire 45° and release it
again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire and
release it. Continue this procedure until the tire is balanced.
(3) When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When
the cement has dried, install the patches making certain they are on the centerline of the tire
and aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air,
etc.
(4) When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of
the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in 6-00-00, Chart 1, and recheck the balance. The wheel should not be
more than one ounce out of balance.
CHART 1
THREAD LUBRICANTS
Line Lubricant
Brakes MIL-H-5606
WARNING: DO NOT PERMIT MIL-T-5544 ANTI-SEIZE COMPOUND TO ENTER SYSTEM. APPLY TO

FITTING THREADS ONLY.
Air Conditioning Refrigerant MIL-T-5544, Anti-Seize Compound
Fuel MIL-T-5544, Anti-Seize, Graphite Petrolatum
Landing Gear Air Valve MIL-PRF-907E (Kopr-Kote) Anti-Seize Compound
Oil MIL-G-6032, Lubrication Grease

(Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (JAN-A-669) Anti-Seize Compound

(White Lead Base)
CAUTION: LUBRICATE ENGINE FITTINGS ONLY WITH THE FLUID CONTAINED IN THE
PARTICULAR LINE.
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7. Lubrication
Proper lubrication procedures are valuable for prolonging the service life of the airplane and as a means
of reducing the frequency of extensive and expensive repairs. The periodic application of recommended
lubricants to their relevant bearing surfaces, combined with cleanliness, as detailed in the following
paragraphs, ensures maximum efficiency and utmost service of all moving parts. Lubrication instruction
regarding the locations, time intervals, and type of lubricants used are found in proper lubrication charts.
A. To ensure the best possible results from the application of lubricants, observe the following
precautions:
NOTE: If the air plane is inactive for long periods of time, it should be lubricated in
accordance with the Lubrication Charts every 90 days.
(1) Use only recommended lubricants. Where general purpose lubricating oil is specified, but
unavailable, clean reciprocating engine oil may be used as a satisfactory substitute.
(2) Check components for evidence of excessive wear and replace as necessary.
(3) Remove all excess lubricants from components to prevent collecting dirt and sand in quantities
capable of causing excessive wear or damage to bearing surfaces.
B. Application of Grease
When lubricating bearings and bearing surfaces with a grease gun, ensure gun is filled with new,
clean grease of the grade specified for the particular application before applying lubricant to grease
fittings.
(1) If a reservoir is not provided around a bearing, apply lubricant sparingly and wipe off excess.
(2) Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent.
When packing with grease, be sure the lubricant enters the space between the rollers in the
retainer ring. Do not pack the grease into the wheel hub.
(3) Use extra care when greasing propeller hub to avoid blowing clamp gaskets. Remove one
grease fitting and apply grease to the other fitting until fresh grease appears at the hole of the
removed fitting. Uneven greasing effects propeller balance.
C. Application of Oil
If specific lubrication instructions for certain components are not available, observe the following
precautions:
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR, FLIGHT
CONTROLS, FLAP TRACKS, ELEVATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
(1) Apply oil sparingly. Never apply more than enough to coat the bearing surfaces.
(2) Do not oil control cables.
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D. Lubrication Charts
The lubrication charts consist of individual illustrations for the various aircraft systems. Each
component to be lubricated is indicated by a number, the type of lubricant and the frequency of
application. Special instructions, Cautions, and Notes are listed at the beginning of the lubrication
charts, with each applicable component illustration, and are consistent throughout.
CAUTION: MIL-G-23827 AND MIL-G-81322, CONTAIN CHEMICALS WHICH MAY BE HARMFUL
TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122DF) WILL ATTACK ANY ACRYLIC
BASED PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND
ITS COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CHART 2
SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - Clean exterior with a quick-drying solvent before lubricating.
2. LUBRICATION POINTS - Wipe all lubrication points clean of old grease, oil, dirt, etc., before lubricating.
3. WHEEL BEARINGS - Disassemble and clean with a quick-drying solvent. Ascertain that grease is
packed between the roller and cone. Do not pack grease in wheel housing. Wheel bearings require
cleaning and repacking after exposure to any abnormal quantity of water.
4. OLEO STRUTS, HYDRAULIC PUMP RESERVOIR AND BRAKE RESERVOIR - Fill per instructions on
unit or container, or refer to applicable chapter in this manual.
5. DOOR SEALS - Apply release agent/dry lubricant to door seals at least once a month to improve
sealing characteristics and to prevent the seal from sticking.
6. CONTROL CABLES - Do not oil control cables. Grease control cables where they pass over a pulley or
through a fairlead.
7. AIR FILTER (6X only) - To clean filter, tap gently to remove dirt particles or wash in warm water and
mild detergent and dry. Do not blow out with compressed air. Do not use oil. Replace filter if damaged.
7A. Air Filter (6XT only) - To clean filter, blow out with compressed air from gasket side or wash in warm
water and mild detergent and dry. Do not use oil.
8. Oil and Filter - Lycoming recommends changing the oil and filter every 50 hours or four months,
whichever comes first.
9. See the latest revision of Lycoming Service Instruction No. 1014 for use of detergent oil.
10. O-RING, CONTROL WHEEL SHAFT BUSHING - Disassemble the retainer plates and lubricate the O-
ring around the control wheel shaft bushing as required.
11. PROPELLER - For each blade: remove a grease fitting; apply grease through the remaining fitting until
fresh grease appears at hole of removed fitting. If annual usage is significantly less than 100 hours,
increase lubrication frequency to every six months.
12. AIR CONDITIONING CONDENSER DOOR ACTUATING TRANSMISSION - Transmission to be 1/2 full
of grease. Apply grease during assembly and lubricate transmission ball nut and screw with
MIL-G-23827C grease.
13. FUEL SELECTOR VALVE - Lubricate area where detent ball moves across cover plate (on external
valve only).
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CHART 3
LUBRICATION - MAIN LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. OLEO STRUT FILLER POINT (See Spec. Instr. 4 and CAUTION) MIL-L-5606 AS REQUIRED
2. TORQUE LINK BUSHINGS, UPPER & LOWER (See Spec. Instr. 1) MIL-G-23827 100 HRS
3. TORQUE LINK CONNECTOR BUSHING (See Spec. Instr. 1) MIL-G-23827 100 HRS
4. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 3) TEXACO MARFAX
ALL PURPOSE GREASE
OR MOBIL GREASE 77
(OR MOBIL EP2 GREASE)
MIL-G-3545C 100 HRS
5. EXPOSED MAIN OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT/
DRY LUBRICANT
MIL-L-60326 100 HRS
6. BRAKE RESERVOIR (See Spec. Instr. 4 and CAUTION) MIL-H-5606 AS REQUIRED
CAUTION: DO NOT USE HYDROLIC FLUID WITH A CASTOR OIL OR ESTER BASE.
PAGE 8
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CHART 4
LUBRICATION - NOSE LANDING GEAR
1. NOSE GEAR OLEO STRUT FILLER POINT
(See Spec. Instr. 4 and CAUTION) MIL-H-5606 AS REQUIRED
2. STEERING BELLCRANK PIVOT POINTS AND STEERING ROD ENDS
(See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
3. SHIMMY DAMPENER PIVOT POINT (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
4. TORQUE LINK ASSEMBLY (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
5. NOSE WHEEL BEARINGS (See Spec. Instr. 3) TEXACO MARFAX
ALL PURPOSE GREASE
OR MOBIL GREASE 77
(OR MOBIL EP2 GREASE)
MIL-G-3545C 100 HRS
6. STEERING ROD (See Spec. Instr. 2) PARKER O-RING
LUBRICANT 100 HRS
7. EXPOSED OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT/
DRY LUBRICANT
MIL-L-60326 100 HRS
CAUTION: DO NOT USE HYDROLIC FLUID WITH A CASTOR OIL OR ESTER BASE.
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CHART 5
LUBRICATION - CONTROL SYSTEM, PART 1
1. AILERON HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
2. FLAP HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
3. STABILATOR HINGE PINS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
4. RUDDER HINGE BEARINGS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
5. CONTROL CABLE PULLEYS (See Spec. Instr. 6 and CAUTION) MIL-PRF-7870C 100 HRS
6. STABILATOR TRIM CONTROL WHEEL (See Spec. Instr. 1 and CAUTION) MIL-PRF-7870C 100 HRS
7. O-RING, CONTROL SHAFT BUSHING (See Spec. Instr. 2 and CAUTION) PARKER O-RING
LUBRICANT AS REQUIRED
8. TEE BAR PIVOT POINT (See Spec. Instr. 1 and CAUTION) MIL-PRF-7870C 100 HRS
9. CONTROL COLUMN CHAIN (See Spec. Instr. 2 and CAUTION) MIL-PRF-7870C 500 HRS
10. CONTROL COLUMN FLEX JOINTS AND SPROCKET
(See Spec. Instr. 2 and CAUTION) MIL-PRF-7870C 100 HRS
11. STABILATOR CONTROL (See Spec. Instr. 1 and CAUTION) MIL-PRF-7870C 100 HRS
12. AILERON, STABILATOR, AND RUDDER CONTROL CABLES,
AND STABILATOR TRIM CABLES (See Spec. Instr. 2, 6, and CAUTION)
( Not Shown ) MIL-G-23827 100 HRS
CAUTION: DO NOT OVER LUBRICATE COCKPIT CONTROLS.
PAGE 10
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CHART 6
1. FLAP TORQUE TUBE BEARING BLOCKS (See Spec. Instr. 2) MIL-PRF-7870C 100 HRS
2. FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
3. FLAP HANDLE PIVOT POINT, LOCK MECHANISM, AND TURNBUCKLE END MIL-PRF-7870C 100 HRS
(See Spec. Instr. 1 & 2)
4. FLAP RETURN AND TENSION CHAINS (See Spec. Instr. 2) MIL-PRF-7870C 100 HRS
5. AILERON BELLCRANK PIVOT POINTS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
6. AILERON CONTROL ROD END BEARINGS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
7. AILERON BELLCRANK CABLE ENDS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
8. FLAP CABLE (See Spec. Instr. 2, 6, and CAUTION)
( Not Shown ) MIL-G-23827 100 HRS
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1. RUDDER TUBE BEARING BLOCKS (See Spec. Instr. 2 & 12) RELEASE AGENT/
DRY LUBRICANT
MIL-L-60326 100 HRS
2. TOE BRAKE CYLINDER ATTACHMENTS (See Spec. Instr. 1 & 12) MIL-PRF-7870C 100 HRS
3. RUDDER TUBE CONNECTIONS (See Spec. Instr. 1 & 12) MIL-PRF-7870C 100 HRS
4. BRAKE ROD ENDS (See Spec. Instr. 1 & 12) MIL-PRF-7870C 100 HRS
5. RUDDER TUBE CABLE ENDS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
6. NOSE GEAR STEERING ROD ENDS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
7. RUDDER ARM CABLE ENDS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
8. STABILATOR TRIM SCREW (See Spec. Instr. 2) LUBRIPLATE #907,
FISKE BROS. REFINING CO.,
OR, MIL-G-7711 100 HRS
9. STABILATOR SCREW/TAB LINKS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
10. STABILATOR HINGE POINTS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
11. RUDDER TRIM ASSEMBLY (See Spec. Instr. 1 & 12) MIL-PRF-7870C 100 HRS
PAGE 12
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CHART 8
LUBRICATION - POWERPLANT AND PROPELLER
1. ENGINE SUMP AIR TEMPERATURE MIL-L-6082 MIL-L-22851 50 HRS
LUBRICATING OIL, (ASHLESS DISPERSANT)
AIRCRAFT RECIPROCATING ALL SAE 15W50 OR 20W50
ENGINE (PISTON) ABOVE 80°F (26.67°C) SAE 60 SAE 60
ABOVE 60°F (15.55°C) SAE 50 SAE 40 OR SAE 50
30° TO 90°F (-1.11° TO 32.22°C) SAE 40 SAE 40
(See Spec. Instr. 8 & 9) 0° TO 70°F (-17.77° TO 21.11°C) SAE 30 SAE 40, 30, 20W40
BELOW 10°F (-12.22°C) SAE 20 SAE 30, 20W30
2. CARTRIDGE TYPE OIL FILTERS (See Spec. Instr. 8 & 9) 50 HRS
3. AIR FILTER (See Spec. Instr. 7, or 7A) 50 HRS
4. PROPELLER ASSEMBLY (See Spec. Instr. 2 & 11) AeroShell 6 100 HRS
5. ENGINE CONTROL AND ENVIRONMENTAL
CONTROL PIVOT POINTS (See Spec. Instr. 1 and CAUTION) MIL-PRF-7870C 100 HRS
6. FRESH AIR VENT SHAFTS (See Spec. Instr. 2) MIL-G-7711 500 HRS
7. ALTERNATOR IDLER PULLEY BEARING (See Spec. Instr. 2) MIL-G-81322 100 HRS
PAGE 14
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CHART 9
LUBRICATION - FUEL SELECTOR
1. FUEL SELECTOR LINKAGE (See Spec. Instr. 1 and CAUTION) MIL-PRF-7870C 100 HRS
2. FUEL SELECTOR VALVE COVER PLATE (See Spec. Instr. 13) RELEASE AGENT/
DRY LUBRICANT
MIL-L-60326 100 HRS
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CHART 10
LUBRICATION - CABIN DOORS, BAGGAGE DOORS, AND SEATS
1. DOOR HINGES (See Spec. Instr. 2) MIL-PRF-7870C 100 HRS
2. DOOR SEALS (See Spec. Instr. 5) RELEASE AGENT/
DRY LUBRICANT
MIL-L-60326 50 HRS
3. DOOR LATCH MECHANISMS (See Spec. Instr. 2) MIL-PRF-7870C 500 HRS
4. SEAT TRACK ROLLERS, STOP PINS AND REAR SEAT LUBRIPLATE #907
LEG RETAINER (CLIP AND CAM) FISKE BROS. REFINING CO.,
(See Spec. Instr. 2) OR, MIL-G-7711 100 HRS
5. SEAT LATCH STOP PIVOT POINT (COPILOT)
(See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
PAGE 16
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CHART 11
LUBRICATION - AIR CONDITIONING CONDENSER
1. CONDENSER HINGE AND ACTUATORS (See Spec. Instr. 1) MIL-PRF-7870C 100 HRS
2. CONDENSER DOOR ACTUATING TRANSMISSION (See Spec. Instr. 12) MIL-G-23827 500 HRS
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CHAPTER
20
STANDARD
PRACTICES
- AIRFRAME
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CHAPTER 20
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CHAPTER 20 - STANDARD PRACTICES - AIRFRAME
TABLE OF CONTENTS
GENERAL 20-00-00 1 2C7

Description 1 2C7
Torque Wrenches 1 2C7
Installing Rod End Bearings 2 2C8
Removing Cherrylock Rivet 3 2C9
Identification of Fluid Lines 4 2C10
Flareless Tube Assemblies 4 2C10
Nylon Tubing Couplings 7 2C13
Support Clamps 11 2C17
Threaded Fastener Installation 12 2C18
PAINTING 20-20-00 1 2C21

Painting Safety 1 2C21
Polyurethane Paint Safety 1 2C21
Paint Application 2 2C22
Painting Sequence 2 2C22
Color Matching 2 2C22
Trim and Registration Numbers 2 2C22
Paint System Compatibility 3 2C23
Common Paint Troubles 3 2C23
Storage 4 2C24
Painting Facility 4 2C24
Aircraft Finish Care 4 2C24
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PAGE 2
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GENERAL
1. Description
This chapter contains general information pertaining to standard aircraft hardware installation and
removal practices.
The information included will be very helpful if it is referred to on a regular basis.
If non-destructive testing is needed after repair of 4130 steel, use the magnaflux method.
Testing and inspecting of aluminum castings and machined aluminum parts may be done by the dye
penetrant method.
Usually, a good visual inspection with a 10X magnifying glass will show any damage or defect in a repair
that is of a significant nature.
2. Torque Wrenches
Torque wrenches should be checked daily and calibrated by means of weights and a measured lever
arm to make sure that inaccuracies are not present. Checking one torque wrench against another is not
sufficient and is not recommended. Some wrenches are quite sensitive as to the way they are supported
during a tightening operation. Any instructions furnished by the manufacturer must be followed explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a
simple mathematical equation must be worked out to arrive at the correct torque reading. Following is
the formula to be used: (Refer to Figure 1.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or
listed for that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: C=AxT
A+B
EXAMPLE: A bolt requires 30 foot pounds and a 3 inch adapter (one-quarter of a foot or
0.25’) is needed to get at it. You want to know what scale reading it will take on
a one-foot lever arm wrench to obtain the 30 foot pounds at the bolt.
C = 1 x 30 or C= 30
1 + 0.25 1.25
Remember, the 3 inch adapter must be projecting 3 inches straight along the wrench axis. In
general, avoid all complex assemblages or adapters and extensions of flex joints.
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Torque Wrench Formula

Figure 1
3. Installing Rod End Bearings

Install rod end bearings as shown in Figure 2.
Installing Rod End Bearings

Figure 2
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4. Removing Cherrylock Rivets

Use following procedure to remove cherrylock rivets:
A. To remove from thick material, use a tapered steel drift
pin to drive out rivet stem. (See Figure 3, View 1.)
CAUTION: DRIVING OUT THE LOCKED STEM OF
RIVETS INSTALLED IN THIN MATERIAL
MAY DAMAGE THE MATERIAL.
NOTE: Drilling completely through the rivet sleeve,
when removing rivets, tends to enlarge hole.
B. To remove from thin material, drill away tapered portion
of stem to destroy the lock. Use a small center drill bit
on top of the rivet stem to provide a guide for a larger
bit. (See Figure 3, Views 2 and 3.)
C. Pry remainder of locking collar out of rivet head with a
drift pin. (See Figure 3, View 3.)
D. Drill almost, but not completely, through head of rivet.
Use a drill bit the same size as the rivet shank.
(See Figure 3, View 4.)
E. Use a drift pin as a lever to break off rivet head.
(See Figure 3, View 5.)
F. Drive out remaining rivet shank with a pin having same
diameter as rivet shank. (See Figure 3, View 6.)
Removing Cherrylock Rivets

Figure 3
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5. Identification of Fluid Lines (Refer to Figure 4.)

Aircraft fluid lines are identified by color code markers, words and geometric symbols. The markers
identify each line`s function, content, primary hazard, and the direction of fluid flow.
Most fluid lines are marked with 1 inch tape or decals. Paint is used on lines in the engine induction
system.
Certain lines may also be identified as to the specific function within a system. For example: DRAIN,
VENT, PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM. Lines containing toxic materials are marked TOXIC. Line
containing physically dangerous materials, such as oxygen, nitrogen, or freon, are marked PHDAN.
The aircraft and engine manufacturer is responsible for the original installation of identification markers,
Aircraft maintenance personnel are responsible for their replacement when it becomes necessary.
Tapes, paint, tags and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. Identification markers are also placed immediately adjacent to each valve,
regulator, filter or other accessory within a line.
6. Flareless Tube Assemblies
NOTE: See 35-10-00 for installation of oxygen system tubing and fittings.
The use of flareless tube fittings eliminates all tube flaring. An operation, referred to as presetting, is
necessary prior to installing a new flareless tube assembly. Presetting is performed as follows:
A. Cut tube to correct length. Ensure ends are perfectly square. Deburr inside and outside of tube. Slip
nut, then sleeve, over the tube. (Refer to Figure 5, Step 1.)
B. Lubricate fitting and nut threads as specified in table contained in Figure 5.
C. Place fitting in a vise (refer to Figure 5, Step 2). Hold tubing firmly and squarely on seat in fitting.
(Tube must bottom firmly in the fitting.) Tighten nut until cutting edge of sleeve grips tube. This point
is determined by slowly turning tube back and forth while tightening nut. When tube no longer turns,
nut is ready for final tightening.
D. Final tightening depends upon type and size of tubing. On aluminum alloy tubing up to and including
half inch outside diameter, tighten nut from 1 to 1-1/6 turns. On aluminum alloy tubing over half inch
outside diameter, or steel tubing, tighten nut from 1-1/6 to 1-1/2 turns.
E. After presetting the sleeve, disconnect tubing from fitting and check the following points (refer to
Figure 5, Step 3):
(1) Tube extends 3/32 to 1/8 inch beyond sleeve pilot to prevent blow off.
(2) Sleeve pilot contacts tube. A maximum clearance of 0.005 inch for aluminum alloy tubing, or
0.015 inch for steel tubing, is acceptable.
(3) A slight collapse of tube at sleeve cut is permissible. No movement of sleeve pilot, except
rotation, is permissible.
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Hose, Tube, and Line Markings

Figure 4
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Presetting Flareless Tube Fittings

Figure 5
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7. Nylon Tubing Couplings

A. Disassembly (See Figure 6.)
(1) Hold the coupling body, unscrew the coupling nut(s) and extract the tubing from the coupling.
Remove and discard the sealing ring(s).
NOTE: When disassembling a coupling always hold the coupling body with a suitable wrench
while unscrewing the coupling nut.
(2) In the case of a bulkhead coupling, remove the tubing as detailed above, then hold the
coupling body using a suitable wrench and remove the locking nut from the extended thread of
the coupling. Extract the coupling from the bulkhead.
Nylon Tubing Coupling (Typical)

Figure 6
B. Inspection
(1) Visually examine all component parts for damage, corrosion and wear with particular attention
to corrosion and cracking of aluminum alloy components.
(2) Examine the anti-seize coating on all aluminum alloy external threads. If more than 20% of the
total thread area is exposed renew the coating or reject the component.
(3) Check the olives for damage and overtightening. The olive may be capable of rotation by hand
on the tube, but must not be obviously loose. Suspect olives should be removed and the joint
reclenched as detailed in Remaking a Coupling, below.
(4) Check the nylon tube for cuts, cracks, abrasion and damage caused by crushing and kinking.
Check that the tubing is not permanently deformed in the region of the olive in such a way as
to make the olive loose (see Figure 7). Discoloration of the tubing is not detrimental and is
therefore acceptable.
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C. Remaking a Coupling
If a tubing end becomes damaged or a fluid line needs to be replaced, the coupling ends will need
to be remade as follows:
CAUTION: TO PREVENT TENSION OCCURRING AT THE COUPLING, ENSURE THAT THE
TUBING IS SUFFICIENTLY LONG TO ALLOW AT LEAST THREE PERCENT (3%)
OR ONE (1) INCH SLACK PER THREE (3) FEET OF TUBING WHEN THE TUBING
IS INSTALLED AND CLIPPED IN POSITION.
THE OLIVE MUST BE CLENCHED TO THE TUBING BEFORE THE INTRODUCTION
OF THE SEALING RING. CLENCHING THE OLIVE WITH THE SEALING RING IN
POSITION WILL PREVENT THE OLIVE FROM LOCKING CORRECTLY ON THE
TUBING AND WILL DESTROY THE SEALING RING. ALWAYS USE A NEW
SEALING RING WHEN ASSEMBLING ANY COUPLING.
(1) Slide the nut along the tubing away from the olive.
(2) Cut the tubing square as close as possible behind the olive to remove the damaged olive and
tubing.
(3) Assemble a new olive onto the tubing and remake the coupling joint as detailed in the following
paragraphs.
NOTE: The olive may be clenched to the tubing using the coupling components but to obtain
maximum coupling security the use of a clenching tool is recommended.
(4) Clenching an Olive Using a Clenching Tool.
Clenching tools in various sizes are available from your Piper Dealer.
NOTE: The clenching tools for 3/16 inch and 5/16 inch O.D. tubing are fitted with a support
spigot. Ensure that the spigot is correctly fitted in the tool before use.
(a) Cut the end of the tubing square and remove all burrs.
(b) Assemble the nut and love over the end of the tubing and press the end of the tubing fully
home into the end of the clenching tool.
(c) Slide the nut and olive towards the end of the clenching tool, engage the nut and tighten
finger tight. Ensure that the spigot on the outer end of the olive is correctly located in the
bore of the nut.
(d) Tighten the nut until the torque begins to rise rapidly, approximately 315 degrees from
finger tight. A correctly clenched olive should be obtained if tightening ceases just after
the point where rapid torque increase begins.
(e) Unscrew the nut and remove the tubing from the clenching tool.
(f) Refer to Figure 7 and check that the olive is correctly clenched onto the tubing and the
required length of tubing extends beyond the clenched end of the olive.
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Olive Clenching
Figure 7
(5) Clenching an Olive Using a Coupling Body.

CAUTION: USE A COUPLING BODY ONLY ONCE TO CLENCH AN OLIVE. AFTER
CLENCHING ENSURE THE COUPLING BODY IS PUT INTO SERVICE.
USING A COUPLING BODY FOR CLENCHING WILL CAUSE RAPID WEAR TO
THE INTERNAL CONICAL BORE OF THE COUPLING LEADING TO
INCORRECT CLENCHING OF THE OLIVE. THE SAME COUPLING BODY
MUST NOT BE USED REPEATEDLY FOR CLENCHING OLIVES.
NOTE: The preferred method of clenching an olive to the tubing is by use of a clenching tool
(see paragraph above). If required, a satisfactory but less strong joint may be obtained
using a coupling body in place of a clenching tool.
(a) Cut the end of the tubing square and remove all burrs.
(b) Assemble the nut and olive over the end of the tubing and press the tubing fully home in
the coupling body.
(c) Slide the nut and olive towards the coupling body, engage the nut and tighten finger tight.
Ensure that the spigot on the outer end of the olive is correctly located in the bore of the
nut.
CAUTION: IF THE COUPLING IS PART OF AN ASSEMBLED COMPONENT, DO NOT
PERMIT THE COUPLING TO ROTATE DURING THE CLENCHING
OPERATION.
(d) Tighten the nut until the torque begins to rise rapidly, approximately 315 degrees from
finger tight. A correctly clenched olive should be obtained if tightening ceases just after
the point where rapid torque increase begins.
(e) Unscrew the nut and remove the tubing from the coupling body.
(f) Refer to Figure 7 and check that the olive is correctly clenched onto the tubing and the
required length of tubing extends beyond the clenched end of the olive.
2C15 20-00-00 AugPAGE 9

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MAINTENANCE MANUAL
D. Assembly
(1) If required, renew the anti-seize coating on aluminum alloy external threads as follows:
(a) Remove all traces of existing anti-seize compound using trichloroethane or a suitable
chemical solvent.
(b) Mix the Moly-vi-Bond anti-seize compound in accordance with the manufacturers
instructions, brush coat to cover the engaging parts of external thread.
CAUTION: WHEN FITTING A NEW SEALING RING ENSURE THAT IT IS CORRECTLY
LOCATED AND NOT TRAPPED OR TWISTED.
(2) Place a new sealing ring over the end of the tubing, then insert the tubing into the coupling
body and guide the sealing ring into the recess at the end of the coupling body.
(3) Push the tubing towards the coupling body so that the olive retains the sealing ring in position,
engage the nut and tighten finger tight.
(4) Torque nut to appropriate value per Chart 1.
(5) Safetywire the nut.
CHART 1
TORQUE VALUE FOR COUPLED FITTINGS
NUT SIZE TORQUE VALUE
3/16 in. aluminum installed on nylon tube and connected to an 32 IN-LBS
aluminum fitting (nut P/N starting with “MN”)
3/16 in. stainless steel installed on nylon tube and connected to 36 IN-LBS
a stainless steel fitting (nut P/N starting with “ZN”)
3/16 in. stainless steel installed on stainless steel and 60 IN-LBS

connected to a stainless steel fitting (nut P/N starting with “ZN” )
5/16 in. aluminum installed on nylon tube and connected to an 50 IN-LBS

½ in. aluminum installed on nylon tube and connected to an 115 IN-LBS

PAGE 10
Aug 15/07 20-00-00 2C16
MAINTENANCE MANUAL
8. Support Clamps
Support clamps are used to secure the various lines to the airframe or power plant assemblies. Several
type of support clamps are used for this purpose. The rubber cushioned and plain are the most
commonly used clamps. The rubber cushioned clamp is used to secure lines subject to vibration; the
cushioning prevents chafing of the tubing. The plain clamp is used to secure lines in areas not subject to
vibration.
A teflon cushioned clamp is used in areas where the deteriorating effects of hydraulic fluid or fuel is
expected, however, because it is less resilient, it does not provide as good a vibration damping effect as
other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel and oil lines in place. Unbonded clamps should be
used only for securing wiring. Remove any paint or anodizing from the portion of the tube at the bonding
clap location. Make certain that clamps are of the correct size. Clamps or supporting clips smaller than
the outside diameter of the hose may restrict the flow of fluid through the hose.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in Chart 2.
CHART 2
MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
Distance Between Supports (IN.)
Tube O.D. (IN.) Aluminum Alloy Steel
1/8 9-1/2 11-1/2
3/16 12 14
1/4 13-1/2 16
5/16 15 18
3/8 16-1/2 20
1/2 19 23
5/8 22 25-1/2
3/4 24 27-1/2
1 26-1/2 30
2C17 20-00-00 Aug

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MAINTENANCE MANUAL
9. Threaded Fastener Installation (PIR-PPS20015-1, Rev. S.)
A. Fastener Lengths
Fastener lengths must be long enough to prevent bearing loads on threads. The complete chamfer
or end radius of the fastener or screw must extend through the nut.
The specified fastener grip length can be varied by one size (longer or shorter) to meet
requirements stated above. Where needed, use a maximum of two standard filler washers (spacers)
under the nut to adjust for fastener length or alignment of cotter key hole. Where nutplates are used,
adjust for protruding head fastener length by using up to a maximum of two standard filler washers
under the fastener head.
B. Washer Usage
Add a maximum of two NAS1149 washers (of the correct diameter, material and finish that matches
the fastener being installed) under fastener heads or nuts to correct for variations in material
thickness within the tolerances permitted.
C. Self-locking Fasteners
The use of self-locking nuts, fasteners and screws, including fasteners with non-metallic inserts is
subject to the following limitations:
(1) Fasteners incorporating self-locking devices must not be reused if they can be run up using
less than the required minimum torque values specified or as shown in Chart 2, 91-10-00.
They may be reused, if hand tools are required to run them up, providing there is no obvious
damage to the self-locking device prior to installation.
(2) Fasteners 5/16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
Nuts with non-metallic locking devices may be used in this application only if the fasteners are
free from burrs around the cotter pin holes.
(3) Self-locking nuts must not be used at joints which subject either the nut or the fastener to
rotation.
(4) Self-locking fasteners shall never be tapped or rethreaded. Nuts, fasteners and screws with
damaged threads or rough ends shall not be used, or rethreaded.
D. Torque
See Torque Requirements, 91-10-00.
PAGE 12
Aug 15/07 20-00-00 2C18
MAINTENANCE MANUAL
2C19 20-00-00 Aug

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MAINTENANCE MANUAL
PAGE 14
Aug 15/07 20-00-00 2C20
MAINTENANCE MANUAL
PAINTING
1. Painting Safety
WARNING: OVERSPRAY FROM CERTAIN ENAMELS, IF PUT IN WATER, IS FLAMMABLE. STORE
ALL OVERSPRAY IN COVERED CONTAINERS AWAY FROM BUILDINGS WHERE
SPRAYING OPERATIONS ARE CONDUCTED.
WARNING: WASH ALL RAGS AND SPONGES USED TO APPLY ANY PHOSPHORIC ACID
CONVERSION COATINGS (ALODINE) BEFORE DISPOSAL. IF MATERIAL DRIES ON
RAG, THERE IS DANGER OF SPONTANEOUS COMBUSTION.
WARNING: MIX DOPES AND LACQUERS WITH AIR DRILL. DO NOT USE ELECTRIC DRILL.
ARCING ELECTRIC DRILL MOTOR WILL IGNITE FUMES.
WARNING: VERIFY SPRAY ROOM IS WELL VENTILATED. A CONCENTRATION OF FUMES WILL
CAUSE A DANGEROUS FIRE HAZARD OR INSUFFICIENT OXYGEN FOR THE
OPERATOR.
CAUTION: DO NOT ALLOW PAINT STRIPPER TO CONTACT FIBERGLASS REINFORCED PARTS
SUCH AS RADOMES, RADIO ANTENNAS, WING PARTS, OR WING TIPS. FIBERGLASS
STRUCTURES MAY BE FINISHED WITH ACRYLIC LACQUER OR POLYURETHANE
ENAMEL AND ARE DAMAGED BY THE STRIPPER.
2. Polyurethane Paint Safety
WARNING: POLYURETHANE PAINT MAY BE DANGEROUS TO YOUR HEALTH. SERIOUS INJURY
WILL RESULT IF SAFETY PRECAUTIONS ARE NOT FOLLOWED.
WARNING: DURING TRANSIT AND STORAGE CHECK FOR SIGNS OF A BULGING CAN, OTHER
THAN NORMAL ODOR, OR A CHANGE IN RESIN FROM A CLEAR TO A CLOUDY
STATE. A SLOW CARBON DIOXIDE BUILDUP WILL CAUSE CAN TO BURST. REMOVE
AND PROPERLY DISPOSE ANY DEFECTIVE CANS.
WARNING: ENSURE ADEQUATE VENTILATION AND WEAR APPROPRIATE BREATHING
PROTECTION FACE MASK WHEN PAINTING.
WARNING: POLYURETHANE PAINTS CAN PRODUCE IRRITATION OF THE SKIN, EYES, AND
RESPIRATORY TRACT DURING MIXING AND APPLICATION. EXPOSURE TO SPRAY
VAPORS AND MISTS DURING SPRAY APPLICATION MAY CAUSE BREATHING
DIFFICULTY, SHORTNESS OF BREATH, AND DRY COUGH. INDIVIDUAL
SUSCEPTIBILITY IS A CONTROLLING FACTOR. ONCE SENSITIZED, MANY PEOPLE
CANNOT TOLERATE ANY EXPOSURE AND MUST THEREAFTER AVOID EXPOSED
WORK AREAS.
WARNING: PRODUCTION TYPE MIXING AND SPRAY PAINTING OPERATIONS MUST BE IN
SPECIALLY DESIGNED, EXHAUST-VENTILATED AREAS.
WARNING: PAINTERS MUST BE FULLY CLOTHED WITH COLLARS BUTTONED AND SLEEVES
TAPED AT THE WRIST. PAINTERS MUST WEAR FITTED, DOUBLE CARTRIDGE
ORGANIC VAPOR RESPIRATOR WITH FRESH CARTRIDGE INSERTED DAILY,
SOLVENT-RESISTANT GAUNTLET STYLE GLOVES, AND SAFETY GOGGLES.
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MAINTENANCE MANUAL
3. Paint Application
WARNING: GROUND AIRCRAFT BEFORE PAINTING SO NO STATIC ELECTRICITY CHARGES
BUILD UP AND DISCHARGE.
CAUTION: PROTECT WINDSHIELD WHEN MASKING AIRCRAFT. PAINT STRIPPERS, METAL
BRIGHTENERS, AND SOLVENTS WILL DAMAGE WINDSHIELD.
CAUTION: BALANCE MOVABLE CONTROL SURFACES AFTER PAINTING. REFER TO
APPROPRIATE MAINTENANCE MANUAL SECTIONS.
CAUTION: BEFORE FORCE DRYING AT ELEVATED TEMPERATURES, VERIFY THAT ALL FUEL
TANK VENTS ARE UNOBSTRUCTED AND WILL NOT RESULT IN EXPANDED FUEL
SPILLING ON NEWLY PAINTED SURFACES OR PAINT BOOTH FLOOR.
CAUTION: DO NOT PAINT PITOT TUBES, GAS CAPS, OR ANTENNA COVERS THAT WERE NOT
FACTORY PAINTED.
CAUTION: DO NOT USE METALLIC PAINTS ON RADAR CONES OR ANTENNA COVERS.
CAUTION: DO NOT ALLOW SILICONE LUBRICANTS TO CONTACT ANY SURFACES TO BE
PAINTED. SILICONE LUBRICANT IS VERY DIFFICULT TO REMOVE COMPLETELY.
4. Painting Sequence
For primer, tack, finish coats, and lacquer application:
A. Position airplane so airflow is from tail toward nose and overspray ahead of you.
B. To minimize overspray problems, have two painters work simultaneously on opposite sides of
airplane.
C. Paint difficult areas such as landing gear, and wheel wells before flat surfaces. Paint the ends and
leading edges of ailerons and flaps. Paint flap and aileron wells, wing tips, and leading and trailing
edges.
D. Paint the bottom of the airplane first including bottom of horizontal tail surfaces. Starting at the root
and working outward, spray chordwise. Work up fuselage and allow spray to cover sides. Work up to
engine. Spray wing bottom. Start each painter at the root and work toward tip, spraying chordwise.
E. Lower airplane tail enough to reach fin top. When spraying fuselage top, tilt spray gun so overspray
is ahead of area being painted and new paint will wipe out overspray. Spray primer across fuselage,
vertical and horizontal tail surfaces, and wing.
5. Color Matching
See aircraft logbooks for color codes.
6. Trim and Registration Numbers
Apply predominant color first over entire surface. Apply trim colors over base color after it dries. When
top of fuselage is to be painted white with a dark color adjoining it, apply light color and feather into area
to be painted with dark color. When light color dries, place masking tape and paper along separation line,
and apply dark color.
Allow paint to dry several hours before removing masking tape. Remove tape by pulling slowly parallel to
surface. This will reduce the possibility of peeling off finish with tape.
Apply registration numbers by painting or affixing self-adhering plastic figures. They must be solid color
lines contrasting with background. Location and size of identification numbers vary, per aircraft size.
Location and size is found in Federal Aviation Regulations.
PAGE 2
Aug 15/07 20-20-00 2C22
MAINTENANCE MANUAL
7. Paint System Compatibility

Before applying new paint, find what type finish was used previously. Refer to the Piper parts catalog for
correct paint number and color.
Identify paint finishes by applying engine oil to a small surface area. Old nitrocellulose finishes will soften
in a few minutes. Acrylics, urethanes, and epoxy finishes show no effects.
If not identified, wipe down a small area with rag wet with methyl ethyl ketone. MEK picks up pigments
from acrylic finishes, but not from epoxy or cured urethane coatings. Wipe surface, do not rub. Heavy
rubbing picks up epoxy and urethane pigments from coatings not fully cured.
The use of different types of paint, with several coatings, make repair of damaged and deteriorated
areas difficult. Paint finishes are not always compatible. The following are general rules for compatibility
and are not necessarily listed in order of importance.
A. Old type zinc chromate primer may be used directly for touch-up of bare metal surfaces and on
interior finishes. It may be overcoated with wash primers if in good condition. Acrylic lacquer finishes
will not adhere to this material.
B. Modified zinc chromate primer will not adhere to bare metal. Never use it over a dried film of acrylic
nitrocellulose lacquer.
C. Nitrocellulose coatings will adhere to acrylic finishes, but reverse is not true. Do not use acrylic
nitrocellulose lacquers over old nitrocellulose finishes.
D. Acrylic nitrocellulose lacquers will not adhere to nitrocellulose and epoxy finishes and to bare metal.
For best results, apply lacquers over fresh, successive coatings of wash primer and modified zinc
chromate. They also adhere to freshly applied epoxy coatings (dried less than 6 hours).
E. Epoxy topcoats adhere to all paint systems in good condition. Use epoxy for general touch-up,
including touch-up of defects in baked enamel coatings.
F. Old wash primer coats may be overcoated directly with epoxy finishes. Apply a new second coat of
wash primer if an acrylic finish is to be applied.
G. Old acrylic finishes may be refinished with new acrylic provided old coating is thoroughly softened
using acrylic nitrocellulose thinner before paint touch-up.
H. Repair damage to epoxy finishes by using more epoxy. Neither lacquer finish will stick to epoxy
surfaces. In some instances, air drying enamels may be used for touch-up of epoxy coatings if
edges of damaged areas are roughened with abrasive paper.
8. Common Paint Troubles
A. Poor Adhesion - Paint properly applied to correctly pretreated surfaces will adhere satisfactorily.
When thoroughly dry, paint must not be easily removed. Poor adhesion can result from:
(1) Inadequate cleaning and pretreatment.
(2) Inadequate stirring of paint or primer.
(3) Coating at incorrect time intervals.
(4) Application under adverse conditions.
(5) Bad application.
B. Spray Dust - Spray dust caused by atomized particles drying before reaching surface being painted
fail to flow as a continuous film. Usual causes are incorrect air pressure or distance gun is held from
work.
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MAINTENANCE MANUAL
C. Sags and Runs - Excess paint causes wet paint film to move by gravity and presents a sagging
appearance. Incorrect viscosity, air pressure, and gun handling, or inadequate surface preparation
are frequent causes.
D. Spray Mottle - Sometimes known as orange peel or pebble, is caused by incorrect paint viscosity,
air pressure, spray gun setting, or the distance the gun is held from work.
E. Blushing is one of the most common troubles. It appears as clouding or blooming of paint film. It is
more common with cellulose than synthetic materials. It may be caused by moisture in air supply
line, adverse humidity, drafts, or sudden temperature changes.
9. Storage
A. Store paint, enamel, and other finishing material in dry storage away from direct sunlight and heat.
Mark each container with a code for identification.
B. Storage facilities must comply to Occupational Safety and Health Act (OSHA) requirements
regarding air circulation, lighting, and fire protection. Lock storage facilities to prevent children and
unauthorized personnel entry.
C. Invert pigmented materials every inventory so pigments will not pack to can bottom. Properly
dispose of empty containers.
D. Use older materials first. Useful life of some finishes is limited.
E. Storage area temperatures must be approximately 50-90°F. If finishes are stored in temperature
extremes, allow them to return to room temperature before using.
10. Painting Facility
WARNING: DO NOT BREATHE PAINT FUMES. FUMES DEPLETE THE OXYGEN SUPPLY
REQUIRED BY THE BODY.
A. Painting facilities must conform to local, state, and OSHA standards with respect to air circulation,
exhaust emissions, lighting, and fire protection.
B. Provide sufficient air movement in painting area so there is only a slight finishing material odor.
Exhaust fans must be belt-driven and located near floor level. Locate fan’s motor away from fumes.
C. All spraying area personnel must wear approved respiration safety equipment.
11. Aircraft Finish Care
See Aircraft Finish Care, 12-00-00.
PAGE 4
Aug 15/07 20-20-00 2C24
MAINTENANCE MANUAL
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MAINTENANCE MANUAL
PAGE 6
Aug 15/07 20-20-00 2D2
MAINTENANCE MANUAL
CHAPTER
21
ENVIRONMENTAL
SYSTEMS
2D3
MAINTENANCE MANUAL
2D4
MAINTENANCE MANUAL
CHAPTER 21
CHAPTER CHAPTER
21-List of 1 Aug 15/07 21-50-00 (cont.) 21 Aug 15/07

23 Aug 15/07
2 Aug 15/07 25 Aug 15/07
26 Aug 15/07
21-00-00 1 Aug 15/07 27 Aug 15/07
2 Aug 15/07 28 Aug 15/07
29 Aug 15/07
21-20-00 1 Aug 15/07 30 Aug 15/07
2 Aug 15/07 31 Aug 15/07
3 Aug 15/07 32 Aug 15/07
4 Aug 15/07 33 Aug 15/07
34 Aug 15/07
21-40-00 1 Aug 15/07 35 Aug 15/07
2 Aug 15/07 36 Aug 15/07
3 Aug 15/07 37 Aug 15/07
4 Aug 15/07 38 Aug 15/07
39 Aug 15/07
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3 Aug 15/07 42 Aug 15/07
4 Aug 15/07 43 Aug 15/07
5 Aug 15/07 44 Aug 15/07
6 Aug 15/07 45 Aug 15/07
7 Aug 15/07 46 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
15 Aug 15/07
16 Aug 15/07
17 Aug 15/07
18 Aug 15/07
19 Aug 15/07
20 Aug 15/07
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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 21 - LIST OF EFFECTIVE PAGES 2D6
MAINTENANCE MANUAL
CHAPTER 21 - ENVIRONMENTAL SYSTEMS
TABLE OF CONTENTS
GENERAL 21-00-00 1 2D9

Standard 1 2D9
Optional 1 2D9
DISTRIBUTION 21-20-00 1 2D11

Overhead Vent System 1 2D11
Avionics Cooling Blower 2 2D12
HEATING 21-40-00 1 2D15

Description and Operation 1 2D15
Heater Maintenance 1 2D15
COOLING 21-50-00 1 2D19

Fresh Air (Standard) 1 2D19
Air Conditioning (Optional) 1 2D19
Troubleshooting 2 2D20
Servicing Cooling System 9 2E3
Definitions 9 2E3
Service Valves 9 2E3
Malfunction Detection 11 2E5
Special Servicing Procedures 13 2E7
Refrigerant Safety Precautions 13 2E7
System Servicing Precautions 14 2E8
Servicing the System with a Charging Stand 15 2E9
Discharging 15 2E9
Leak Detection 17 2E11
Evacuating the System 18 2E12
Charging the System 21 2E15
Post-Charging Operational Check 24 2E18
Servicing the System with a Manifold Set 25 2E19
Test Gauge and Manifold Set 25 2E19
Leak Detection 27 2E21
Evacuating the System 28 2E22
Charging the System Using the Airplane Compressor 29 2E23
Post-Charging Operational Check 29 2E23
Adding Partial Charge to System 30 2E24
Compressor 31 2F1
Compressor Service 31 2F1
Removal 31 2F1
Installation 31 2F1
Checking Compressor Oil Level 32 2F2
Drive Belt Service 34 2F4
Refrigerant Lines and Routing 38 2F8
2D7 21 - CONTENTS AugPAGE 1

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MAINTENANCE MANUAL
CHAPTER 21 - ENVIRONMENTAL SYSTEMS
COOLING (continued) 21-50-00

Receiver - Dehydrator 38 2F8
Removal 38 2F8
Installation 38 2F8
Condenser 39 2F9
Removal 39 2F9
Installation 40 2F10
Condenser Door Actuator 40 2F10
Condenser Assembly Rigging 40 2F10
Expansion Valve 42 2F12
Removal 42 2F12
Evaporator 43 2F13
Removal 43 2F13
Pressure Relief Switch 44 2F14
Electrical Installation 44 2F14
Adjustment of Throttle Switch 44 2F14
Fuse Replacement 44 2F14
Electrical Schematic 44 2F14
PAGE 2
Aug 15/07 21 - CONTENTS 2D8
MAINTENANCE MANUAL
GENERAL
Environmental control is available in a standard ram air configuration or one of two optional
configurations.
1. Standard
A. Ram Air Cabin Ventilation (See 21-20-00.)
Fresh air from an inlet on the left rear fuselage is ducted into overhead cabin vents.
B. Ram Air Heat and Defrost (See 21-40-00.)
Fresh air from a heater inlet duct on the lower cowling passes through a shroud around a(the)
muffler(s) and is ducted to the windshield and through the cabin.
2. Optional
A. Fresh Air Blower (See 21-20-00.)
Fresh air from an inlet on the left rear fuselage is ducted into overhead cabin vents by a two-speed
blower mounted aft of the rear closeout panel.
B. Air Conditioning (See 21-50-00.)
If installed, the optional air conditioning system uses a two-speed blower to recirculate cabin air
through an evaporator and filter located in the aft fuselage. The cooled air is then ducted back into
the cabin through the overhead vents.
A compressor mounted on the front of the engine takes heat-laden, vaporized, refrigerant from the
evaporator and pumps it to a condenser mounted in the aft fuselage where it is cooled to a liquid
state and pumped back into the evaporator.
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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 21-00-00 2D10
MAINTENANCE MANUAL
DISTRIBUTION
1. Overhead Vent System

When the optional air conditioning system is not installed cabin ventilation and cooling is provided solely
by fresh air through the overhead vent system ( see 21-40-00, Figure 1 ).
A. Ram Air Installation (Standard)
Air enters an inlet located on the rear left side of the fuselage and is ducted through the overhead
vents to the cabin. Fresh air flow is controlled by a flapper valve positioned in the duct just forward
of F.S. 220. A CABIN AIR knob, located in the cockpit overhead, controls the flapper valve.
B. Overhead Vent Blower (Optional)
An optional two-speed blower will force air through the overhead vent system whenever desired. It is
mounted aft of the close-out panel underneath the top of the fuselage and is connected to the
overhead vent system. The vent blower draws air in from the left rear side of the fuselage and forces
it through the ducting. A three position blower switch on the instrument panel controls the two speed
blower.
(1) Removal
(a) Remove the access door from the aft wall of the baggage area.
(b) With the master switch off, disconnect the plug assemblies at the blower assembly.
(c) Remove the inlet and outlet hoses from the blower assembly by removing the clamps.
(d) Remove the screws, washers and nuts that secure the blower assembly to the hanger
braces.
(e) Remove the screws and washers which secure the blower assembly to the retainer and
hangers.
(f) Remove the blower assembly from the aircraft.
(2) Disassembly
(a) Remove the hose duct from the forward edge of the blower assembly by removing the
nuts, washers and screws.
(b) Remove the cover from the blower assembly by removing the nuts, washers and screws.
(c) Remove the blower fan from the motor shaft by removing the set screw.
(d) For removal of the motor, proceed as follows:
1 Separate the plate from the motor cover by carefully drilling out the connecting rivets.
2 Cut the motor wires at the edge of the receptacle and plug and remove the wire ends
from the blocks.
3 Remove the motor from the mounting plate by removing the nuts, washers and bolts.
(3) Assembly
(a) Mount motor on plate and secure with bolts, washers, and nuts. Check that motor nuts are
snug and shaft spins freely.
(b) Position cover over motor plate with motor wires protruding through cover grommet.
(c) With holes in cover matching holes in motor plate, secure the two parts together with
rivets.
(d) Fill any opening left where wires are pass through cover grommet with Sealant, Airframe
and Window (see 91-10-00, Chart 8).
(e) Install wires in plug and receptacle.
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MAINTENANCE MANUAL
CHART 1
BLOWER SYSTEM WIRE COLOR CODES
1482-22-1 Dukes
24 VOLT MOTOR WIRES AIRCRAFT WIRES
Pin Nos. Aircraft Harness Pin Nos.
Ground 1 Green AC26A 1
Low Speed 2 Red AC8A 2
High Speed 2 Orange AC10A 2
(f) Position blower fan on motor shaft and secure with set screw.
(g) Position hose duct on blower assembly and secure with screws, washers, and nuts. Install
screws with heads inside duct.
(h) Clean old sealant from all surfaces where duct attaches to blower assembly.
(i) Seal all surfaces where duct attaches to blower assembly with Sealant, Airframe and
Window (see 91-10-00, Chart 8).
(4) Installation
(a) Position blower assembly in hangers and retainer. Install washers and screws.
(b) Secure blower assembly to hanger braces nuts, washers, and screws.
(c) Seal all hose joints with 317-390 Duct Tape.
(d) Install inlet and outlet hoses. Secure with clamps.
(e) Ensure master switch is OFF. Connect plug and receptacles to blower.
(f) Check blower for proper operation.
(g) Install access door to aft wall of baggage area. Secure with attaching hardware.
NOTE: Pin number 1 is at pointed side of plug and receptacle.

2. Avionics Cooling Blower (See Figure 1.)
The avionics cooling blower is installed on the right side of the fuselage, behind the instrument panel, at
F.S. 49.50. The cooling air is directed through ducts to installed avionics equipment.
NOTE: Actual equipment served will vary depending on optional equipment installed.
A. Removal
(1) Remove ducts from top of blower. (Ducts are held in place by Ty-Raps.)
(2) Disconnect blower motor wires at connector.
(3) Remove screws, washers and nuts that attach the blower assembly to its mounting bracket.
B. Installation
(1) Attach the blower assembly to the mounting bracket with the screws, washers and nuts.
(2) Reconnect the blower motor wires.
(3) Attach the ducts to the tops of the blower assembly. Ensure that the duct ends overlap the
ports on top of the blower one-half inch minimum. Secure with Ty-Raps.
PAGE 2
Aug 15/07 21-20-00 2D12
MAINTENANCE MANUAL
TO GTX 330 TRANSPONDER 101319 H
TO SYSTEM 55 AUTO PILOT

TO #2 GNS-430
TO #1 GNS-430
GMA-340
55X AUTOPILOT
COMPUTER
GNS-430 #1
GNS-430 #2
GTX-330
TRANSPONDER
CABLE ASSY
INSTRUMENT PANEL (LOOKING AFT)
BLOWER
BLOWER
+ -
CAP PORT
5
4 TO GTX 330 TRANSPONDER
3 TO SYSTEM 55 AUTO PILOT
2 TO GNS-430 #2
1
STA
49.50
TO GNS-430 #1
TOP VIEW
SHOWN WITH AVIDYNE ENTEGRA EFIS INSTALLATION, OTHER INSTALLATIONS SIMILAR
Avionics Cooling
Figure 1
2D13 21-20-00 AugPAGE 3

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MAINTENANCE MANUAL
PAGE 4
Aug 15/07 21-20-00 2D14
MAINTENANCE MANUAL
HEATING
1. Description and Operation (See Figure 1.)

CAUTION: WHEN CABIN HEAT IS OPERATED, HEAT DUCT SURFACE BECOMES HOT. THIS
COULD RESULT IN BURNS IF ARMS OR LEGS ARE PLACED TOO CLOSE TO HEAT
DUCT OUTLETS OR SURFACE.
Fresh air is ducted from the heating intake vent located on the left front of the lower cowling to the heater
shroud which is attached to the muffler. The heated air is then ducted to the valve box mounted on the
firewall. When the valve is open, heated air enters the heat ducts located along each side of the center
console. Outlets in the heat ducts are located at each seat location. Airflow to the rear seats can be
regulated by controls in the heat ducts located between the front seats. The temperature of the cabin is
regulated by the heater control located on the right side of the instrument panel.
Defrosting is accomplished by heat outlets located on the right and left side of the cowl cover. Heated air
is ducted directly from the heater valve box to the defroster shut-off valves at the firewall and then to the
defroster outlets. The airflow is regulated by a defroster control located below the heat control.
To aid air distribution, the cabin air is exhausted overboard by an outlet located on the bottom of the
fuselage. Cabin exhaust outlets are located below and aft of the rear seats.
2. Heater Maintenance
If the exhaust manifold should become defective, carbon monoxide fumes may be discharged into the
cabin area. Therefore it is imperative that the exhaust manifold be inspected regularly. Refer to 78-00-00
for the inspection procedure. The heater shroud must be removed in order to inspect the manifold
assembly. Check the operation of the push-pull controls to insure the valve doors function properly. When
the controls are pulled out, the door should be completely open to permit full airflow. When the controls
are pushed in, the valves should close off all air passage and vent the air into the engine compartment.
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MAINTENANCE MANUAL
Cabin Heater, Defrosters, and Overhead Vent System

PAGE 2
Aug 15/07 21-40-00 2D16
MAINTENANCE MANUAL
Cabin Heater, Defrosters, and Overhead Vent System

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MAINTENANCE MANUAL
PAGE 4
Aug 15/07 21-40-00 2D18
MAINTENANCE MANUAL
COOLING

PUBLICATIONS.)
1 Fresh Air (Standard) (See 21-20-00.)
When the optional air conditioning system is not installed, cabin ventilation and cooling is provided solely
by fresh air through the overhead vent system.
2. Air Conditioning (Optional)
A. Description and Operation (Refer to Figure 1.)
WARNING: WHEN SERVICING THE AIR CONDITIONING SYSTEM, BE SURE TO IDENTIFY
THE SPECIFIC REFRIGERANT, LUBRICANT, AND COMPONENTS USED IN THE
PARTICULAR INSTALLATION. THE AIR CONDITIONING SYSTEM INSTALLED IN
THESE AIRPLANES USES HFC-134A REFRIGERANT.
NOTE: Operate air conditioning system at least once a month to keep system lubricated and
prevent sticking valves.
This installation consists of a compressor with special mounting brackets, and an evaporator,
condenser, receiver-dehydrator, circulating fan, high-pressure switch, and related plumbing.
The compressor is a Sanden five-cylinder, piston-type mounted opposite the alternator at engine
front. A V-belt connected to engine ring gear drives the compressor through a magnetic clutch. The
evaporator filters, dehumidifies, and cools air. The evaporator is mounted in a fabricated housing
with the receiver/dehydrator, circulating fan, high-pressure switch, and related plumbing, which is in
the rear fuselage, aft of baggage area closeout panel. The condenser is mounted on a door in the
bottom of the fuselage section, which is designed to allow extension into airstream during system
operation. Electrically activated, the door extends when the system is ON and retracts when the
system is OFF.
The system is designed not to increase aerodynamic drag during take-off and other maximum
power operations. A micro-switch connected to the throttle de-clutches the compressor and retracts
the condenser door automatically when full power is applied. To ensure maximum performance,
however; the air conditioner is placarded to be switched off for takeoff.
The air conditioning system is a recirculating, independent unit. It filters, dehumidifies, and cools air
as air cycles through the evaporator. The unit operates from controls mounted on the right side
instrument panel. The air conditioning master switch has two positions, ON-OFF. If AIR COND
position is selected, the compressor clutch engages, the condenser scoop opens, and the
circulating fan is turned on. Temperature is controlled by temperature control selector thermostat. A
two-position fan switch (LOW-HIGH) operates the blower. The fan may be operated to circulate air
without using air conditioning unit.
A pressure switch protects the system and automatically controls condenser maximum head
pressure by temporarily declutching the compressor if pressure becomes excessively high. The air
conditioning control switch, a fan control switch to govern cold air velocity, and a temperature
control are on the aircraft instrument panel adjacent to heater and defroster levers.
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MAINTENANCE MANUAL
The air conditioning system in these AIRPLANES uses HFC-134a. Refrigerant enters the
compressor as a vapor. The compressor pressurizes the heat-laden vapor until the vapor
temperature becomes warmer than the outside air temperature. The compressor then pumps the
vapor to the condenser where the refrigerant is cooled and changes to liquid. The liquid now passes
to the receiver/dehydrator. The receiver/dehydrator filter removes moisture and ensures a steady
flow of liquid refrigerant (which is visible in the receiver/dehydrator’s sight glass) into the evaporator
through the expansion valve. The expansion valve is a temperature-controlled metering valve which
regulates the flow of liquid refrigerant to the evaporator. The evaporator enables the liquid
refrigerant to absorb heat from the outside air passing over coils, converting it back to a vapor. From
the evaporator, heat-laden refrigerant in a vapor state returns to compressor, and the cycle repeats.
B. Troubleshooting
Troubles peculiar to air conditioning system components are listed in Chart 1, with probable causes,
and suggested remedies. Correct trouble and check entire system for security and component
operation. See definitions under Servicing Cooling System, below.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE USE OF A

COLLECTION SYSTEM WHEN EVACUATING REFRIGERANT FROM AIR
CONDITIONER.
NOTE: Check all environmental regulations for your local area before servicing air conditioning
system.
PAGE 2
Aug 15/07 21-50-00 2D20
MAINTENANCE MANUAL
TROUBLESHOOTING AIR CONDITIONING SYSTEM
Trouble Cause Remedy
High discharge pressure. Refrigerant overcharge. Purge excess refrigerant.
Air in system. Check for leaks. Bleed
charge from system.
Evacuate and recharge
system.
Overheated condenser due to Clean bugs and dirt from
blocked air passage. condenser fins. Straighten
bent fins.
Flooded evaporator indicated Check capillary bulb is
by heavy frosting on suction line securely clamped to
and compressor suction service suction line. If capillary
valve. bulb is OK, replace
expansion valve.
Restriction in liquid line from Check for kinked hoses and
condenser. clogged filter.
Low discharge pressure. Refrigerant undercharge. Sight Add refrigerant until
glass shows bubbles or foam. bubbles disappear.
Check system for leaks.
Damaged compressor valves or Replace compressor.
dirt under valves.
Damaged compressor. Worn or Replace compressor.
broken piston or piston rings.
Low suction pressure Low air supply through Repair blower or blower
accompanied by icing evaporator. motor. Clean stoppage
of evaporator. in air ducts.
Very dirty evaporator fins and Clean and flush with water.
coils.
Low suction pressure. Refrigerant undercharge. Moisture Add refrigerant. Install new
(Evaporator not cold enough.) freezing in expansion valve. Valve dryer. Evacuate and
Suction gauge reads vacuum shows frost. recharge.
indicating evaporator lacks
refrigerant. Expansion valve inlet screen Remove screen. Clean with
clogged. Inoperative expansion solvent and replace.
valve. Valve stuck closed or Warm capillary by holding
capillary bulb has lost charge. in hand. If suction pressure
does not change replace
expansion valve.
Restriction in liquid line. Locate restriction and
Restriction will show frost. repair.
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MAINTENANCE MANUAL
High suction pressure. Capillary bulb clamp loose on Clean contact surfaces of
suction line. Suction line shows suction line and cap bulb.
frost. Tighten clamp.
Expansion valve not closing. Replace expansion valve.
Evaporator flooded. Suction line
frosted to compressor.
Compressor drive belt slipping. Adjust belt tension.
Magnetic clutch slipping. Check electrical circuit for
proper voltage to clutch
coil. Clean oily clutch
surfaces.
Leaking or broken compressor. Replace compressor
valves.
Condenser door will not close Faulty K-2 relay. Replace relay.
when air conditioner switch is
in OFF position.
System does not cool. If electrical:
Blown fuse in control head. Replace fuse.
Open circuit breaker. Set circuit breaker.
Broken or disconnected Check all terminals for
electrical wire. loose connections. Check
wiring for hidden breaks.
Broken or disconnected ground Check ground wire is not
wire. loose, broken, or
disconnected.
Clutch coil burned out or Verify voltage to clutch.
disconnected. Replace if inoperative.
Thermostat sensing element Check thermostat and
defective. cabin comfort control
panel.
Blower motor disconnected or Verify voltage to blower.
burned out motor. Repair or replace if
inoperative.
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Aug 15/07 21-50-00 2D22
MAINTENANCE MANUAL
System does not cool. (cont.) If mechanical:
Loose or broken drive belt. Replace drive belts and
tighten to specifications.
Compressor partially or Remove compressor.
completely frozen. Service or replace.
Expansion valve stuck in Replace expansion valve.
open position.
If refrigeration:
Broken refrigerant line. Examine all lines for
evidence of breakage by
external stress or rubbing
wear.
Leak in system. Evacuate system, apply
static charge, leak test
system, and repair leak
as necessary.
Compressor shaft seal leaking. Replace compressor.
Clogged screen or screens in Repair as necessary.
receiver dehydrator or expansion
valve; plugged hose or coil.
System cooling inadequate. If electrical:
Blower motor operation sluggish. Remove blower motor for
service or replacement.
If mechanical:
Compressor clutch slipping. Remove clutch assembly
for service or replacement.
Check clutch airgap and
coil.
Obstructed blower passage. Examine passage for
obstruction. Correct as
necessary.
Insufficient air circulation over Clean condenser coils.
condenser coils; fins clogged
with dirt or bugs.
Clogged evaporator filter. Clean with solvent.
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MAINTENANCE MANUAL
System cooling inadequate. (cont.) If refrigeration:
System refrigerant low. Recharge system until
bubbles disappear in
receiver dehydrator
and gauge readings
stabilize to specifications.
Clogged screen in expansion valve. Purge system, replace
expansion valve.
Expansion valve thermal bulb Purge system, replace
has no charge. expansion valve.
Clogged receiver dehydrator Purge system, replace
screen. receiver dehydrator.
Excessive moisture in system. Purge system, replace
receiver dehydrator.
Air in system. Purge, evacuate, and
charge system. (Replace
receiver dehydrator.)
Excessively noisy system. If electrical:
Defective winding or connection Replace or repair as
in compressor clutch coil. necessary.
If mechanical:
Loose or worn drive belts, Tighten or replace as
crankshaft pulley, or idler pulley required.
or bearing.
Engine components such as: Check.
alternator, water pump, valves,
timing or mounts.
Compressor mounting bolts or Check, repair, replace.
brackets - broken or loose.
Compressor oil level low. Fill with proper amount of
specified oil.
Compressor failure. Check shaft turning
smoothness. Remove
compressor for service or
replacement.
Magnetic clutch failure. Check airgap, clutch pulley,
front plate, coil, and
bearing. Adjust, repair, or
replace, as required.
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Aug 15/07 21-50-00 2D24
MAINTENANCE MANUAL
Excessively noisy system. (cont.) If refrigeration:
Excessive system charge. Remove excess refrigerant
until high pressure gauge
drops within specifications.
Low system charge. Check system for leaks.
Recharge system.
Excessive moisture in system. Replace dehydrator, purge,
evacuate, and recharge
system.
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MAINTENANCE MANUAL
Air Conditioning Installation

Figure 1
PAGE 8
Aug 15/07 21-50-00 2E2
MAINTENANCE MANUAL
3. Servicing Cooling System

NOTE: The maximum refrigerant capacity is 2.25 pounds. The total refrigerant capacity required is
determined separately for each system and is the amount that will result in bubble-free
operation at the sight gauge, as specified in the post charging operational check.
A. Definitions
(1) High Side. The “high side” consists of all lines and components between the compressor outlet
and the expansion valve. It includes the condenser and receiver dryer sight gage.
(2) Low Side. The “low side” consists of all lines and components between the expansion valve and
the compressor inlet. It includes the evaporators.
B. Service Valves (See Figure 2.)
CAUTION: IF AIR CONDITIONING REFRIGERANT LINES OR SYSTEM IS OPENED, LINES
AND FITTINGS MUST BE CAPPED AND SEALED IMMEDIATELY TO PREVENT
DIRT AND OTHER CONTAMINANTS FROM ENTERING THE SYSTEM. (DO NOT
PUT A PLUG INTO THE HOSES OR FITTINGS.)
Use inline service valves for all normal air conditioning service (i.e. - testing, bleeding, evacuating,
and charging). The aircraft is equipped with inline service valves mounted in the suction and
discharge lines of the evaporator assembly located behind the cabin rear closeout panel. These
inline service valves are quick-disconnect-type Schrader valves.
NOTE: If a Schrader service valve is not serviceable, the core assembly must be replaced.
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MAINTENANCE MANUAL
CORE
THREADS CAP
CORE THREADS
TO
EVAPORATOR
LOW SIDE (PRESSURE) VALVE
CORE CAP
THREADS THREADS
CORE
TO
DEHYDRATOR
HIGH SIDE (PRESSURE) VALVE
Service Valves
Figure 2
PAGE 10
Aug 15/07 21-50-00 2E4
MAINTENANCE MANUAL
C. Malfunction Detection
NOTE: If the cooling system has leaked refrigerant or is discharged, the compressor oil level must
be checked.
Detection of system malfunction largely depends on the mechanic’s ability to interpret gauge
pressure readings into system problems. A system operating normally will have low side gauge
pressure reading that will correspond with the temperature of the refrigerant evaporating, allowing
for a few degrees temperature rise due to loss in tube walls and fins. The high side will have a
gauge pressure that will corresponds with the temperature of the refrigerant condensing in the
condenser, allowing for a few degrees temperature drop due to loss in tube walls and fins.
Any deviation from that which is normal indicates a malfunction within the system due to faulty
control device, obstruction, defective part, or improper installation.
Detection of system malfunction is made easier with knowledge of the relationship between
temperature and pressure of refrigerant HFC134a. Refer to Chart 2 for specific values.
NOTE: Gauge readings are about one inch mercury or 1/2 psi higher than chart reads for each
1000 feet elevation above sea level.
Actual air temperature of air passing over the evaporator coils will be several degrees warmer
allowing for a temperature rise caused by the loss in the fins and tubing of the evaporator.
The importance of a seasonal check up of the air conditioning system should be brought to the
attention of the customer whenever possible. A thorough check of the system performed in a
methodical manner will reveal trouble the customer is often not aware of. Locating and repairing the
trouble early will usually result in savings to the customer both in time and additional troubles that
too often result from neglect.
A performance test of the system is the only positive way in which the complete system can be
checked for efficient operation. The air conditioning system should be given this test before work is
begun on the system whenever possible. However, if the system is completely inoperative, repairs
must be performed before the system can be properly tested. The test can uncover further work that
must be performed before the system is brought to its full operating efficiency. The performance test
should always be performed after repair work has been done and before the airplane is released to
the customer. The serviceman performing this test carefully will ensure that the repairs have been
properly performed and that the system will operate satisfactorily.
The performance test, when properly performed includes a thorough examination of the outside of
the system as well as the inside. Many related parts are overlooked because it is felt they are of no
bearing on the operating efficiency of the unit. For this reason, a thorough visual inspection of the
complete system should be performed, followed by an operating inspection of the system.
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MAINTENANCE MANUAL
CHART 2
TEMPERATURE VS. PRESSURE
Refrigerant HFC134a Refrigerant HFC134a
Evaporator Pressure Evaporator Temperature
Gauge Reading psi °F
-5 -27
0 -15
2 -9
4 -4
6 0
8 4
10 7
12 11
14 14
16 17
18 20
20 22
22 25
24 28
26 30
28 33
30 35
32 37
34 39
36 41
38 43
40 45
42 47
44 49
46 51
48 53
50 54
55 58
60 62
65 66
70 69
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MAINTENANCE MANUAL
D. Special Servicing Procedures

The air conditioning system should be serviced by a qualified shop with trained personnel. The
following procedures and precautions should be observed.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE THAT AIR
CONDITIONING SYSTEM REPAIRS BE ACCOMPLISHED BY A QUALIFIED SHOP
WITH APPROPRIATELY TRAINED PERSONNEL.
The efficiency of this system depends upon the pressure-temperature relationship of pure
refrigerant. As long as the system contains only pure refrigerant plus a specified amount of
compressor oil (which is mixed with the refrigerant), it is considered to be chemically stable. Foreign
materials within the system will affect the chemical stability, contaminate the system, and decrease
its efficiency.
(1) Refrigerant Safety Precautions:
WARNING: REFRIGERANT HFC-134A IS ODORLESS AND COLORLESS IN EITHER THE
LIQUID OR GASEOUS STATE. REFRIGERANT FOR CHARGING
REFRIGERATION SYSTEMS IS SUPPLIED IN PRESSURIZED CONTAINERS
(APPROX. 70 PSI AT 70°F) IN LIQUID FORM. SINCE THIS MATERIAL IS
ESSENTIALLY INERT AT ROOM TEMPERATURES THE DANGERS ARE
PRIMARILY ASSOCIATED WITH THE PRESSURE AND THE REFRIGERATION
EFFECTS OF THE RELEASE AND SUBSEQUENT EVAPORATION OF THIS
PRESSURIZED LIQUID.
WARNING: WEAR SUITABLE EYE PROTECTION WHEN HANDLING REFRIGERANT DUE
TO THE POSSIBILITY OF FREEZING OF THE EYE IF CONTACTED BY
ESCAPING LIQUID REFRIGERANT. IF LIQUID REFRIGERANT DOES STRIKE
THE EYE, THE FOLLOWING ACTIONS SHOULD BE TAKEN:
1 DO NOT RUB THE EYE.
2 Splash large quantities of cool water into the eye to raise the temperature.
3 Tape on an eye patch to avoid the possibility of dirt entering the eye.
4 Rush to a physician or hospital for immediate professional aid.
5 DO NOT ATTEMPT TO TREAT IT YOURSELF.
WARNING: IF LIQUID REFRIGERANT STRIKES THE SKIN, FROSTBITE CAN OCCUR.

TREAT WITH COOL WATER AND PROTECT WITH PETROLEUM JELLY.
WARNING: DO NOT DISCHARGE LARGE QUANTITIES OF REFRIGERANT INTO CLOSED
ROOMS. IT MAY DISPLACE MOST OF THE AIR IN THE ROOM AND THIS
COULD CAUSE OXYGEN STARVATION. GASEOUS REFRIGERANT IS
HEAVIER THAN AIR AND FLOWS TO THE BOTTOM OF A CONTAINER.
WARNING: DO NOT APPLY DIRECT FLAME OR OTHER HIGH HEAT SOURCE TO A
REFRIGERANT CONTAINER DUE TO THE HIGH PRESSURES WHICH WILL
RESULT. IF ANY HEATING IS DONE TO REFRIGERANT CONTAINERS THE
CONTAINER PRESSURE SHOULD BE MONITORED AND KEPT BELOW 150
PSI.
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MAINTENANCE MANUAL
(2) System Servicing Precautions:

WARNING: DISCHARGE SYSTEMS SLOWLY TO PREVENT THE ESCAPE OF LIQUID
REFRIGERANT AND THE LOSS OF THE LUBRICATING OIL.
NOTE: The term “Discharge,” as used throughout this section, in no sense implies or
suggests discharging refrigerant to atmosphere. In all cases when discharging, an
environmentally approved refrigerant recovery station is to be used.
WARNING: DO NOT LEAVE SYSTEMS OPEN TO THE ATMOSPHERE WHEN
DISCHARGED. MOISTURE AND OTHER CONTAMINATION MAY ENTER AND
DAMAGE OPEN SYSTEMS.
NOTE: When HFC-134a comes in contact with moisture it absorbs it into the
system, which will lead to system failure.
WARNING: USE ONLY APPROVED REFRIGERATION OIL IN THE COMPRESSOR:
-- POLYALKYLENE GLYCOL (PAG) FOR HFC-134A SYSTEMS
IF ANY DOUBT EXISTS ABOUT THE CLEANLINESS OF THE COMPRESSOR
OIL, REPLACE IT WITH NEW OIL.
WARNING: NEVER INTRODUCE ANYTHING BUT PURE REFRIGERANT AND THE
APPROPRIATE REFRIGERANT OIL INTO A SYSTEM.
WARNING: KEEP REFRIGERANT OIL CONTAINERS TIGHTLY SEALED AND CLEAN TO
PREVENT ABSORPTION OF MOISTURE OR OTHER CONTAMINATION.
WARNING: NEVER REUSE OIL REMOVED FROM THE SYSTEM -- DISCARD IT.
CAUTION: WHEN LOCTITE REFRIGERANT SEALANT HAS BEEN USED ON A JOINT IT
MUST BE HEATED TO 400°F PRIOR TO DISASSEMBLY. LOCTITE MUST BE
USED TO SEAL ANY PIPE THREADS IN THE SYSTEM LINES.
CAUTION: REPLACE THE RECEIVER-DEHYDRATOR ASSEMBLY ON ANY SYSTEM
WHICH HAS BEEN OPERATING WITH A LEAK ALLOWING AIR TO ENTER
THE SYSTEM. IF A RECEIVER-DEHYDRATOR IS LEFT OPEN TO THE
ATMOSPHERE IT SHOULD BE REPLACED DUE TO THE LOSS OF
EFFECTIVENESS OF THE DRYING COMPOUND IT CONTAINS.
CAUTION: A NEW RECEIVER-DEHYDRATOR SHOULD BE OPENED AND CONNECTED
TO THE SYSTEM ONLY WHEN READY TO CHARGE THE SYSTEM WITH
REFRIGERANT.
CAUTION: RECOMMENDED TORQUE VALUES MUST BE USED ON ALL FLARE FITTING
AND O-RING JOINTS. SEE CHART 3.
CAUTION: IF AIR CONDITIONING REFRIGERANT LINES OR SYSTEM IS OPENED,
LINES AND FITTINGS MUST BE CAPPED AND SEALED IMMEDIATELY TO
PREVENT DIRT AND OTHER CONTAMINANTS FROM ENTERING THE
SYSTEM. (DO NOT PUT A PLUG INTO THE HOSES OR FITTINGS.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE
OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS
REQUIRED WHEN TESTING, DISCHARGING, OR CHARGING THE SYSTEM.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE THAT AIR
CONDITIONING SYSTEM REPAIRS BE ACCOMPLISHED BY A QUALIFIED
SHOP WITH APPROPRIATELY TRAINED PERSONNEL.
PAGE 14
Aug 15/07 21-50-00 2E8
MAINTENANCE MANUAL
CHART 3
RECOMMENDED TORQUE SPECIFICATIONS
ALUMINUM TUBING
Metal Tube O.D. Thread and Fitting Size Ft./Lb.
1/4 7/16 5-7

3/8 5/8 11-13
1/2 3/4 15-20
5/8 7/8 21-27
3/4 1-1/16 28-33
FLARE CONNECTIONS O-RING CONNECTIONS

Tube OD Thread size Ft./Lb. Tube OD Thread size Ft./Lb.
3/8 5/8 18-20 3/8 5/8 11-13

1/2 3/4 36-39 1/2 3/4 15-20
5/8 7/8 52-57 5/8 7/8 21-27
E. Servicing the System with a Charging Stand (PIR-PPS 50003-3, Rev. E)
CAUTION: MINERAL OIL AND PAG ARE NOT COMPATIBLE. USE A SEPARATE MANIFOLD
TEST SET AND / OR TEST/CHARGING STAND AND RECOVERY SYSTEM FOR
EACH REFRIGERANT TYPE.
CAUTION: USE RECOVERY UNIT SPECIFICALLY DESIGNED FOR THE TYPE OF
REFRIGERANT USED IN THE AIRCRAFT SYSTEM. UNINTENDED EFFECTS MAY
OCCUR IF REFRIGERANTS ARE COMBINED.
(1) Discharging (Bleeding/Purging) the System (with a Robinair 34700 or similar charging
stand/recovery station) (see Figures 3 and 6) (Required only if system contains refrigerant.)
CAUTION: APPLIES TO ROBINAIR 34700 OR SIMILAR CHARGING/RECOVERY

STATION. SEE OPERATOR'S MANUAL OF STATION BEING USED FOR
DETAILED INSTRUCTIONS FOR DISCHARGING SYSTEM.
NOTE: The term “Discharge,” as used throughout this section, in no sense implies or
suggests discharging refrigerant to atmosphere. In all cases when discharging, an
environmentally approved refrigerant recovery station is to be used.
(a) Gain access to service valves by removing rear closeout panel in cabin.
(b) Remove protective caps from service valves.
(c) Connect high side (red) hose to air conditioner high side service valve. On systems
equipped with quick disconnect connections, open coupler valve.
(d) Connect low side (blue) hose to air conditioner low side service valve. On systems
equipped with quick disconnect connections, open coupler valve.
(e) Check the low side gauge (GAUGE 1) and high side gauge (GAUGE 2) to determine that
there is pressure in the system. If there is no pressure, there is no refrigerant in the
system to recover.
(f) Check that the oil drain valve is closed.
(g) Open both the low side and high side valves on control panel.
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MAINTENANCE MANUAL
(h) Open the red GAS (vapor) valve and the blue LIQUID valve on the charging station's
refrigerant tank.
(i) Slowly open the oil drain valve to see if system oil separator contains oil. If it does, let oil
drain into the oil drain bottle (located at the bottom of the rear side of the charging station)
until separator is empty.
(j) Close the oil drain valve. Dispose of collected oil in an environmentally accepted manner.
Return collection bottle to its place on the charging stand.
(k) Plug unit into a proper voltage outlet. Turn MAIN POWER switch ON.
(l) Press the RECOVER key on charging station keypad.
(m) To assure complete recovery of refrigerant:
1 Wait 5 minutes. Observe pressure gauges for a rise above zero.
2 If a rise occurs, press the HOLD/CONT key.
3 Repeat as necessary until system maintains pressure for two minutes.
(n) Slowly open oil drain valve. Drain oil into the oil catch bottle. When all recovered oil has
been completely drained, close oil drain valve.
NOTE: Drain oil separator after each job. Display will indicate OIL (OUNCES) or OIL
(GRAMS) as a reminder.
(o) Measure the amount of oil in the catch bottle. The same amount of new oil must be added
to the system before charging the system.
(p) To enter diagnostic mode, simultaneously press the SHIFT/RESET and ENTER keys. To
display amount of refrigerant recovered by the unit, press the 3 key. The panel display will
read the amount of recovered refrigerant in pounds or kilograms.
(q) Simultaneously press the SHIFT/RESET and ENTER keys to clear internal counter. Press
SHIFT/RESET to return to the main menu.
Robinair 34700 Charging Stand

Figure 3
PAGE 16
Aug 15/07 21-50-00 2E10
MAINTENANCE MANUAL
(2) Leak Detection (refer to Figures 3 and 4)

When using a charging stand, a leak may be located as follows:
(a) Ensure that aircraft and/or ground power is OFF.
(b) Close all valves on the charging stand.
(c) Remove the protective caps from the high and low side service ports on the evaporator.
(d) Connect the blue and red hoses to the service ports as shown in Figure 6.
(e) Proceed following the instructions in either paragraph (f) or (g), below.
(f) Using gaseous dry nitrogen:
1 Remove the pressure switch located on the evaporator assembly.
2 Connect a regulated (0-300 psig) gaseous dry nitrogen source to the pressure switch
port on the evaporator assembly.
3 Slowly pressurize the system to 200 psig max. with nitrogen and turn off the nitrogen
source.
4 Monitor pressure on the charging station gauge for 20 minutes. A leak free system
will maintain the 200 psig pressure for 20 minutes.
5 If there is no pressure drop for 20 minutes, slowly release nitrogen pressure and
disconnect the nitrogen source from the evaporator assembly. Re-install the pressure
switch, lubricating the threads with Retro-fix CCI ESTER-25065 oil (P/N 197-511).
Proceed to step (i).
Kent Moore J23500 Charging Stand

Figure 4
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MAINTENANCE MANUAL
6 If there is a pressure drop, find leak(s) by applying a soap solution to all connections.
7 Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged
or worn components, proceed with refrigerant recovery/system discharge, perform
repairs or component replacement and repeat leak detection procedure.
(g) Using HFC-134a refrigerant:
1 Ensure that there is at least one pound of refrigerant in the charging cylinder.
2 Open the high pressure control valve and the refrigerant control valve on the
charging stand. Allow one pound of refrigerant to enter the system.
3 Close the high pressure control valve and the refrigerant control valve.
CAUTION: IT IS RECOMMENDED THAT A THICK SOLUTION OF SOAP AND
WATER BE USED TO CHECK FOR LEAKS INSTEAD OF THE
PROPANE LEAK DETECTOR THAT IS PROVIDED WITH SOME
BRANDS OF CHARGING STANDS.
4 Locate leak(s) using an electronic leak detector designed to detect HFC134a
refrigerant. Or, use soap and water in a thick solution.
5 If no leaks are found, proceed to step (h).
6 Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged
or worn components, proceed with refrigerant recovery/system discharge, perform
repairs or component replacement and repeat leak detection procedure.
(h) Recover remaining refrigerant from system using the Robinair 34700 (or other approved)
charging station (see Discharging the System, above). Any quantity of oil recovered from
aircraft must be measured and an equal amount of new oil (i.e. - PAG with HFC134a)
must be added to system before recharging.
(i) Evacuate the system, and charge see below.
(3) Evacuating the System
NOTE: Perform a Leak Detection check, above, before evacuating the system.
If the system has been operated in a discharged condition or anytime the system has been
open to atmospheric pressure, the receiver-dehydrator must be replaced and the system
evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As the pressure in the air
conditioning system is lowered, the boiling temperature of the water (moisture) that may be
present is also lowered. This then forces any moisture, in the form of water vapor, out of the
system. Chart 4 demonstrates the effectiveness of moisture removal under a given vacuum.
(a) Using a Kent Moore J23500 or similar charging stand: (See Figure 4)
1 Ensure that aircraft and/or ground power is OFF.
2 Close all valves on the charging stand.
3 Remove closeout panel at the rear of the cabin to gain access to the service valves.
4 Remove protective caps from the high and low side service ports on the evaporator.
5 Remove the protective cap from the vacuum pump outlet.
6 Connect the blue and red hoses to the service ports.
7 Start the vacuum pump.
8 Open the valve on the vacuum pump. Open the low pressure control valve and the
vacuum control valve on the charging stand.
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MAINTENANCE MANUAL
CHART 4
USING VACUUM TO EVACUATE MOISTURE
System Vacuum Boiling Point of Water (°F)

27.95 101
COMPOUND GAUGE 28.74 84
READING IN INCHES 29.53 52
OF MERCURY VACUUM 29.76 29
29.84 15
29.88 1
NOTE: Compound gauge reading will be approximately one inch lower, numerically, for
each 1000 feet elevation above sea level.
9 After five minutes of pump operation, the high pressure gauge should indicate
slightly below zero.
a If it doesn’t, stop the pump and eliminate the blockage in the system replacing
the faulty component, then repeat steps (1)-(9).
b If it does, open the high pressure control valve on the charging stand and
continue to evacuate the system.
10 Operate the vacuum pump for fifteen minutes, or until the compound gauge indicates
24 to 26 in. Hg. whichever occurs first.
11 Close the low pressure control valve and the high pressure control valve on the
charging stand. Stop the vacuum pump and observe the compound gauge. If the
gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system.
Locate and fix the leak. Repeat the evacuation steps above.
12 Open the low pressure control valve and the high pressure control valve on the
charging stand. Continue pumping and hold the system pressure below 26 in. Hg. for
a minimum of 30 minutes. All the pumping time specified above may be included in
the 30 minutes provided that no leaks or blockages are noted, and provided that the
system is not opened by removal or disconnection of components.
13 Close the low pressure control valve, the high pressure control valve and the vacuum
control valve. Stop the vacuum pump and perform the charging procedure
immediately.
(b) Using a Robinair 34700 or similar charging/recovery stand: (See Figure 3)
1 Ensure that aircraft and/or ground power is OFF.
2 Close all valves on charging stand.
3 Remove closeout panel at rear of cabin to gain access to service valves.
5 Connect the blue and red hoses to the service ports (ref. Figure 6), on systems
equipped with quick disconnect connections, open coupler valves.
6 Open blue (low side) valve (1) on unit’s control panel.
7 Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank
(ref. Figure 6).
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MAINTENANCE MANUAL
8 Program the length of evacuation time.

a Press the VACUUM key on control panel key pad.
b Display will show unit is in VACUUM mode.
c Refer to operator’s manual for further detail.
9 Enter the required time in minutes and seconds (30:00 minutes minimum) by
pressing appropriate keys and then ENTER on keypad. The display will show
selected time in minutes and seconds. Example: one hour and fifteen minutes (1:15)
would be entered as 7500. The display will show 75:00. Thirty minutes is entered as
3000. the display will show 30:00.
10 To start the vacuum pump press the VACUUM key on keypad again.
11 Vacuum sequence will continue for the programmed time. Digital display will then
show CPL, indicating that the evacuation is completed.
12 If, after 5 minutes of pump operation, the RED gauge does not indicate a little below
zero:
a Stop the pump by pressing the “1” key or the SHFT/RESET key.
b Eliminate blockage in the system by replacing faulty parts.
c Repeat steps (1) through (12).
Charging Hookup
Figure 5
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MAINTENANCE MANUAL
13 If, after 5 minutes of pump operation, the RED gauge indicates a little below zero,
open red (high side) valve (2), and continue evacuation.
a System vacuum (i.e. - low side gauge (GAUGE 1)) should attain 24 to 26 inches
of mercury (in. Hg.) in 10 to 15 minutes.
b Allow pump to hold a vacuum of 26 in. Hg. (or below) for a minimum of 15
minutes.
c Failure to achieve or hold a vacuum of 26 in. Hg. (or below) in either (a) or (b),
above, indicates a leak in the system. Locate leak as described in Leak
Detection, above.
d Repair leak. Repeat steps (1) through (13).
14 With the low side (1) and high side (2) valves OPEN, continue pumping, holding
system below 26 in. Hg. for a minimum of 30 minutes.
NOTE: All specified pumping times may be included in the 0:30 minutes, provided
no blockage or leaks are noted, and provided the system is not opened by
disconnecting or removing components.
15 When panel display reads CPL (complete), close both the low side valve (1) and the
high side (2) valves.
16 Perform charging procedure immediately, see Charging the System, below.
(4) Charging the System
NOTE: Always evacuate the system (see above), before charging.
(a) Using a Kent Moore J23500 or similar charging stand (refer to Figures 3 and 4)
1 Open the valve at the base of the charging cylinder and fill the charging cylinder with
sufficient refrigerant to charge the system. If refrigerant stops filling the cylinder, open
the bleed valve at the top of the charging cylinder to relieve head pressure and allow
refrigerant to continue filling the charging cylinder.
2 Close the bleed valve and the valve at the base of the charging cylinder.
3 Turn the charging cylinder sight glass to match the pressure reading on the charging
cylinder pressure gauge. Keep the sight glass in this position during the remainder of
the charging operation.
4 Connect the heating element plug to a 110 volt power outlet.
5 With the low pressure control valve (3) closed, open the refrigerant control valve (11)
and the high pressure control valve (10).
6 Allow the correct amount of refrigerant to enter the high side of the system.
7 Close the high pressure control valve (10) and the refrigerant control valve (11).
8 Disconnect the hoses from the airplane’s system.
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MAINTENANCE MANUAL
(b) Using a Robinair 34700 charging station or equivalent (Refer to Figures 3 and 6)
CAUTION: THE FOLLOWING PROCEDURE APPLIES TO ROBINAIR 34700 OR
SIMILAR CHARGING STATION. SEE OPERATOR'S MANUAL OF
CHARGING STATION BEING USED, FOR DETAILED INSTRUCTIONS FOR
CHARGING SYSTEM.
1 Check that main power switch and/or ground power is OFF.
2 Check that the LBS/KG selector switch on back of unit is in desired measurement
mode. Be sure to turn OFF the main power switch before changing the measurement
mode.
NOTE: You may enter the amount of refrigerant to be charged when the unit is
turned ON. The unit will store the amount in memory until it is turned off.
4 Connect the blue and red hoses to the service ports (ref. Figure 6), on systems
equipped with quick disconnect connections, open coupler valves.
CAUTION: DO NOT PLACE ANY WEIGHT, INCLUDING HANDS AND/OR FEET,
ON REFRIGERANT TANK OR SCALE DURING CHARGING
PROCESS. ANY WEIGHT DISTURBANCE WILL CAUSE AN
INDIRECT TRANSFER OF REFRIGERANT.
CAUTION: ADD REFRIGERANT THROUGH THE LOW PRESSURE SIDE ONLY.

5 Open the low side (blue) valve on the unit's control panel.
6 If the messages PROGRAM and CHARGE do not display, press the CHG key to
enter the PROGRAM mode.
NOTE: The amount of refrigerant required must be determined for each airplane. It
is the amount that will result in bubble-free operation at the system sight
gauge. The PA-32-301FT and PA-32-301XTC require approximately 2.25
LBS.
7 Enter amount of refrigerant required to charge the system by pressing the
appropriate number keys and ENTER on keypad.
NOTE: You may enter the amount of refrigerant to be charged when the unit is
turned ON. The unit will store the amount in memory until it is turned off.
8 To begin charging process, press CHG key on keypad.
a The digital display will read AUTOMATIC and show the amount of refrigerant
programmed for the charge.
b As the solenoid opens, it will make an audible sound.
c The display will count down to zero, and display message CPL, when charging
is complete.
9 Close low side (blue) valve. Check that the high (red) valve is also closed. Also close
coupler valves.
10 Perform Post Charging Operational Check, see below.
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MAINTENANCE MANUAL
INLET
EVAPORATOR COIL COMPRESSOR
W S ID E
SYSTEM LO
H S ID E
S Y S T E M H IG
OUTLET
EXPANSION CONDENSER
VALVE
LOW SIDE
SERVICE PORT RECEIVER - DRYER - SIGHT GLASS
HIGH SIDE SERVICE PORT
GAUGE 2
GAUGE 1 RED HIGH PRESSURE CHARGING LINE
LOW HIGH
SIDE SIDE
BLUE LOW
MICROPROCESSOR
PRESSURE
CONTROLLED
CHARGING
LINE LOW SIDE
CHARGING
HIGH SIDE VALVE
VALVE (1) VALVE (2)
VACUUM
PUMP RECOVERY PRESSURE
AUTOMATIC
SWITCH
PROTECTION EXPANSION VALVE ROBINAIR
SWITCH
MODEL
RECOVERY RECYCLING
VACUUM VALVE VALVE
34700
SOLENOID MOISTURE
INDICATOR STATION
AIR PURGE
VACUUM
PUMP
OIL SEPARATOR
HEAT EXCHANGER
SERVICE PORT
OIL
DRAIN HIGH
FILTER - DRIER VALVE PRESSURE GAS
LIQUID
OIL SWITCH (VAPOR)
DRAIN
BOTTLE
50 LB. (23 KG)

RECOVERY REFILLABLE
FAN REFRIGERANT
COMPRESSOR TANK
COMPRESSOR
OIL SEPARATOR
PRESSURE EQUALIZING &

OIL RETURN VALVE SCALE ASSEMBLY
Robinair 34700 Charging Station Hose Hookup

Figure 6
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MAINTENANCE MANUAL
(5) Post-Charging Operational Check

(See Figures 3, 4 and 6 - numbers in parentheses refer to Figure 4, numbers in brackets refer
to Figure 6.)
(a) Ensure that the low pressure control valve (3) [1] and the high pressure control valve (10)
[2] are closed. Hook up the charging stand to the system as shown in Figures 5 and 6.
(b) With Robinair 34700 style stands equipped with quick disconnect couplings only, ensure
coupler valves are open.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND
THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
CAUTION: ENSURE THE AIRPLANE IS HEADED INTO THE WIND.
(c) Activate the system and operate the engine at 1,000 rpm for 2 minutes. Then operate the
engine at 2,000 rpm for 2 minutes.
(d) Check the sight gauge on the receiver-dehydrator during the engine operation at 1,000
and 2,000 rpm. Any indication of bubbles passing the sight gauge indicates that additional
refrigerant is required.
(e) If additional refrigerant is required, add it slowly through the refrigerant control valve (11)
(Kent Moore J23500 style stands only) and the low pressure control valve (3) [1] until the
sight glass remains free of bubbles. Regulate the flow of refrigerant with the low pressure
control valve. Do not allow the compound gauge (2) or the low side gauge [1] to exceed a
reading of 40 psi.
(f) With the engine operating of 1,000-1,500 rpm, the low and high side gauges should
indicate as shown in Chart 5.
(g) With the charge properly established, stop the engine and, with Robinair 34700 style
stands equipped with quick disconnect couplings only, close the coupler valves.
(h) Close the low pressure control valve (3) [1] and, with Kent Moore J23500 style stands
only, the refrigerant control valve (11).
(i) Remove the charging stand. Replace all protective caps and covers.
CHART 5
AMBIENT TEMPERATURE INDICATION
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Pressure All 10 to 35 psig
High Pressure Up thru 75°F 125 psig min to 175 psig max
High Pressure Over 75°F 150 psig min to 275 psig max
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MAINTENANCE MANUAL
F. Servicing the System with a Manifold Set

(1) Test Gauge and Manifold Set
The proper testing and diagnosis of the air conditioning system require that a manifold gauge
set (or a charging stand) be attached to the system. This set consists of two gauges mounted
to a manifold. One gauge is a high pressure gauge used in the discharge side of the system.
The other is a low pressure gauge used in the suction side of the system. The manifold is a
device having fittings for both gauges and connection hoses with provisions for controlling the
flow of refrigerant through the manifold. (Refer to Figures 7 and 8.)
The center port of the manifold set is used for charging or evacuation procedures, or any other
service that may be necessary.
Both the high or low side of the manifold have hand shut-off valves. When the hand valve is
turned all the way in, in a clockwise direction, the manifold is closed. The pressures on that
side of the system will, however, be recorded on the gauge above the hose.
Cracking the hand valve, in the counterclockwise direction, opens the systems to the middle
service port of the manifold set. This is desirable only when it is necessary to let refrigerant out
of or into the system. (Refer to Figures 7 and 8.)
Test Gauge and Manifold Set

Figure 7
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MAINTENANCE MANUAL
Manifold Set Operation

Figure 8
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Aug 15/07 21-50-00 2E20
MAINTENANCE MANUAL
(2) Leak Detection (refer to Figure 9.)

(a) Close both the low side and high side valves on manifold hand set.
(b) Connect manifold hand set middle port (yellow) hose to a regulated (0-300 psig) gaseous
dry nitrogen source or a container of HFC-134a refrigerant.
(c) Open nitrogen source or refrigerant container service valve.
(d) Open the manifold hand set high side valve until a pressure of 50 psig is reached on low
side gauge. Close high side valve.
(e) Locate leak(s) using soap and water in a thick solution; or, if using HFC-134a, an
electronic leak detector designed to detect HFC134a refrigerant can also be used.
(f) Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged or
worn components, proceed with refrigerant recovery/system discharge, perform repairs or
component replacement and repeat leak detection procedure.
(g) Check that the both high side and low side valves on the manifold hand set are closed.
(h) Close service valve on nitrogen source or refrigerant container. Disconnect yellow
manifold hand set center hose from nitrogen source or refrigerant container.
(i) On systems equipped with quick disconnect connections, close coupler valves.
Disconnect manifold hand set red and blue hoses from airplane service ports. Remove
manifold hand set.
(j) If HFC-134a refrigerant was used, recover remaining refrigerant from system using the
Robinair 34700 (or other approved) charging station. Any quantity of oil recovered from
aircraft must be measured and an equal amount of new oil (i.e. - PAG with HFC134a)
must be added to system before recharging.
(k) When refrigerant recovery is complete, on systems equipped with quick disconnect
connections, close coupler valves. Disconnect charging/test station from service ports.
(l) Evacuate the system, see below.
(m) Immediately charge the system, see below.
Leak Test Hookup

Figure 9
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(3) Evacuating the System (Refer to Figure 10.)

NOTE: Perform a Leak Detection check, above, before evacuating the system.
If the system has been operated in a discharged condition or anytime the system has been
open to atmospheric pressure, the receiver-dehydrator must be replaced and the system
evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As the pressure in the air
conditioning system is lowered, the boiling temperature of the water (moisture) that may be
present is also lowered. This then forces any moisture, in the form of water vapor, out of the
system. Chart 4 demonstrates the effectiveness of moisture removal under a given vacuum.
(a) Ascertain that all system pressure is released.
(b) Connect the manifold set hoses to the service ports and vacuum pump as shown in
Figure 10.
(c) Close the high side (pressure) and low side (suction) hand valves on the manifold set.
(d) Start the vacuum pump.
(e) Open the low side manifold set hand valve. The low side gauge should show a vacuum.
(f) After five minutes of pump operation the high side gauge should indicate slightly below
zero. If it does not, stop the pump and eliminate the blockage in the system by replacing
the faulty component, then repeat the previous evacuation steps.
(g) Operate the vacuum pump for fifteen minutes or until the low side gauge indicates 24 to
26 in. Hg. whichever occurs first.
(h) Close the low side hand valve, stop the vacuum pump and observe the low side gauge. If
the gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system.
Locate and repair the leak, then repeat the previous evacuation steps.
Evacuation Hookup
Figure 10
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Aug 15/07 21-50-00 2E22
MAINTENANCE MANUAL
(i) With both the low and high side valves open, continue the pumping and hold the system
below 26 in. Hg. for a minimum of 30 minutes. All the previous pumping time may be
included in the 30 minutes provided that no leaks or blockages are noted, and provided
that the system is not opened by removal or disconnection of components.
(j) Close the low and high side hand valves, stop the vacuum pump and perform the
charging procedure immediately.
(4) Charging the System Using the Airplane Compressor
This method is the least desirable due to the requirement of operating the airplane’s engine to
run the compressor.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT
A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
(a) Keep the system under the vacuum established during the evacuating procedure with
both hand valves in the closed position.
(b) Attach a container of the refrigerant (HFC-134a) to the manifold set and open the
container service valve.
(c) Loosen the center hose at the manifold set until a hiss can be heard. Allow the gas to
escape for 2 to 3 seconds, then tighten the connection.
(d) Open the high side manifold set hand valve, observe the low side gauge, then close the
high side hand valve. The low side gauge should immediately change from an indication
of a vacuum to an indication of pressure. If it does not, the system is blocked, and the
blockage must be corrected before proceeding.
(e) Start the engine and operate it at 1000 rpm.
(f) Adjust the airplane air conditioning controls for maximum cooling, high blower speed.
(g) Keep the refrigerant cylinder in an upright position. A slug of liquid refrigerant entering the
system would damage the compressor.
(h) Open the low side manifold set hand valve and allow two pounds of refrigerant in the gas
state to enter the system.
(i) Close the low side manifold set hand valve.
(j) Proceed with the Post Charging Operational Check, below.
(5) Post-Charging Operational Check
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT
A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
NOTE: Head the airplane into the wind during these checks.
(a) With the manifold set installed, and both hand valves closed, actuate the system and
operate the engine at 1,000 rpm for two minutes, then operate the system at 2,000 rpm
for 2 minutes.
(b) Check the system sight gauge (on the receiver-dehydrator) during operation at 1,000 and
2,000 rpm. Any indication of bubbles passing the sight gauge indicates that additional
refrigerant is required.
(c) Add additional refrigerant slowly through the low side manifold set hand valve until the
sight glass remains free of bubbles.
(d) Close the low side hand valve and refrigerant container valve.
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MAINTENANCE MANUAL
CHART 6
AMBIENT TEMPERATURE INDICATION
AMBIENT GAUGE
GAUGE TEMPERATURE INDICATION
Low Pressure All 10 to 35 psig
High Pressure Up thru 75°F 125 psig min to 175 psig max
High Pressure Over 75°F 150 psig min to 275 psig max
(e) With the engine operating at 1,000 to 1,500 rpm, the gauges should indicate as shown in
Chart 6.
(f) Once the charge is properly established, stop the engine, close the refrigerant container
service valve. Remove the manifold set and replace all protective caps and covers.
(6) Adding Partial Charge to System
The system can be topped off with refrigerant by the following method:
(a) Remove the closeout panel at the rear of the cabin.
(b) Connect a charging hose to a refrigerant cylinder and also to the low pressure Schrader
valve fitting on the manifold assembly.
(c) Purge the charging hose by allowing a small amount of refrigerant gas to escape at the
Schrader valve fitting.
CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND
THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE.
NOTE: Head the airplane into the wind during this procedure.
(d) Start the engine, operate at 1000 rpm and turn the air conditioner on maximum cool.
(e) Remove the plastic plug (if installed) from the sight glass in top of the receiver-dehydrator.
(f) With a low refrigerant charge in the system, bubbles will be seen passing through the
sight glass when the system is operating.
(g) Open the valve on the refrigerant cylinder.
(h) Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
(i) Close the refrigerant valve and check to see that the sight glass remains clear during
system operation.
(j) When the sight glass stays clear of bubbles, add an additional pound of refrigerant to the
system. (Engine should be operating at 1,000 rpm.)
NOTE: This is done with OAT at 70°F, or higher, with the air conditioner operating.
(k) Shut off the air conditioner and engine. Remove the charging hose from the Schrader
valve with care due to refrigerant remaining in the line.
(l) Reinstall closeout panel.
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MAINTENANCE MANUAL
G. Compressor (See Figure 14.)

The engine-driven compressor is mounted on the left front of the engine. A V-belt connected to the
ring gear pulley drives the compressor through a magnetic clutch.
(1) Compressor Service
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.)
It is not advisable to service the compressor in the field. It should be done by a qualified shop
which has the special equipment and trained personnel required to properly service the unit.
Maintenance of the Sanden compressor is limited to Removal and Installation of Compressor,
checking the compressor oil level and replacement of worn drive belt. Contact Sanden
International, for special tools and instructions for detailed compressor maintenance. (Refer to
Vendor Publications in the Introduction for the address and phone number.)
CAUTION: AN IMPORTANT FACTOR IN AIR CONDITIONING SERVICING IS
CLEANLINESS. TAKE CARE TO PREVENT DIRT OR FOREIGN MATERIAL
FROM ENTERING THE SYSTEM. ALL HOSE AND TUBING ENDS SHOULD BE
CAPPED IMMEDIATELY. ANY LUBRICATION REQUIRED IN THE ASSEMBLY
OF THE COMPONENTS SHOULD BE REFRIGERANT OIL OF THE TYPE
USED IN THE COMPRESSOR.
(2) Removal
The system must be discharged before removing compressor. Refer to Discharging, above.
Remove the compressor as follows:
(a) Be sure the air conditioning circuit protector is in the off position.
(b) Remove engine cowling and baffles.
(c) Disconnect the electrical leads to the magnetic clutch on the compressor.
(d) Discharge the air conditioning system to an appropriate environmentally approved
refrigerant recovery station. See Discharging, above.
(e) Remove the suction and discharge lines from the connections on the compressor.
NOTE: All open lines should be capped immediately to prevent dirt and moisture from
entering the system.
(f) Loosen bolt securing compressor idler pulley to release belt tension and remove belt from
pulley. (Do not force belt over pulleys.)
(g) Support compressor and remove bolts securing compressor to engine mounting brackets.
(h) Remove compressor.
(3) Installation
Install the compressor as follows:
(a) Align compressor mounting lugs with mounting brackets. Install bolts and progressively
tighten to a torque of 30 foot pounds. (Safety with cotter pins). If required, adjust
compressor drive sheave forward and aft alignment by adding shims (LYC. P/N 76534 -
1.130 IN. OD x .410 IN. ID x .005 IN. THK) between the compressor mounting bracket and
compressor mounting ears. See Drive Belt Service, below, for additional alignment details.
(b) After mounting compressor attach wrench to center nut of compressor and slowly rotate in
direction of engine rotation 15 times. This step blows out any residual oil in the
compressor head that could cause damage when the system is operated under engine
power for the first time.
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(c) Check oil level in compressor as described in Checking Compressor Oil, below.
CAUTION: DO NOT FORCE BELT INTO PULLEY SHEAVE. IF NECESSARY, REMOVE
IDLER ASSEMBLY.
(d) Place drive belt over clutch pulley and adjust alignment of pulleys and belt as described in
Drive Belt Service, below.
(e) Connect discharge and suction lines to service valves on evaporator unit.
(f) Evacuate the system per Evacuating the System, above.
(g) Charge the system per Charging the System, above.
(h) Install baffle.
(i) Install engine cowling.
(4) Checking Compressor Oil Level
Whenever a system component has been replaced or there is an obvious leak, use the
following procedure to check the compressor oil level (after making necessary repairs):
(a) Run compressor for 10 minutes at engine idle rpm.
(b) Recover all refrigerant from the system. Be careful not to lose oil.
(c) Determine the compressor mounting angle by positioning the angle gauge (Sanden P/N
32448) across the flat surfaces of the two front mounting ears.
(d) Center the bubble and read the mounting angle to the closest degree.
NOTE: From the factory, the mounting angle is essentially zero (0), but this procedure
may of use if the airplane is being serviced on a slope or uneven service.
(e) Remove the oil filler plug.
(f) Look through the oil filler plug hole and rotate the clutch front plate to position the internal
parts as shown in Figure 11. Center the parts as they are moving to the rear of the
compressor (discharge stroke). (Refer to Figure 13.)
NOTE: This step is necessary to clear the dipstick of internal parts and to allow its
insertion to full depth.
(g) Insert the dipstick to its stop position (refer to Figure 12). The stop is the angle near the
top of the dipstick.
1 The point of the angle must be to the left if the mounting angle is to the right.
2 The bottom surface of the angle must be flush with the surface of the oil filler hole.
(h) Remove the dipstick and count the increments of oil.
(i) Use Chart 7 to determine the correct oil level for the mounting angle of the compressor.
(j) If the increments read on the dipstick do not match the table, add or subtract oil (i.e. -
Retro-fix, PAG-21941, P/N 923-384) to the mid-range value - i.e. - if the angle is 20°, the
desired oil level is 7.
(k) Install the oil filler plug, first checking that the sealing O-ring is not twisted. Ensure that the
seat and O-ring are clean.
(l) Torque the plug from 6 to 9 foot-pounds (0.8 to 1.2 kg-m). Do not over tighten the plug to
stop a leak. If plug leaks, remove it, and install a new O-ring.
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Positioning Sanden Compressor Internal Parts

Figure 11
0.118 " (3mm) INCREMENTS
TYPICAL FOR
20 NOTCHES
30˚
4.115 "
Fabricated Dipstick
Figure 12
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CHART 7
SANDEN COMPRESSOR OIL LEVEL VS. MOUNTING ANGLE
Mounting Angle 0° 10° 20° 30° 40° 50° 60° 90°
Oil Level 3-5 5-7 6-8 7-9 8-10 8-10 9-11 9-11
(in notches)
Sanden Compressor Mounting Angle

Figure 13
(5) Drive Belt Service

(a) Replacement (See Figure 14.)
1 Remove old belt by removing spinner, propeller, cowling, engine baffles as required,
starter ring gear assembly, and drive belt.
CAUTION: DO NOT FORCE BELT INTO PULLEY SHEAVE. REMOVE IDLER
ASSEMBLIES, IF NECESSARY, AND ALTERNATOR LOWER
MOUNTING BOLTS TO INSTALL BELT.
2 Position new belt on starter ring gear sheave.
3 Install starter ring gear assembly, propeller, and spinner.
4 Route belt to proper pulley sheaves.
PAGE 34
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MAINTENANCE MANUAL
Compressor and Alternator Belt Installation

Figure 14
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MAINTENANCE MANUAL
(b) Alignment (See Figure 14.)

Check and adjust compressor belt and pulley alignment as follows:
CAUTION: VERIFY THE STRAIGHTEDGE HAS SOLID CONTACT WITH THE
SURFACE OF THE RING GEAR TO ENSURE TRUE READINGS.
1 Establish a datum line for checking belt and pulley alignment by clamping a
straightedge to the forward machined edge of the ring gear.
2 Obtain the nominal compressor belt offset at the ring gear. Measure the dimension
from the forward edge of the compressor belt (in its ring gear sheave) to the forward
machined surface of the ring gear.
3 Measure actual compressor belt offset at the compressor sheave (Point-B). Measure
the dimension from the forward edge of the compressor belt (in its compressor
sheave) to the aft surface of the straightedge.
NOTE: If the compressor sheave offset is extreme, it may be adjusted by adding (or
removing) shims between the compressor mounting ears and the
compressor mounting bracket as described in Compressor, Installation,
above. If zero offset is not obtainable, note the measured offset.
4 Measure actual compressor belt offset at the compressor idler pulley (Point-A).
Measure the dimension from the forward edge of the compressor belt (in its idler
sheave) to the aft surface of the straightedge. Belt offset at Point-A should be
approximately half the offset (if any) measured at Point-B.
NOTE: Compressor Idler Pulley (Point A) offset is adjusted by adding (or removing)
shims (LYC. P/N 76534 - 1.130 IN. OD x .410 IN. ID x .005 IN. THK) between
the compressor mounting ears and the compressor belt adjusting bracket
until the idler pulley is in (or as close as shims will allow to) the belt plane.
The nominal idler pulley offset at Point A will be approximately one-half the
measured compressor sheave offset at Point B.
(c) Adjusting Drive Belt Tension (Compressor and/or Alternator)
CAUTION: THE HIGHER TENSION SPECIFIED FOR A NEW BELT IS TO
COMPENSATE FOR INITIAL STRETCH AT FIRST OPERATION. DO NOT
APPLY HIGHER TENSION VALUES TO USED BELTS.
1 Compressor or Alternator Belts - use a calibrated belt tension gauge to adjust a new
belt to 90-120 pounds of static tension. Run in for 15 minutes. If tension falls below
50 lbs., re-tension to 70 lbs.
2 Install engine baffles if removed. Install engine cowling.
CAUTION: IF AIR CONDITIONER IS OPERATED ON THE GROUND FOR
SERVICING, CLEAR TEST AREA OF ANY LOOSE OBJECTS LYING
ON RAMP. ENSURE THAT A QUALIFIED PERSON IS AT THE
AIRPLANE CONTROLS.
3 Run engine 15 minutes at 1200 rpm.
4 Shut down engine, remove engine cowling, and check both belt tensions.
5 Check tension every 100 hours or annual inspection, whichever comes first.
6 Check all idler and bracket bolts for safety. Install engine cowling.
PAGE 36
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H. Refrigerant Lines And Routing

CAUTION: DISCHARGE SYSTEM COMPLETELY BEFORE HOSE COUPLINGS ARE
UNCOUPLED. (SEE DISCHARGING, ABOVE.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF
REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED
WHEN DISCHARGING OR RECHARGING SYSTEM.
NOTE: If performing the initial charge after changing the lines that feed the condenser add 2
ounces of oil to the system in addition to any oil that was recovered during the evacuation
procedure
Handle refrigerant lines carefully. Refrigerant lines are flexible high pressure hoses. Hoses in power
plant area are routed for maximum protection from heat and abrasion. They couple at firewall to
hoses routed through the two inboard, external hat sections on bottom of fuselage, up through floor
to condenser and evaporator in tail cone. Discharge is in the right hand hat section. The suction is in
the left hand hat section.
I. Receiver-Dehydrator
(1) Removal
CAUTION: IF RECEIVER-DEHYDRATOR IS NOT SERVICEABLE, IT MUST BE REPLACED.
RECEIVER-DEHYDRATOR MUST BE REPLACED WHEN SYSTEM HAS
OPERATED WITHOUT A CHARGE OR HAS BEEN LEFT OPEN.
The unit is mounted on inboard side of evaporator assembly housing.
(a) Discharge system of all refrigerant. (See Discharging above.)
(b) Uncouple refrigerant lines at receiver-dehydrator. (See Special Servicing Procedures
above.)
(c) Remove clamp attaching unit to evaporator housing.
(2) Installation
On systems utilizing HFC 134a refrigerant, use only receiver-dehydrators marked with a
GREEN arrow.
(a) Slip mounting bracket around receiver and put it in place on evaporator housing with tube
fitting on top. Align fittings to proper line before securing mounting bracket.
(b) Replace O-rings on HFC-134a systems.
(c) Tighten fittings to torque listed in Chart 3.
(d) Evacuate and charge system per Evacuating the System and Charging the System,
above.
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MAINTENANCE MANUAL
J. Condenser
(1) Removal
Condenser is mounted in a frame assembly in fuselage bottom between stations 156.00 and
191.00.
(a) Discharge system per above. (See also Special Servicing Procedures, above.)
(b) Remove access panel from aft bulkhead of cabin.
(c) Remove condenser forward cover panel.
(d) Uncouple suction and discharge hoses at condenser fitting. (See Special Servicing
Procedures, above.) Remove hose clamps holding hoses to condenser frame.
(e) Remove AN-3 bolts from upper ends of side hinges and rod ends.
(f) Support condenser assembly and remove bolt attaching actuating rod to condenser
assembly.
(g) Lower aft end of assembly on the piano hinge at assembly forward end.
(h) Remove eight screws attaching piano hinge to condenser frame assembly and remove.
(i) To remove condenser core from assembly, remove screws in the side mounting frame.
Components Installation
Figure 15
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MAINTENANCE MANUAL
(2) Installation
(a) Install condenser core to frame assembly with hose fittings forward and RT fitting pointed
inboard.
(b) Place condenser and frame assembly to fuselage frame mounting bracket and insert the
eight screws into piano hinge.
(c) Attach side hinges, actuating rod, and rig per condenser assembly rigging instructions.
(d) Seal and couple hose fittings (seal with Loctite refrigerant sealant applied to flares only).
(e) Adjust condenser per condenser assembly rigging instructions, below.
WARNING: CONDENSER COVER PANEL(S) MUST BE REPLACED AND SEALED IN
THE ORIGINAL MANNER. IF NOT SEALED PROPERLY, EXHAUST GASES
CAN SEEP INTO CABIN DUE TO LOW PRESSURE AREA IN CABIN.
WARNING: TEST FOR CARBON MONOXIDE (CO) ON GROUND AND IN FLIGHT

WITH AND WITHOUT AIR CONDITIONER OPERATING. PRESENCE OF
CO MUST NOT EXCEED ONE (1) PART IN 20,000.
(f) Seal around condenser forward cover panel (and aft cover panel if removed) with
Permagum Bead No. 576 purchased from Prestolite Engineering Company (see Figure 16).
(3) Condenser Door Actuator
The actuator is on a bracket mounted between two bulkheads in tail cone. It is coupled to the
condenser assembly through a bellcrank mounted to a bracket on bulkhead aft of condenser.
Actuator travel is controlled by two limit switches. Both up and down switches are on the
actuator, see Figure 16 for switch locations.
(4) Condenser Assembly Rigging Instructions (See Figure 16.)
Condenser assembly is actuated by an electric motor through bellcranks, push rods, and limit
switches. Condenser door must fit flush with fuselage skin, and with increased force along
forward edge. Use the following steps:
(a) Adjust open limit switch to open condenser door 5.00 ± 0.50 inches measured from
leading edge of door to fuselage skin.
(b) Adjust side push rods so a vertically measured gap of 0.16 inch exists along trailing edge
of door the instant forward edge of door is flush with fuselage skin.
(c) Fully close door and adjust CLOSED limit switch so actuator travels an additional 0.12
inch with door fully closed - this is necessary to preload mechanism, see Figure 16.
(d) Cycle assembly several times. Verify proper operation without binding.
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Aug 15/07 21-50-00 2F10
MAINTENANCE MANUAL
Condenser Air Scoop Installation

Figure 16
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Expansion Valve
Figure 17
K. Expansion Valve
(1) Removal (see Figure 17.)
The expansion valve is in evaporator assembly between receiver dehydrator and evaporator
inlet. The capillary coil is attached to evaporator outlet line.
NOTE: If expansion valve is not serviceable, it must be replaced with a new part.
(a) Remove access panels, and discharge system. (See Discharging, above.)
(b) Remove capillary coil from outlet line. (Do not kink capillary tube.)
(c) Uncouple all related tube fittings. (See Special Servicing Procedures above.)
(2) Installation
(a) Install expansion valve in inlet line of evaporator core. Apply P.A.G. lubricant on O-rings
and replace O-rings on fittings, torque fittings per Chart 3.
(b) Secure capillary coil to evaporator outlet line.
(c) Evacuate and charge system per above
(d) Check for leaks. (See leak detection.)
(e) Replace access panels.
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MAINTENANCE MANUAL
L. Evaporator
(1) Removal
CAUTION: DISCHARGE THE SYSTEM BEFORE DISASSEMBLING ANY COMPONENTS
FOR SERVICE.
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE

OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS
REQUIRED WHEN DISCHARGING OR RECHARGING SYSTEM.
Evaporator assembly consists of evaporator core, receiver-dehydrator, expansion valve,
circulating fan, pressure switch, necessary housing, and plumbing. The housing is made of
thermoplastic material and the condensed moisture is dumped overboard through a hose
clamped to fitting on bottom of evaporator housing.
Evaporator assembly is behind cabin rear closeout panel, attached to mounting panel with 12
screws, washers, and a bracket securing the back to mounting panel.
(1) Remove air conditioning filter cover, filter, and rear access panels.
(2) Uncouple the liquid line from inlet side of receiver-dehydrator and suction line from
evaporator core outlet (see Special Servicing Procedures, above).
(3) Disconnect related electrical wires.
(4) Remove flexible air duct from housing outlet and remove drain hose from housing.
(5) Remove temperature probe from evaporator housing.
(6) Remove screws attaching support bracket and evaporator housing to mounting panel.
(7) Remove assembly through access hole in bulkhead.
(2) Installation
(1) Cement gasket in place on flanges of evaporator housing and attach large end of
mounting gasket to back of housing.
(2) Install housing through access hole with air duct outlet on top and mate mounting flanges
to surface of mounting panel and insert screws (Do not tighten at this time).
(3) Line mounting bracket with mating holes in mounting panel, insert screws and tighten.
Tighten screws in flange and check that the gasket is in place, flange seal must be air
tight.
(4) Couple suction and discharge lines to their proper fittings (apply Loctite refrigerant sealant
to tube flares only).
(5) Evacuate and charge system per above.
(6) Check for leaks (See Leak Detection,above). If no leaks are detected, seal, and install
access panel on evaporator housing.
(7) Couple flexible air duct and drain tube.
(8) Make and check electrical connections (See 91-21-50, Figure 1).
(9) Check blower operation and refrigerant systems.
(10) Install rear closeout panel.
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MAINTENANCE MANUAL
M. Pressure Relief Switch

CAUTION: BEFORE RELIEF SWITCH REMOVAL, AIR CONDITIONING SYSTEM MUST BE
DISCHARGED. (REFER TO DISCHARGING.)
CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF
REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED
WHEN DISCHARGING OR RECHARGING SYSTEM.
(1) Remove electrical connections from switch.
(2) Remove switch assembly from service port on steel line.
(3) Apply sealant sparingly to flare. When O-ring is present in HFC-134a systems, lube O-ring with
PAG oil.
(4) Install new switch.
(5) Charge system per above.
N. Electrical Installation
The wiring harness is connected to switches in the climate control center on the right side of the
instrument panel. The harnesses cross the instrument panel to the left side where two wires are
taken off for the compressor clutch. The harness then passes aft along the left side of fuselage
connecting to the blower motor, the pressure relief switch, and the condenser actuating motor. Two
fuses behind the air conditioning system control panel and a 10 amp circuit breaker mounted in
circuit breaker panel protect the complete air conditioning electrical system.
(1) Adjustment of Throttle Switch
The throttle switch is mounted forward and below the throttle arm. The switch must be adjusted
to actuate at the last quarter inch of full open throttle travel. Position the switch so that the
throttle arm contacts the center of the switch actuator button.
(2) Fuse Replacement
Locate the fuse to be replaced behind the air conditioning system control panel.
(a) Open the fuse holder by applying a slight pushing, counterclockwise twisting, pressure.
(b) Remove blown fuse and insert a new 5 amp fuse.
(c) Close the fuse holder by applying a slight pushing and clockwise twisting pressure.
(3) Electrical Schematic
See 91-21-50, Figure 1.
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Aug 15/07 21-50-00 2F14
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CHAPTER
22
AUTO FLIGHT
2F17
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2F18
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CHAPTER 22
CHAPTER CHAPTER


2 Aug 15/07
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2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
15 Aug 15/07
16 Aug 15/07
17 Aug 15/07
18 Aug 15/07
19 Aug 15/07
20 Aug 15/07
21 Aug 15/07
22 Aug 15/07
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PAGE 2
MAINTENANCE MANUAL
CHAPTER 22 - AUTO FLIGHT
TABLE OF CONTENTS
AUTOPILOT 22-10-00 1 2F23

S-TEC System 55X 1 2F23
Description 1 2F23
Troubleshooting 1 2F23
GPSS 1 2F23
System Operation 5 2G3
Maintenance 5 2G3
Post-Maintenance Operational Checkout 5 2G3
Panel-Mounted Components 7 2G5
Component Locator 7 2G5
Trim Monitor 7 2G5
Removal 7 2G5
Installation 7 2G5
Pressure Transducer 7 2G5
Removal 7 2G5
Installation 7 2G5
Roll Servo 9 2G7
Removal 9 2G7
Installation 10 2G8
Trim Servo 11 2G9
Removal 11 2G9
Installation 12 2G10
Pitch Servo 14 2G12
Removal 14 2G12
Servo Clutch Torque Adjustment 16 2G14
Flap Compensator 18 2G16

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MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
AUTOPILOT

PUBLICATIONS.)
1. S-TEC System 55X
The S-TEC System 55X may have been installed as an option in:
A. Piper 6X S/N’s 3232003 and up.
B. Piper 6XT S/N’s 3255001 and up.
2. Description (See Figure 1.)
The S-TEC System 55X is a rate-based autopilot that controls the roll and pitch axes of the aircraft. The
main function of the autopilot is to convert pilot commands to logic signals for the roll and pitch
computers. As the pilot enters the desired mode by pressing the appropriate mode selector switch, the
computer acknowledges the mode, causing the appropriate annunciator to illuminate.
The Roll Computer receives select input signals from the Directional Gyro (DG) or Horizontal Situation
Indicator (HSI), VHF Omnidirectional Radio (VOR), Localizer (LOC) or Global Positioning System (GPS),
Deviation Indicators, and the Turn Coordinator. It then computes roll servo commands for stabilization,
turns, navigation intercepts, and tracking.
The Pitch Computer receives select input signals from the Altitude Pressure Transducer, Accelerometer,
Glideslope Deviation Indicator and Altitude Selector/Alerter (if installed). It then computes pitch servo
commands for vertical speed, altitude hold and glideslope intercept and tracking. Sensing for trim
annunciation or automatic stabilator trim is provided by the pitch servo. Drive for the stabilator trim servo
is provided by the pitch computer.
A typical S-TEC System 55X Autopilot installation includes the following:
A. Panel Mounted:
Programmer/Computer, Turn Coordinator, Annunciator, and D.G. or HSI.
B. Remote Mounted:
Roll Servo, Pitch Servo, Trim Servo, Trim Monitor, A/P Disconnect switch, and Altitude (Pressure)
Transducer.
Servo installations use aluminum brackets to secure the servos to the airframe. Attachment to the
airplane’s primary flight control and trim systems is accomplished with bridle cables and extension
attachments.
3. Troubleshooting
System functionality can be determined using functional checks described in the AFM Supplement and
autopilot Pilot’s Operating Handbook. More detailed troubleshooting should be accomplished by authorized
S-TEC Dealers, holding the appropriate FAA certification, with required test equipment and service data.
4. GPSS
In the Global Positioning System Steering (GPSS) mode, the converter receives ground speed and bank
angle digital signals that are calculated and converted to a commanded turn rate. The turn rate is then
scaled and converted to a DC heading error signal that is compatible with S-TEC autopilots. The end
result is an autopilot that can be directly coupled to the roll steering commands produced by the GPS
Navigator, eliminating the need for the pilot to make any further adjustments to the HSI course arrow or
the DG's heading bug.
2F23 22-10-00 AugPAGE 1

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MAINTENANCE MANUAL
TRIM
2 AMP C/B
TRIM
MASTER (BLK)
SWITCH (3 PIN MOLEX) T2 TO A/C GND
TRIM MONITOR (RED)

(WHT) TRIM MASTER SW A/C BUSS
(RED) TRIM CB
TO DIMMER LIGHT RHEOSTAT
(3 PIN MOLEX) T1
TRIM
PROG/COMP
MONITOR
(BLK)
TO A/C GND
(WHT) (WHT)
TO JB1-J (6 PIN PILOT'S CONTROL WHEEL
A
HORN TO A/C GND MOLEX) T3
(BLK)
A/P A+ (RED)
TO
(WHT)
TO JB1-N A/C GND
F/D 1
(4 PIN MOLEX)
P2
OPTION-F/D A/S
39328-3
PROGRAMMER/
(6 PIN MOLEX) B
COMPUTER A/S 1
39236-8
(BLK)
TO A/C GND
P1 (WHT)
TO JB7-F
(WHT)
TO A/P DISC (PIN 11 OF NAV/HDG
CONTROL WHEEL CONN)
ALTITUDE
ALT. SEL.
SELECTOR / ALERTER
(OPTIONAL) (ENC. ALT.)
TO JB3 & JB4
(BLK)
A/C GND
(WHT)
TO A/P DISC
(RED)
TO AVIONICS BUSS
(WHT)
TO JB1-E
(WHT)
TO JB8-H
(RED)
TO T&B C/B
TURN (5 AMP MAX.)
(BLK)
ANNUN
COORDINATOR TO AIRFRAME GND

TURN COORDINATOR
(BLK)
TO A/C GND C
TRANSDUCER F/D 2
PRESSURE MOLEX
TRANSDUCER (12 PIN)
PROG/COMP
SEE SHEET 3 FOR EXCEPTIONS WHEN

EITHER AVIDYNE ENTEGRA EFIS
ANNUNCIATOR ANNUNCIATOR OR GARMIN 1000 EFIS IS INSTALLED.
Effectivity
3232003 and up System 55X Autopilot Installation
3255001 and up Figure 1 (Sheet 1 of 3)
PAGE 2
Aug 15/07 22-10-00 2F24
MAINTENANCE MANUAL
PITCH SERVO
A
CONTROL WHEEL
PITCH
SERVO
CONTROL WHEEL
B
A/P 1
A/C GND
AP C/B
A/P (3 PIN MOLEX)
MASTER SW ROLL SERVO FLAP POT FLAP COMP POT
FLAP
TRIM SERVO
A/C BUSS
COMPENSATOR
(RED) A/P C/B POTENTIOMETER
(RED) A/P A+
C
(RED) A/P A+
ROLL
SERVO
TRIM
105207 J SERVO
101842 NEW
Effectivity
System 55X Autopilot Installation 3232003 and up
Figure 1 (Sheet 2 of 3) 3255001 and up
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MAINTENANCE MANUAL
Effectivity
3232003 and up System 55X Autopilot Installation
3255001 and up Figure 1 (Sheet 3 of 3)
PAGE 4
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MAINTENANCE MANUAL
5. System Operation
Operation of the autopilot and other systems is described in the FAA-approved Airplane Flight Manual
Supplement (AFMS) - see airplane Pilot‘s Operating Handbook (POH), Section 9. Specialized controls,
annunciation, operation and interpretation are covered in this supplement and in the S-TEC Autopilot
POH that supplements the approved AFMS.
6. Maintenance
Except as provided in 5-20-00, servicing and/or maintenance of the autopilot system is On-Condition.
NOTE: Servicing of S-TEC System 55X Autopilot installations is best accomplished by approved
S-TEC dealers holding the appropriate FAA-certification. Locations of and access to the
components installed are described and depicted individually below. Removal and replacement
of components is generally indicated by functional checks provided in the AFM Supplement,
S-TEC Autopilot POH and/or below.
7. Post-Maintenance Operational Checkout (PIR-S-TEC Report No. 81191, Rev. 1.)
Standard and Avidyne Entegra EFIS-equipped airplanes complete the following checkout procedure
after any maintenance to the system is performed.
Airplanes equipped with the Garmin 1000 EFIS complete the “S-TEC 55X Interface” procedure in 34-20-00
under Electronic Flight Instrument System (EFIS) - Garmin 1000, Post-Installation Setup, System Testing
and Checkout.
NOTE: The System 55X incorporates a SELF-TEST that requires a 100% pass rate before the autopilot
can be engaged.
NOTE: For airplanes equipped with the Avidyne Entegra (see 34-20-00), references below to the
remote annunciator, flight director, and HSI are to those functions in the Primary Flight Display
(PFD).
A. Apply aircraft power.
B. Avionics Master Switch ON
C. Autopilot Master Switch Set to FD / AP
NOTE: Observe that all segments of the Programmer / Computer display and annunciators
illuminate for five (5) seconds during test. Satisfactory completion of the SELF-TEST is
indicated when the Ready (RDY) annunciator remains on at the end of the five (5) second
self-test. Should a fault be detected, the FAIL annunciator will remain on at the conclusion
of the self-test and the autopilot will not operate.
D. Trim Master (ON / OFF) Switch ON
E. HDG and VS switches PRESS / RELEASE
Ensure that HDG and VS illuminate on the Fifty Five X annunciator.
F. VS Knob ROTATE CW
Pitch control (i.e. - the control yoke) should move slowly out (pilot may have to assist a heavy yoke).
G. VS Knob ROTATE CCW
Pitch control should move slowly in.
H. A/P DISC Trim Interrupt Switch (on control yoke) PRESS
Verify the autopilot disconnects.
I. HDG Mode ENGAGE
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J. DG or HSI HDG bug MOVE LT / RT

Roll control should follow the HDG bug.
NOTE: If HSI equipped, center the course arrow under the lubber line and push the NAV button.
Move the course arrow on the HSI left then right. Roll control should follow the course
arrow. Channel a valid VOR signal and move course arrow just enough to deflect the left /
right needle one (1) or two (2) dots. Roll control should follow the Course Deviation
Indicator (CDI) left / right needle during the test. (This test is only valid if the left / right
needle is centered with the course arrow under the lubber line.)
NOTE: If DG equipped, center the HDG bug under the lubber line. Channel a valid VOR signal.
Move the OBS to cause Ieft / right CDI needle deflection. The roll control should follow the
left / right needle movement.
K. REV Mode button PUSH
Roll control should respond opposite to the course arrow and CDI Ieft / right needle inputs.
L. Altitude Hold (ALT) button PUSH
Slowly pull out (nose up) on the pitch control (i.e. - control yoke). Autotrim should run nose down
with TRIM flashing on the remote annunciator and the autopilot computer / programmer after
approximately 3 seconds. Slowly move control yoke forward (nose down). After 3 seconds, autotrim
should move nose up with TRIM flashing on the remote annunciator and the autopilot computer /
programmer after approximately 3 seconds.
M. Trim Master (ON / OFF) Switch OFF
N. Manual Electric Trim Test:
(1) Trim Master (ON / OFF) switch ON
(a) Move each segment of the Manual Electric Trim Command Switch FWD and AFT.
Trim should not run.
(b) Move both segments of the Trim Command switch FWD.
Trim should run nose down.
(c) Move both segments of the Trim Command switch AFT.
Trim should run nose up.
(2) Re-trim aircraft for takeoff and check controls for freedom of movement. Be sure the autopilot
and trim servos are dis-engaged.
O. Flight Director Test (only if the Avidyne Entegra EFIS is installed):
(1) Autopilot Master Switch SELECT FD
Note the roll, pitch and trim servos are disengaged. The steering bar should be in view on the
attitude indicator.
(2) HDG Mode ENGAGE
MOVE HDG bug 45 degrees left. The roll steering bar should slowly indicate a left steering
command. Repeat the same test for the right side.
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MAINTENANCE MANUAL
(3) VS Mode ENGAGE

SELECT 1500 FPM rate of climb. Note the pitch steering bar moves slowly up. Repeat the
same test for the down direction.
(4) Autopilot Master Switch SELECT FD / AP
The servos should re-engage.
(5) Trim Master ON / OFF Switch ON
(6) Manual Electric Trim Command Switch MOVE FWD or AFT
The autopilot should disconnect.
NOTE: The Manual Electric Trim Command Switch will disconnect the autopilot only if there is
a Pitch Mode engaged.
8. Panel-Mounted Components
The HSI (if installed), autopilot programmer/computer, altitude selector/alerter (if installed), remote
annunciator, and turn coordinator are either face-mounted or rack-mounted in the instrument panel. See
39-10-00 for removal and installation instructions.
9. Component Locator
See Figure 2.
10. Trim Monitor (See Figure 2.)
The trim monitor is mounted on the left side of the fuselage under the instrument panel.
A. Removal
(1) Disconnect autopilot harness.
(2) Remove screws (4) holding trim monitor to mounting bracket and remove trim monitor.
B. Installation
(1) Place trim monitor in position on mounting bracket and secure with screws (4).
(2) Connect autopilot harness.
(3) Perform Post-Maintenance Operational Checkout, above.
11. Pressure Transducer (See Figure 2.)
The pressure transducer is located on the forward side of the pilot’s instrument panel below the control
wheel shaft.
A. Removal
(1) Remove the Ty-Rap and disconnect the transducer from the static-system by removing the
flexible hose.
(2) Disconnect the autopilot harness.
(3) Remove screws and washers (2 ea.) and remove transducer.
B. Installation
(1) Place transducer in position. Secure transducer to instrument panel with screws and washers
(2 ea.)
(2) Connect the transducer to the static system by sliding the flexible hose over the hose barb.
Then position and install Ty-Rap.
(3) Connect the autopilot harness.
2G5 22-10-00 AugPAGE 7

15/07
MAINTENANCE MANUAL
PITOT STATIC LINE

HSI (OPTIONAL)
TRANSDUCER
TRIM / MASTER ANNUNCIATOR SWITCH
ANNUNCIATOR
ALTITUDE SELECTOR / ALERTER
(OPTIONAL)
INSTR PANEL (REF.)
LOOKING DOWN, PROGRAMMER / COMPUTER

BELOW
CONTROL WHEEL
A
TURN & BANK
FLAP COMPENSATOR
ROLL SERVO
TRIM SERVO
UP
FWD
HORN
TRIM
MONITOR
VIEW A
LOOKING OUTBOARD
PITCH SERVO
Effectivity
3232003 and up Component Locator
3255001 and up Figure 2
PAGE 8
Aug 15/07 22-10-00 2G6
MAINTENANCE MANUAL
FUEL SELECTOR CABLE .005 MIN. GAP BETWEEN CLAMP

VALVE (REF.) CLAMP HALVES AFTER TORQUING
AILERON TORQUE CLAMP BOLTS

BALANCE TO 55 ± 5 IN. LBS.
CABLE
DETAIL A
AILERON
BALANCE
CABLE
LOOKING DOWN
ROLL SERVO
FUEL LINE (REF.) BRIDLE CABLE
CABLE CLAMP AN3-5A BOLT (4 REQ'D.)

(LEFT SHOWN, RIGHT OPPOSITE) NAS1149F0363P WASHER (8 REQ'D.)
(SEE DETAIL A) NAS679A-3W NUT (4 REQ'D.)
Effectivity
Roll Servo Installation 3232003 and up
Figure 3 3255001 and up
12. Roll Servo (See Figures 2 and 3.)

The roll servo is mounted underneath the right aft-facing passenger seat. A bridle cable and clamps
attach the servo capstan to the aileron balance cable.
A. Removal
(1) Remove the aft-facing passenger seat.
(2) Remove adjacent carpet.
(3) Remove screws securing floor panel and remove panel.
(5) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps from
aileron balance cable and autopilot bridle cable.
(6) Remove nuts and bolts (4 ea.) and washers (8 ea.) securing roll servo to mounting bracket and
remove roll servo with attached bridle cable.
2G7 22-10-00 AugPAGE 9

15/07
MAINTENANCE MANUAL
WRAP 495˚ AND OUTBOARD
WRAP 225˚ AND INBOARD
BRIDLE CABLE
ROLL SERVO BASE PLATE
LOOKING FORWARD,
CAPSTAN COVER
AND CABLE GUARDS
REMOVED FOR CLARITY.
45˚
POSITION OF BRIDLE CABLE CENTER BALL WITH

AILERON IN NEUTRAL POSITION. DEPRESS CENTER 105207 H
BALL TO BOTTOM OF HOLE AND TIGHTEN SETSCREW.
Effectivity
3232003 and up Roll Servo Capstan Wrapping
B. Installation
(1) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00.
(2) Place the control column tee bar in full forward position and secure by use of a suitable tool or
by placing weights on the aft side of the stabilator, if stabilator cables have been previously
tensioned.
(3) Lock the ailerons in neutral (i.e. - aligned with flaps) position using a suitable contour fixture at
the inboard ends of the ailerons and the outboard ends of the flaps. Verify control wheels are
centered and secure in that position.
(4) Remove screws (4) and remove capstan cover and cable guards from servo.
(5) Adjust roll servo clutch torque per Servo Clutch Torque Adjustment, below.
(6) Wrap autopilot bridle cable, align capstan, and and tighten center-ball setscrew as shown in
Figure 4.
(7) Replace cable guards and capstan cover, secure with screws (4).
(8) Position servo as shown in Figure 3 and install and secure nuts (4 ea.) , washers (8 ea.) , and
bolts (4 ea.) holding servo to mounting bracket.
(9) Position cable clamps (2) as shown in Figure 3 and tighten nuts and bolts (2 ea.). Adjust cable
clamps in or out along the aileron cable to obtain a bridle cable tension of 15 + 10, -2 lbs. Torque
cable clamp bolts to 55 ± 5 in. lbs.
PAGE 10
Aug 15/07 22-10-00 2G8
MAINTENANCE MANUAL
(10) Remove the locking fixtures at the inboard ends of the ailerons. Aileron neutral (i.e. - aligned
with flaps) position should be maintained with the control wheels in neutral. A droop of 1/8 inch
is allowable.
(11) Remove the control wheel/tee bar locks. Check to insure that the left aileron up and right
aileron down stops are contacted simultaneously and vice versa. Adjust stops as required.
(12) Rotate the left (pilot's) control wheel in each direction until the bellcranks contact the stops.
The sprocket stops on the tee bar shall not be contacted until additional “override" movement
(cushion) of the wheel occurs. A "cushion" on 0.030 to 0.040 inches is to be maintained as
measured between the sprocket pin and adjustable control wheel stop bolts.
(13) Place the ailerons in the neutral (aligned with the flaps) position. For each aileron, from the
neutral position, check that the "up" travel and the "down" travel are within the limits shown in
27-00-00, as follows:
(a) Center bubble of a protractor over surface of aileron at neutral position. Note reading.
(b) Move aileron full up and down. Check degree of travel in each direction. Degree of travel
on protractor is determined by taking the difference between protractor reading at neutral
and up, and neutral and down. Bubble must be centered at each reading.
When measuring "down" travel from the neutral position, a light "up" pressure shall be
maintained at the center of the aft edge of the aileron. When measuring "up" travel from the
neutral position, a light "down" pressure shall be maintained at the center of the aft edge of the
aileron (at the "up" position only), just sufficient to remove the slack between the bellcrank and
the aileron. Total free play measured at the aileron trailing edges shall not exceed 0.120
inches.
(14) If steps (10) thru (13), above, reveal the aileron controls out of rig, repeat steps (1) thru (9).
(16) Check aileron controls for free and correct movement.
(18) Replace floor panel and secure with screws.
(19) Replace carpeting.
(20) Replace the aft-facing passenger seat.
13. Trim Servo (See Figures 2 and 5.)
The trim servo is located on the centerline just aft of the cabin rear closeout panel. The left stabilator trim
cable wraps around the servo idler pulley and servo capstan.
A. Removal
(1) Remove rear seats. Remove cabin rear closeout panel. Remove baggage compartment carpet
and floor.
(2) Tie a pull rope to the left trim cable exposed beneath the baggage compartment floor and tie-
off the pull rope to structure aft.
(3) Tie a pull rope to the left trim cable aft of the turnbuckle in the rear fuselage aft of the trim
servo and tie-off the pull rope to structure forward.
NOTE: The pull ropes apply tension to the trim cables to prevent the cables from unwrapping
from the trim wheel drum or the trim barrel, and to prevent the cables from fouling at
any of the pulleys.
(4) Slack-off the turnbuckle in the left trim cable segment aft of the trim servo sufficient to relieve
tension on the left trim cable as it wraps around the trim servo idler pulley and capstan.
2G9 22-10-00 Aug

PAGE 11
15/07
MAINTENANCE MANUAL
(5) Disconnect the autopilot harness.

(6) Remove the capstan cover and cable guards (4) by removing the retaining screws (4).
(7) Remove the bolt, nut, and washer securing the idler pulley to the trim servo baseplate and
mounting bracket and remove the idler pulley components.
NOTE: The idler pulley breaks down into the following components upon removal of the bolt,
above: mounting plate/cable guard assembly, idler pulley, and two washers.
(8) Remove the remaining bolts, nuts, and washers (3 ea.) securing the trim servo to its mounting
bracket and remove the trim servo.
B. Installation
(1) Adjust trim servo clutch torque per Servo Clutch Torque Adjustment, below.
(2) With the capstan cover and cable guards removed, position the trim servo as shown in
Figure 5. Secure with bolts, nuts, and washers (3 ea. - i.e. - aft two and forward left).
(3) Assemble the idler pulley cable guards (3) to the mounting plate with screws (1 ea.) and star
washers (2 ea.). Place the center bolt through the mounting plate/cable guard assembly and
slide a washer over the threaded end and up against the mounting plate. Set the mounting
plate/cable guard/bolt assembly aside.
(4) Drape the slack left trim cable over the servo capstan.
CAUTION: IN STEPS (5) THRU (9), BELOW, USAGE OF LEFT AND RIGHT IS RELATIVE TO
THE VIEW OF THE TECHNICIAN IN THE CABIN BAGGAGE AREA LOOKING AFT,
EXCEPT WHERE AIRPLANE COMPONENT PARTS ARE SPECIFICALLY NAMED.
(5) Place thumb and forefinger on top of the capstan over the trim cable in its groove. Pressing the
trim cable into its groove, slide thumb and forefinger down around opposite sides of the servo
capstan and pull the trim cable slack towards you and to your left.
(6) Holding the trim cable in that position, install the capstan cover and cable guards as shown in
Figure 5.
(7) Hold the idler pulley aft of the trim servo and to the right of the airplane's left trim cable. Move
the idler pulley left to the left trim cable and capture the trim cable in the bottom cable groove
on the left of the idler pulley.
(8) Keeping the trim cable in the bottom groove, slide the idler pulley forward along the trim cable,
left of the servo capstan, and bring it approximately to its installed position (See Figure 5). At
this point, the aft portion of the trim cable should be routed left, around the front, and to the
right of the idler pulley and to the left, around the rear, and to the right of the capstan.
(9) Holding the idler pulley in this position, reach down and pull the forward portion of the trim
cable over the idler pulley and seat it in the top cable groove on the idler pulley. The left trim
cable should now be routed as shown in Figure 5.
(10) Place the spacer inside the idler pulley.
(11) Position the mounting plate/cable guard/bolt assembly as shown in Figure 5 and slide the bolt
through the spacer inside the idler pulley.
(12) Place a washer over the bolt end and put the bolt through the trim servo mounting bracket and
baseplate. Secure with a nut and washer, taking care to ensure that the cable guards are
positioned, and the left trim cable is routed, as shown in Figure 5.
(13) Take up the slack in the left trim cable with the turnbuckle and remove the pull ropes.
(14) Rig stabilator trim per Stabilator Trim Rigging and Adjustment, 27-30-00.
PAGE 12
Aug 15/07 22-10-00 2G10
MAINTENANCE MANUAL
NUT, NAS679A-3W
IDLER PULLEY
SPACER WASHER, NAS1149F0363P
CABLE GUARDS TRIM SERVO BASEPLATE (REF.)
WASHER, NAS1149C0632R
BRACKET (REF.)
MOUNTING PLATE WASHER, NAS1149F0363P
STAR WASHER, WASHER, NAS1149C0632R
MS35333-36 (6 REQ'D.)
BOLT, AN3-14A
SCREW IDLER PULLEY BUILDUP DETAIL
SEE DETAIL
FOR BUILD-UP LEFT STABILATOR TRIM CABLE
.15
TRIM SERVO
BOLT, AN3-5A (3 REQ'D.)

WASHER, NAS1149F0363P (6 REQ'D.)
RIGHT NUT, NAS679A-3W (3 REQ'D.)
FWD
LOOKING DOWN AT TRIM SERVO INSTALLATION
LEFT STABILATOR TRIM CABLE
BAGGAGE COMPARTMENT
FLOOR (REF.)
UP
TRIM SERVO
FWD
LOOKING INBOARD
AT TRIM SERVO INSTALLATION
BULKHEAD F.S. 187.96
Effectivity
Trim Servo Installation 3232003 and up
2G11 22-10-00 Aug

PAGE 13
15/07
MAINTENANCE MANUAL
(15) Connect the autopilot harness.

(17) Check elevator trim controls for free and correct movement.
(18) Reinstall baggage compartment floor and carpet, and cabin rear closeout panel.
(19) Reinstall rear seats.
14. Pitch Servo (See Figures 2 and 6.)
The pitch servo is located in the aft fuselage just aft of F.S. 259.00. A bridle cable and clamps attach the
servo capstan to the upper and lower stabilator cables.
A. Removal
(1) Attach a tail stand under the tail skid.
(2) Remove the cabin rear closeout panel.
(3) Crawl into the tailcone until the pitch servo is accessible.
(5) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps from
upper and lower stabilator cables and autopilot bridle cable.
(6) Remove cotter pin from bridle cable pulley and pull upper portion of bridle cable free of the
pulley.
(7) Remove nuts and bolts (4 ea.) and washers (8 ea.), securing pitch servo to mounting bracket
and remove pitch servo with attached bridle cable.
B. Installation
(1) Rig stabilator controls per Stabilator Controls Rigging and Adjustment, 27-30-00.
(2) Remove screws (4) and remove capstan cover and cable guards from servo.
(3) Adjust pitch servo clutch torque per Servo Clutch Torque Adjustment, below.
(4) Wrap autopilot bridle cable, align capstan, and tighten center-ball setscrew as shown in Figure 6.
(5) Replace cable guards and capstan cover, secure with screws (4).
(6) Position pitch servo as shown in Figure 6 and secure with bolts, nuts, and washers (4 ea.).
(7) Lead upper portion of bridle cable through pulley as shown in Figure 6. Reinstall cotter pin.
(8) Position cable clamps (2) as shown in Figure 6 and tighten nuts and bolts (2 ea.). Adjust cable
clamps in or out along the stabilator cables to obtain a bridle cable tension of 15 + 10, -2 lbs. Torque
cable clamp bolts to 55 ± 5 in. lbs.
(11) Check stabilator controls for free and correct movement.
(12) Reinstall and secure the cabin rear closeout panel.
(13) Remove tail stand.
PAGE 14
Aug 15/07 22-10-00 2G12
MAINTENANCE MANUAL
BRACKET
(REF.)
WRAP LONG END 405˚ AND
OVER PULLEY. BRACKET AN525-832R SCREW (2 REQD)
NAS1149FN832P WASHER (2 REQD)
MS21042-08 NUT (2 REQD)
UP
NAS1149F0363P WASHER NAS679A3W NUT
AFT COTTER PIN
BOLT AN3-12A
WASHER
PULLEY
WRAP SHORT END SPACER

360˚ AND FWD.
POSITION OF BRIDLE SPACER PULLEY BUILD-UP DETAIL
CABLE CENTERBALL
WITH STABILATOR
CONTROLS IN
NEUTRAL POSITION. WRAPPING CAPSTAN
DEPRESS CENTERBALL (CAPSTAN COVER AND CABLE
TO BOTTOM OF HOLE GUARDS REMOVED FOR CLARITY)
AND TIGHTEN SET SCREW.
UP
AFT
UPPER STABILATOR CABLE
STABILATOR MASS CABLE CLAMP

BALANCE WEIGHT
(REF.)
SEE DETAIL
FOR BUILD-UP
COTTER PIN
BRIDLE CABLE
AN3-5A BOLT (4 REQD)

NAS1149F0363P WASHER (8 REQD)
NAS679A3W NUT (4 REQD)
PITCH
PITCH SERVO
SERVO CABLE CLAMP
UP
LOWER STABILATOR CABLE
LEFT
OUTBD
LOOKING OUTBOARD LOOKING AFT OF BULKHEAD F.S. 259.00
BULKHEAD - F.S. 259.00
Effectivity
Pitch Servo Installation 3232003 and up
2G13 22-10-00 Aug

PAGE 15
15/07
MAINTENANCE MANUAL
15. Servo Clutch Torque Adjustment (See Figure 7 and Chart 1.)
A. Remove servo per instructions under specific servo, above.
B. Place servo in a holding fixture (i.e. - vice) with capstan up.
C. Remove capstan cover, cable guards, and cable.
D. Check capstan torque by attaching the capstan adjusting tool (special tool - see parts catalog) to
the capstan and using a currently calibrated torque wrench as shown in Figure 7.
(1) Acceptable torque is specified in Chart 1.
(2) If adjustment is required, proceed as follows.
E. Remove cotter pin from end of servo shaft and remove castle nut, shim washers, and tension
washers.
F. Replace tension washers as required (see Chart 1).
G. Replace shim washers and castle nut.
H. Tension castle nut so that capstan torque is as specified in Chart 1.
CHART 1
SERVO CLUTCH TORQUE
SERVO TORQUE (In. Lbs.) WASHERS REQUIRED
Roll 40 ± 3 One .032; Two .040
Pitch 44 ± 3 One .032; Two .040
Trim 27 ± 3 Three .032
PAGE 16
Aug 15/07 22-10-00 2G14
MAINTENANCE MANUAL
SCREW (4 REQ'D.)
WASHER (4 REQ'D.)
AN936-A4
CAPSTAN COVER
TORQUE WRENCH
S-TEC TOOL
(SEE PARTS CATALOG)
CASTLE NUT
AN320-5 COTTER PIN
MS24665-134
SHIM WASHER (MIN. 1 REQ'D.)
CAN BE USED IN ANY COMBINATION TO
ALIGN COTTER PIN WITH SHAFT HOLE
TENSION WASHERS
S-TEC P/N 1253 (.032, RED) AND/OR
S-TEC P/N 1253-1 (.040, BLUE)
AS REQ'D. - SEE CHART 1.
CABLE GUARD (4 REQ'D.)
SERVO
Effectivity
Servo Clutch Torque Adjustment 3232003 and up
2G15 22-10-00 Aug

PAGE 17
15/07
MAINTENANCE MANUAL
16. Flap Compensator (See Figure 8.)

A flap compensator potentiometer is mounted underneath the right aft-facing passenger seat or the
entertainment cabinet, whichever is installed. The pot is mounted on a bracket just aft of the wing spar
box and outboard of the fuel selector valve. The arm of the pot is linked to the flap torque tube by a cable
assembly.
Adjustment
(1) With flaps in the full up position and set screw loose, turn A/P master switch ON.
(2) Connect a digital voltmeter (3 1/2 digit) between airframe ground and center terminal (wiper) of
potentiometer (pot).
(3) Turn pot shaft clockwise to stop. Voltmeter should read 5.00 Vdc.
(4) Turn pot shaft slowly counter-clockwise until voltage just starts to decrease from 5.00 volts.
(5) Tighten set screw and recheck wiper voltage for 4.95 to 5.00 vdc.
PAGE 18
Aug 15/07 22-10-00 2G16
MAINTENANCE MANUAL
FUEL SELECTOR VALVE (REF.)

FWD
RIGHT
OUTBD ARM NUT, NAS679A-06
WASHER, NAS1149FN632P
SETSCREW BRACKET
SPRING SPACER
CABLE ASSY.
POTENTIOMETER
SCREW, AN515-632R12
DETAIL A
LOOKING DOWN
SCREW, AN515-632R12
CABLE ASSY.
SPACER
ARM
WASHER, NAS1149FN632P
NUT, NAS679A-06
ROLL SERVO BRIDLE CABLE DETAIL B
SEE DETAIL A
MAINTAIN A MINIMUM CLEARANCE

ADJUST CLAMP TO MAINTAIN OF 3/16 INCH IN ANY FLAP POSITION.
.125 INCH CLEARANCE BETWEEN
CABLE AND TORQUE TUBE
WITH FULL FLAPS SELECTED.
.125
CABLE ASSEMBLY
BOLT, AN3-4A
WASHER, NAS1149F0363P
NUT, NAS679A-3W
SEE DETAIL B
FLAP TORQUE TUBE
MAINTAIN A FUEL LINE FROM
MINIMUM CLEARANCE RIGHT WING
OF 1/4 INCH IN
UP ANY FLAP POSITION
FWD LOOKING INBOARD
Effectivity
Flap Compensator Installation 3232003 and up
2G17 22-10-00 Aug

PAGE 19
15/07
MAINTENANCE MANUAL
PAGE 20
Aug 15/07 22-10-00 2G18
MAINTENANCE MANUAL
2G19 22-10-00 Aug

PAGE 21
15/07
MAINTENANCE MANUAL
PAGE 22
Aug 15/07 22-10-00 2G20
MAINTENANCE MANUAL
CHAPTER
23
COMMUNICATIONS
2G21
MAINTENANCE MANUAL
2G22
MAINTENANCE MANUAL
CHAPTER 23
CHAPTER CHAPTER


2 Aug 15/07
23-00-00 1 Aug 15/07

2 Aug 15/07
23-50-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
23-60-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
2G23 23 - LIST OF EFFECTIVE PAGES PAGE 1

Aug 15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 23 - COMMUNICATIONS
TABLE OF CONTENTS
GENERAL 23-00-00 1 2H3

Radio Master Switch 1 2H3
AUDIO INTEGRATING 23-50-00 1 2H5

GMA-340 1 2H5
Removal and Installation 1 2H5
System Functional Test 1 2H5
Adjustment 4 2H8
STATIC DISCHARGING 23-60-00 1 2H11

Static Wicks 1 2H11
Bonding Straps 1 2H11

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
GENERAL
Radio Master Switch (See 91-23-00, Figure 1.)

A separate master switch for the radios is located in the switch panel in the center of the instrument
panel.
NOTE: Communications transceivers are installed in these aircraft as part of the Garmin GNS-430 or
GNS-530 COM/NAV/GPS multi-function units.
2H3 23-00-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 23-00-00 2H4
MAINTENANCE MANUAL
AUDIO INTEGRATING

PUBLICATIONS.)
GMA-340
The Garmin GMA-340 Audio Panel integrates the audio switching, amplifier, and intercom system with a
marker beacon receiver. Maintenance of the GMA-340 is “on condition” only and, with the exception of
swapping complete units, should be performed only by a qualified avionics shop in accordance with the
GMA-340 Audio Panel Maintenance Manual (Garmin P/N 190-00149-02).
Information provided in this manual is intended to aid the removal and installation of the GMA-340 unit
and its associated wiring and to permit basic system functional test and adjustment.
Note: The GMA-340 is replaced by the GMA-1347 when the Garmin 1000 EFIS is installed.
See 34-20-00.
A. Removal and Installation (See Figure 2.)
See Rack-Mounted Avionics, Removal and Installation, 39-10-00.
B. System Functional Test (See Figure 1.)
(1) On Ground
The following known good equipment is required prior to performing this test: microphone,
headset, speaker and avionics receivers.
(a) Lamp Test
1 Apply power to the unit by rotating the pilot intercom knob clockwise.
2 The test button checks the internal LED annunciator and marker beacon lamps.
Press TEST to confirm operation of the LED’s. Cover the photocell with a finger and
observe that the LED annunciators dim automatically. Check the front panel back-
lighting and dimming function. Each annunciator contains a lamp for illumination.
(b) Fail-safe Operation Check
1 Turn the unit off by rotating the pilot intercom knob counterclockwise.
2 Check fail-safe operation by exercising the COM 1 microphone, microphone key and
audio over the headphones.
3 Turn the unit back on to continue testing.
GARMIN GMA 340
A OM MUTE
MKR COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST
SQ HI SPKR PILOT SQ
LO COM1 COM2 COM3 COM

OFF/ CABIN AUDIO ICS ISOLATION VOL
VOL MIC MIC MIC 1/2 PULL
SENS PA CREW PASS
PILOT VOL CO-PILOT
GMA-340 Audio Panel

Figure 1
2H5 23-50-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
AUDIO PANEL COMM/NAV/GPS
NAV TRANSPONDER
MAN PRES
AS AG ALT GMA-340
CLOCK FUEL FLOW
GNS-430
GI-106A T&B DG VS TACH
GTX-327
OIL TEMP
OIL PRES
EGT
CHT
AMMETER
FUEL
VAC ELT QUAN
P430P1
COM1 FROM COM1 ANT
P340P1
P340P2
NAV1 FROM NAV/GS COUPLER P430P2
GPS1 FROM GPS1 ANT
GS1 FROM NAV/GS COUPLER P430P6 P106P1
P327P1
COM
GPS
GS NAV
GI 106A
TO GND
(BLK)
MIC KEY WIRES TO CONTROL WHEEL

(CW15H22 TO PIN1, CW16H22 TO PIN2)
CONN P350P1 TO AK350 BLIND ENCODER
CIRCUIT BREAKERS
- AUDIO AMP/MKR (5 AMP) XPDR INDENT WIRES TO CONTROL WHEEL
- COM1 (5 AMP) (CW7H22 TO PIN1, CW8H22 TO PIN2)
- NAV1/GPS1 (5 AMP)
- ENCODER (1 AMP) CONNECTOR "SPKR"
- XPNDR (3 AMP) TO CABIN SPEAKER PLUG
TO TRANSPONDER ANT
J5/P5 TO CO-PILOT CONTROL WHEEL
STANDARD AVIONICS INSTALLATION

(6X SHOWN)
Avionics Installation
PAGE 2
Aug 15/07 23-50-00 2H6
MAINTENANCE MANUAL
COM/NAV/GPS 1 AUDIO PANEL AUTOPILOT

COMPUTER/CONTROLLER
NAV HSI ADF RECEIVER
TRANSPONDER
AP ALTITUDE
GMA-340
ANNUN PRESELECT DME
MAN PRES
AS AG ALT FUEL FLOW GNS-530
CLOCK AP
RCR-650A
GI-106A T&B KI-525A VS TACH GNS-430
GTX-327
OIL TEMP
IND-650A KA-51B
OIL PRES TIT
CHT
AMMETER
FUEL OXY
VAC ELT
QUAN
SLAVING ACCESSORY STORMSCOPE CLEAR SWITCH

ADF COM/NAV/GPS 2
NAV1 FROM NAV/GS COUPLER

GPS1 FROM GPS1 ANT
COM1 FROM COM1 ANT
GS1 FROM NAV/GS COUPLER
P340P2 P530P1
P450P1
P340P1 P530P2
COM2 FROM COM2 ANT P525P1
P530P6
NAV2 FROM NAV/GS COUPLER P525P2
P430P1
GPS2 FROM GPS2 ANT P51BP1
P430P2
GS2 FROM NAV/GS COUPLER P51BP2
P430P6
ADF ANTENNA P106P1
TRIAX CABLES P650IP1
P650RP1
COM
P372P1 GPS AG
AP
GS NAV
COM
GPS
GS NAV
KI-525A GI 106A
SLAVING
ACC
IND-650A
TO GND AMMETER
(BLK) P-3201
P-3203
CIRCUIT BREAKERS MIC KEY WIRES TO CONTROL WHEEL
350736
350735
350720
350715
- COMPASS (2 AMP) (CW15H22 TO PIN1, CW16H22 TO PIN2)

P-3202 - AUDIO AMP/MKR (5 AMP)
- COM1 (5 AMP) CONN P350P1 TO AK350 BLIND ENCODER
- COM2 (5 AMP)
- NAV1/GPS1 (5 AMP) XPDR INDENT WIRES TO CONTROL WHEEL
- NAV1/GPS1 (5 AMP) (CW7H22 TO PIN1, CW8H22 TO PIN2)
- ADF (2 AMP)
- DME (2 AMP) CONNECTOR "SPKR"
- XPNDR (3 AMP) TO CABIN SPEAKER PLUG
- SKYWATCH (5 AMP)
- ENCODER (1 AMP) TO TRANSPONDER ANTENNA
- WEATHER SYSTEM (3 AMP) J5/P5 TO CO-PILOT CONTROL WHEEL
OPTIONAL AVIONICS INSTALLATION

(6XT SHOWN)
Avionics Installation
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(c) Transceiver Operational Check

1 Perform a ramp test radio check by exercising the installed transceivers, microphone,
microphone key and audio over the headphones and speaker.
2 Verify that communications are loud and clear and push-to-talk (PTT) operation is
correct.
(d) Intercom System (ICS) Check
1 Set the intercom to the ALL mode (Crew and Pilot LED’s off).
2 Plug in headsets at each ICS position.
3 Adjust squelch and volume for each position and verify that the ICS is working
properly.
4 Check Pilot and Copilot ICS positions for isolation and proper operation of volume
and squelch controls.
5 Press the PA button. Verify that microphone audio is heard over the speaker.
(e) Aircraft Receivers Check
1 Select the audio source corresponding to each installed avionics unit and check for
audio over the headsets.
2 Check for Pilot/Copilot audio isolation when pressing the COM 1/2 button.
3 Press the SPKR button and verify that any selected audio is heard over the speaker.
(f) Music System Check
Connect a stereo music source to MUSIC 2. Press the CREW button to set the ICS to the
crew mode. Verify that stereo audio is heard in the passenger headsets only.
(2) In Flight
Verify proper operation of the marker lamps and marker audio, including the marker audio
mute function. Check proper operation of the marker sensitivity selection (using the SENS
button) by flying towards the outer marker position initially using HI sensitivity. When the OM
audio is just barely audible in the headset, switching to LO sensitivity should reduce or
eliminate the audio.
C. Adjustment (See Figure 3.)
CAUTION: USE ONLY A 2 MM (MAX BLADE WIDTH) FLAT-BLADE NONCONDUCTIVE SCREW
DRIVER AS AN ADJUSTMENT TOOL. BE CAREFUL WHEN INSERTING
ADJUSTMENT TOOL THROUGH THE TOP COVER. THE UNIT MAY BE DAMAGED
IF AN ADJUSTMENT TOOL IS ACCIDENTALLY FORCED AGAINST UNINTENDED
COMPONENTS OR CIRCUIT BOARD PATHS.
The following adjustments can be made through access holes in the top cover of the GMA 340:
(1) Marker beacon audio level.
Counter-clockwise adjustment increases the marker audio level.
(2) Marker beacon sensitivity.
Clockwise (CW) adjustment increases the sensitivity. LOW sensitivity can be adjusted without
affecting HIGH sensitivity setting. Adjusting HIGH sensitivity will, however, affect the LOW
sensitivity. If the HIGH sensitivity setting is adjusted, then the LOW sensitivity setting should be
checked and adjusted afterwards, as needed. If your GMA-340 top cover does not have the
marker beacon sensitivity adjustment access holes as indicated in Figure 3, and you need to
adjust the sensitivity, contact Garmin for instructions.
(3) Aircraft radio speaker output level.
(4) Pilot PA microphone speaker output level.
(5) Copilot PA microphone speaker output level.
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MAINTENANCE MANUAL
MARKER BEACON HIGH SENSITIVITY
MARKER BEACON LOW SENSITIVITY
PILOT PA MIC SPKR LEVEL AIRCRAFT RADIO SPKR LEVEL
CO-PILOT PA MIC SPKR LEVEL
MARKER BEACON AUDIO LEVEL
MUSIC 1 MUTE TRIP LEVEL

(NOT USED IN THIS INSTALLATION)
FRONT
(VIEW LOOKING DOWN)
GMA-340 Audio Panel Adjustments

Figure 3
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PAGE 6
Aug 15/07 23-50-00 2H10
MAINTENANCE MANUAL
STATIC DISCHARGING
1. Static Wicks
A. Description
This airplane is equipped with seven (7) static wicks: one (1) on the inboard end of each aileron;
one (1) on each outboard end of the stabilator; one (1) on the left-hand side of the rudder at the
bottom; and one (1) in the center of each flap.
B. Inspection
Static discharging wicks must be inspected each 100 hours as follows:
(1) General appearance and physical condition.
(2) Security of attachment to airframe.
(3) Discharge points visible.
(4) Resistance (1.0 to 100 megohms, 500 to 1,000 volt megohmmeter).
(5) Base resistance to airframe (one (1) ohm maximum).
2. Bonding Straps (See also 51-80-00.)
To aid in dissipating static electricity buildup the ailerons, stabilator, stabilator tab, and rudder are bonded
to either the control’s hinge or spar.
When replacing the jumper assemblies (bonding straps), secure the end of the jumper that mounts to
the control’s hinge or spar as follows:
A. Clean an area of 1 1/2 times the diameter of the jumper’s washer down to bare metal.
B. Attach the jumper and washer to the control’s hinge or spar.
C. Seal the cleaned area with waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto)
and acrylic lacquer.
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PAGE 4
Aug 15/07 23-60-00 2H14
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CHAPTER
24
ELECTRICAL POWER
2H15
MAINTENANCE MANUAL
2H16
MAINTENANCE MANUAL
CHAPTER 24
CHAPTER CHAPTER
24-List of 1 Feb 28/09 24-60-00 1 Aug 15/07

3 Aug 15/07
24-Table of Contents 1 Feb 28/09 4 Feb 28/09
2 Aug 15/07
24-00-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Feb 28/09
7 Aug 15/07
8 Aug 15/07
24-30-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
15 Aug 15/07
16 Aug 15/07
17 Aug 15/07
18 Aug 15/07
19 Aug 15/07
20 Aug 15/07
21 Aug 15/07
22 Aug 15/07
23 Aug 15/07
24 Aug 15/07
24-40-00 1 Aug 15/07

2 Aug 15/07
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Feb 28/09
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 24 - ELECTRICAL POWER
TABLE OF CONTENTS
GENERAL 24-00-00 1 2H21

Description and Operation 1 2H21
Troubleshooting 1 2H21
Contactor Maintenance 1 2I2
DC GENERATION 24-30-00 1 2I5

Alternator System (90 Amp Electrosystems) 1 2I5
Description 1 2I5
Precautions 4 2I8
On-Aircraft Checks 4 2I8
Visual Inspection 4 2I8
Ammeter Validity Test 4 2I8
Battery Supply Voltage Test 5 2I9
Voltage Output No-Load Test 5 2I9
Voltage Output Load Test 5 2I9
Alternator Removal 8 2I12
Bench Tests 8 2I12
Rectifier Ground and Positive Diode Test 8 2I12
Stator Ground and Negative Diode Test 8 2I12
Field Circuit Open or Ground Test 9 2I13
Alternator Installation 10 2I14
Alternator Belt Tension Adjustment 10 2I14
Standby Alternator 10 2I14
Description 10 2I14
Troubleshooting 12 2I16
Inspection 12 2I16
Set Point Voltage Check 12 2I16
Overvoltage Test 16 2I20
Repair 16 2I20
Installation 16 2I20
Battery 17 2I21
Removal 17 2I21
Testing 18 2I22
Charging 18 2I22
Corrosion Prevention 19 2I23
Emergency Battery 20 2I24
Checking Voltage Regulator 21 2J1
Checking Overvoltage Relay 21 2J1
EXTERNAL POWER 24-40-00 1 2J5

Description 1 2J5
Operation 1 2J5
2H19 24 - CONTENTS FebPAGE 1

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CHAPTER 24 - ELECTRICAL POWER
TABLE OF CONTENTS
ELECTRICAL LOAD DISTRIBUTION 24-60-00 1 2J7

Electrical System Component Loads 1 2J7
PAGE 2
MAINTENANCE MANUAL
GENERAL
1. Description and Operation

The electrical system is a 28-volt, direct-current, single-wire, negative-ground system. All electrical
equipment is grounded to the metal structure of the airplane; therefore, the structure takes the place of
the second wire. A 24-Volt battery is incorporated in the system to furnish power for starting and as a
reserve power source in case of alternator failure. With the exception of the starter, which receives its
power directly from the load side of the battery, the battery and alternator ( 90 Amp Electrosystem, Inc. )
are both connected to the bus bar, from which all electrical equipment is powered. In S/N’s 3232056 &
up; and S/N’s 3255044 & up; for airplanes equipped with the Avidyne Entegra EFIS or the Garmin 1000
EFIS: a Standby Alternator is factory installed. The standby system provides 20 amps of power to support
continued flight in the event of primary alternator failure. The battery master switch controls the battery
relay. A radio master (i.e. - ground clearance) switch is installed as standard equipment and provides a
direct circuit to COMM1, speakers, and radio accessories when switched ON. Otherwise, the battery
master switch must be on before any electrical equipment will operate. The airplane is equipped with
standard navigation lights, anti collision lights, and a landing light mounted on the nose landing gear.
2. Troubleshooting
WARNING: ALL CHECKS AND ADJUSTMENTS OF THE ALTERNATOR AND/OR ITS COMPONENTS
SHOULD BE MADE WITH THE ENGINE STOPPED. TO COMPLETE SOME CHECKS OR
ADJUSTMENTS, IT WILL BE NECESSARY TO REMOVE THESE UNITS FROM THE
AIRPLANE AND PLACE ON A TEST STAND.
Typical electrical system problems are listed in Chart 1 along with their probable causes and suggested
remedies. The electrical schematics included in Chapter 91 depict the different electrical circuits used in
the airplane.
After the trouble has been corrected, check the entire electrical system for security and operation of its
components.
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TROUBLESHOOTING ELECTRICAL SYSTEM
Zero output indicated Open field circuit. With the battery switch
on ammeter regardless turned on, check for battery
of rpm (refer to alternator voltage from the main bus
system test procedure). through the entire field
circuit to the alternator field
terminal.
Measure the voltage from
the ground (-) to the
following points (+) in
sequence: bus bar, field
circuit breaker (5A),
field terminals of master
switch voltage regulator
and alternator field
terminal.
Interruption of voltage
through any of these points
isolates the faulty
component or wire which
must be replaced. (See
schematic, Chapter 91.)
Open output circuit. With the battery switch
turned on, check for battery
voltage from the airplane’s
main bus through the entire
output circuit to the
alternator battery post.
Measure voltage from
ground (-) to the following
points (+) in sequence: bus
bar, output current limiter,
ammeter, and alternator
battery post. Interruption of
voltage through any of
these points isolates the
faulty component or wire
which must be replaced.
(See schematic,
Chapter 91.)
Open circuit in alternator
output will usually burn out
ALT annunciator and the 50
ohm resistor. Check 5 amp
in-line fuse.
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Aug 15/07 24-00-00 2H22
MAINTENANCE MANUAL
Zero output indicated on Open field winding Disconnect field terminal of
ammeter regardless of rpm. in alternator. alternator from field wiring
(continued) and check for continuity
from field terminal to
ground with ohmmeter
(20-100 ohms) depending
on brush contact
resistance.
CAUTION: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROP.

Pull propeller slowly by
hand turning alternator
rotor through 360° of travel.
If resistance is high, check
brushes for spring tension
and excessive wear and
replace if necessary. If
brushes are okay and field
reads open, replace
alternator.
Output indicated on Faulty voltage regulator. Start engine, turn on load
ammeter does not meet (ref. alternator test
minimum values specified procedure), set throttle at
in alternator system 2300 rpm. Check voltage
test procedure. at buss bar (remove cigar
lighter and check from
center contact (+) to
ground (-)). Voltage should
be 27.5 volts minimum. If
voltage is below this value,
replace regulator.
High resistance connections Check visually for loose
in field or output circuit. binding posts at the various
junction points in system,
alternator battery post, lugs
. on ammeter, connections
at voltage regulator, circuit
breaker, etc. (See
schematic, Chapter 91.)
Examine crimped terminal
ends for signs of
deterioration at crimp or
strands of broken wire at
crimp. Tighten any loose
binding posts or replace
bad wire terminals.
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Output indicated on Open rectifier. If any of the six rectifiers
ammeter does not meet pressed into the rear bell
minimum values specified housing of the alternator
in alternator system open up internally, it will
test procedure. result in a definite limitation
(continued) on the current that can be
drawn from the alternator.
After having checked the
previous causes of low
output it can be assumed
that a faulty rectifier exists.
See 24-30-00, Alternator
Overhaul, Diode Testing.
Field circuit breaker trips. Short circuit in field Disconnect field wiring at
circuit. terminal of alternator. Turn
on master switch. If breaker
continues to trip,
disconnect each leg of field
circuit, working from
alternator towards the
circuit breaker until breaker
can be reset and will hold.
Replace component or wire
which was isolated as
defective. (See schematic,
Chapter 91.)
Short circuit in field Disconnect field wiring at
winding of alternator terminal of alternator.
Turn on master switch. Set
breaker, and if breaker fails
to trip, this isolates short
circuit to field of alternator
itself. Check brush holders
for shorting against frame.
If there are no obvious
signs of a physical short
circuit at field terminal or
brush holder, replace
alternator.
Note: Intermittent short circuit. Internal short circuit of the field can occur at various positions of the
rotor, therefore, reconnect field, reset breaker.
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Aug 15/07 24-00-00 2H24
MAINTENANCE MANUAL
Field circuit breaker trips. Short circuit in field
(continued) winding of alternator.
(continued)
CAUTION: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROP.

Pull propeller slowly by
hand turning alternator
rotor through 360° degrees
of travel. Observe circuit
breaker for signs of
tripping.
Ammeter indicates 60 amps Short to ground in alternator Check condition of teflon
at 1400 rpm and above, ALT output wiring. insulators on feet of diode
annunciator light on. heat sink. When the
mounting screws are over
torqued they can cut
through insulators causing
a short-to-ground.
Check other wiring for
chafing, etc.
Excessive ammeter Excessive resistance Check all connections and
fluctuation. in field circuit. wire terminals in field circuit
for deterioration such as
loose binding posts, broken
wire strands at terminals,
etc. Tighten all connections
and replace faulty
terminals.
High field circuit If problem persists, jump
resistance. across the terminals of the
following components one
at a time until the faulty unit
is isolated.
a. Field 5-amp (alternator
circuit protector).
b. Alternator switch.
c. Overvoltage relay.
Defective voltage regulator. Replace voltage regulator.
Faulty grounds. Completely clean all
corrosion from grounding
points.
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3. Contactor Maintenance (See Figure 1.)

WARNING: A STARTER CONTACTOR THAT IS DAMAGED AS DESCRIBED BELOW CAN FAIL
UNEXPECTEDLY IN THE CLOSED POSITION, CAUSING AN UNCOMMANDED ROTATION
OF THE PROPELLER THE NEXT TIME THE MAIN POWER BUS IS ENERGIZED.
Contactor terminals may be damaged if correct procedure is not followed when loosening or tightening
connections. Specifically, wrenching torque may be transmitted to components inside the contactor,
causing damage that may go undetected.
Service spares replacement contactors are configured out-of-the-box as shown in Figure 1. The
contactor is labeled with a note in red text that reads: “DO NOT REMOVE INNER NUT WHEN
ASSEMBLING. USE WRENCH TO HOLD INNER NUT IN PLACE WHEN APPLYING OUTER NUT.”
The “INNER NUT” referred to in this note is the nut(s) that are supplied with the contactor. When
installing wire terminals onto the threaded posts, two wrenches must be used: One wrench (the back-up
wrench) is placed on the inner nut to hold it stationary, while the other wrench turns and tightens the
outer nut.
The proper installation torque for nuts installed on the threaded terminal posts is labeled on the
contactor:
A. For nuts installed on the two large (5/16 - 24 thread) main contactor terminals, use 45 to 55 inch-
pounds of torque.
B. For nuts installed on the two small (#10 - 32 thread) control coil terminals, use 12 to 18 inch-pounds
of torque.
NOTE: Fastener torques shown above reflect the specifications of the contactor manufacturer at
the time of publication, and are subject to change. Adhere to vendor installation instructions
provided with any Piper-approved replacement contactor.
CONTROL COIL TERMINAL INSTALLATION

INNER NUTS INSTRUCTIONS
MAIN CONTACTOR TERMINAL

INNER NUTS
Contactor (Typical)
Figure 1
PAGE 6
Feb 28/09 24-00-00 2I2
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PAGE 8
Aug 15/07 24-00-00 2I4
MAINTENANCE MANUAL
D.C. GENERATION
1. Alternator System (90 Amp Electrosystems. Inc.) (See Figure 1.)

A. Description
The principal components of the alternator are the front housing, fan and pulley, rear housing and
terminal identification, stator core and coil assembly, rotor core and coil, brushes and holder
assembly and rectifier assembly.
Exploded View of Electrosystems Alternator

Figure 1
(1) The front housing (1) is a die-cast aluminum part which meets design requirements for a
lightweight, non-magnetic material. This casting incorporates the bosses used to attach the
assembly to its mounting bracket. It also provides the supporting surface for the rotor shaft
front bearing and vendor identification data stamped into the front housing.
The fan and pulley are attached to the rotor shaft with a nut and lock-washer. The forward end
of the shaft is threaded to accept the nut.
(2) The rear housing (2) is also a die-cast aluminum part which supports the rotor shaft rear
bearing and provides mounting bosses for the rectifier assembly. The housing contains the
various electrical connections and openings for cooling airflow. (Refer to Figure 2 for Terminal
identification.)
(3) The stator core and coil assembly (3) consists of a number of steel stampings riveted together
to form the stator core, which contains 36 equally spaced vertical slots to accommodate the
stator coil windings. (Refer to Figure 3.)
(4) The rotor core and coil assembly (4) consists of the rotor shaft, two slip-rings, two rotor halves
and the coil assembly. The shaft is supported at each end by bearings. The front bearing (ball-
type) is a slip fit on the shaft and is retained in the front housing with a retainer. The rear
bearing (needle-type) is pressed into the rear housing. The slip-rings, core, and coil assembly
are press-fitted to the shaft with a rotor half enveloping each end of the coil.
The rotor core and coil assembly turns inside the stator core and coil assembly with a very
narrow air gap between the two assemblies, thus developing maximum magneto induction.
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(5) The brush and holder assembly (5) is installed in a cavity inside the rear housing. The brushes
ride the surfaces of the slip rings on the rotor shaft under spring pressure and transmit field
current through their circuit to ground. One brush or field terminal is, therefore, insulated from
the housing.
(6) The rectifier assembly is located between the stator and the inside surface of the rear housing.
Attachment to the housing is made by means of mounting studs that protrude from the positive
and negative diode plates (heat sinks). The positive plate is insulated from the housing, and
the negative plate is grounded to the housing through the studs. The rectifier assembly has a
printed circuit board spaced away from the heat sinks. (Refer to Figure 3.)
The stator winding leads (6) are soldered to integral terminals on the back of the circuit board.
The stator phase top is attached to the insulated stator terminal. The heat sinks are attached to
the circuit board with insulated spacers and roll pins maintaining the necessary separation
between the two assemblies. The diodes themselves are exposed. The rectifier assembly has
three diode plates connected to an AC potential. Each of the three plates is connected to one
of the three stator leads. Two steel conductor plates or “bus bars”, one positive and the other
negative, circle the diodes beginning at the BAT and GND terminal studs. The bus bars act as
termination points for collecting the DC current from the terminal wire of each diode. One
positive and one negative diode is soldered to each of three stamped aluminum plates to form
the plate and diode assemblies. The aluminum plates serve as heat sinks to cool the diodes by
providing increased surface area to the air flow through vent slots in the rear housing to the fan
at the front of the alternator.
One plate and diode assembly is connected to each of the three leads to form the full wave
bridge rectifier. Diode terminal wires are connected to the bus bars by means of a flexible
connector wire. One diode is connected to the positive bus bar, and the other diode, on each
plate, is connected to the grounded or negative bus bar. (Refer to Figure 3.)
Rear View and Terminal Identification

Figure 2
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MAINTENANCE MANUAL
TO DIODES TO DIODES
Internal Relationships of Alternator Components

Figure 3
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B. Precautions
Considerable time and expense can be saved observing the following precautions prior to
testing the charging system.
(1) Always disconnect the battery ground cable before disconnecting wiring or components of
system.
(2) Whenever the battery cables are connected and the BATT MASTR switch is ON, avoid
contacting alternator output terminal (BAT), because it is directly connected to the battery bus
voltage.
(3) Never connect the battery ground cable until all system wiring connections and components
are complete.
(4) When adjusting belt tension, always apply force near pulley of the alternator to avoid damage
to stator and rectifier, or use a 1 1/8 inch open end wrench on the adjustment lug of the
alternator case casting.
(5) Never attempt to polarize the alternator. Polarizing is not applicable to alternator and could
damage the regulator.
(6) Observe polarity when installing a battery in aircraft. Reverse polarity will destroy the diodes in
alternator.
(7) Always connect a booster battery in parallel, negative to negative, positive to positive.
(8) Before disconnecting a booster battery, reduce engine speed to idle. Turn landing light ON to
prevent a voltage surge that could destroy small light bulbs. Disconnect booster battery; turn
landing light OFF.
(9) Disconnect the battery ground cable before connecting a charger to the battery.
C. On-Aircraft Checks
(1) Visual Inspection
Prior to testing, perform a visual inspection of charging system components. What appears to
be a charging system problem can, in some instances, be traced to some of the relatively
simple discrepancies outlined here that are easily corrected.
(a) Proper belt tension. If alternator pulley wheel can be slipped on belt by hand the belt is
too loose or glazed. Replace or tighten belt per Alternator Belt Tension Adjustment, below.
(b) Specific gravity of battery reading. A fully charged battery should read 1.275.
(c) Clean and tighten battery posts and cable clamps.
(d) Clean and tighten wiring connection at alternator.
(e) Clean and tighten wiring connections at regulator.
(2) Ammeter Validity Test
With engine off, place BATT MASTR switch in the ON position. Switch landing light switch ON.
Ammeter should show discharge. If ammeter needle does not move:
(a) Check wiring connections at ammeter are tight and clean, or;
(b) Ammeter is defective. Replace ammeter.
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MAINTENANCE MANUAL
(3) Battery Supply Voltage Test

If airplane ammeter shows discharge with engine running, perform the following test before
checking alternator voltage output. The test will verify that battery voltage is being supplied to
regulator. Alternator cannot provide output unless field voltage is supplied.
(a) Disconnect connector at voltage regulator.
(b) Connect voltmeter positive lead to pin 1 of disconnected plug (B lead of regulator) and
negative lead to aircraft structure.
(c) Turn BATT MASTR and ALTR switches ON. Voltmeter should read battery voltage. If
voltage is not present:
1 Check continuity of wiring harness from regulator plug to alternator circuit breaker.
2 Ensure that alternator regulator circuit breaker is closed and not defective.
(4) Voltage Output No-Load Test
Perform this test, as well as the following voltage output load test, whenever an overcharging
or undercharging condition is suspected. Make a visual check as previously outlined. Engine
should be at normal operating temperature .
(a) Connect voltmeter positive lead to positive battery terminal and negative lead to negative
battery terminal. Record voltage reading.
(b) Assure that all switches and lights are OFF, i. e., a no-load condition.
(c) Start engine and slowly increase speed to approximately 1500 rpm.
(d) Voltmeter reading should increase, but not more than 4 volts more than voltage recorded
above.
(e) If the voltage does not increase, or if the increase is within the 4 volt limit, proceed to
Voltage Output Load Test.
(f) If voltage increase exceeds 4 volts, stop engine, and isolate overvoltage problem as
follows:
1 Disconnect regulator plug from regulator and repeat the test with plug disconnected.
2 Voltmeter should show no increase in voltage because excitation voltage to
alternator is cut off. Replace regulator.
3 If voltage increases, with the regulator plug disconnected, excitation voltage is being
supplied to alternator field by a short circuit. Isolate and check continuity of wiring
harness. Repair or replace.
(5) Voltage Output Load Test
This test will determine if there is an undercharge condition.
(a) Connect regulator plug.
(b) Connect voltmeter to negative and positive post of battery. Record voltage reading.
(c) Turn OFF all accessory switches. Open circuit breakers where switches do not control
circuits.
(d) Start the engine. Apply a load by turning on the landing light.
(e) Slowly increase engine speed to 1500 rpm.
(f) Voltage reading should increase a minimum of 0.5 volt above previous reading.
(g) Turn OFF landing light and shut down engine.
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(h) If voltage fails to increase a minimum of 0.5 volt, position alternator switch to OFF. An
under voltage condition exists. Proceed as follows to isolate problem.
1 Disconnect regulator plug and install a jumper from positive terminal of battery to pin
2 (F pin of regulator plug).
CAUTION: DO NOT OPERATE ENGINE MORE THAN 2 MINUTES WITH
JUMPER INSTALLED. DAMAGE TO COMPONENTS OF ELECTRICAL
SYSTEM COULD OCCUR.
2 Start engine. Turn ALTR switch ON. Apply electrical load by turning landing light ON.
Slowly increase engine speed to determine that voltage recorded in step (b), above,
increases. Stop rpm increase when voltage measures 0 volts.
3 Voltage reading at battery should increase above previous reading a minimum of 0.5.
4 Turn landing light OFF. Turn ALTR switch OFF. Shut down engine. If the increase in
voltage reading is still less than 0.5 volt, the problem is in the wiring harness or
alternator.
5 To isolate the wiring harness, remove jumper end from the voltage regulator plug and
connect it to the FLD pin of the alternator (plug removed).
6 Leave alternator regulator plug disconnected.
7 Start engine. Turn ALTR switch ON. Apply electrical load by turning landing light ON.
Slowly increase engine speed to determine that voltage recorded in step (b), above,
increases. Stop rpm increase when voltage measures 0.0 volts. Observe two (2)
minute operation CAUTION, above.
a If the voltage increase is now a minimum 0.5 volt, fault is wiring harness. Repair
or replace harness.
b If the voltage increase is still below 0.5 volt, fault is in alternator. Remove
alternator from aircraft for bench test.
PAGE 6
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Rectifier Ground and Positive Diode Test

Figure 4
Stator Ground and Negative Diode Test

Figure 5
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D. Alternator Removal
The alternator is factory-installed by the engine manufacturer (Lycoming) using Lycoming mounting
brackets. Removal and installation instructions may be found in the appropriate vendor service
publication or in the instructions / drawings for Lycoming Kit No. 05J22487.
E. Bench Tests
The only equipment required to bench check the alternator is an ohmmeter. Zero ohmmeter when
each resistance setting is selected. Zeroing is accomplished by touching ohmmeter probes together
and adjusting zero knob to align meter on full scale reading.
(1) Rectifier Ground and Positive Diode Test (Refer to Figure 4.)
CAUTION: DO NOT USE DIGITAL OHMMETER FOR THIS TEST; IT WILL GIVE FALSE
INDICATIONS.
(a) Set the ohmmeter selector switch to resistance scale 10 and zero the meter.
(b) Attach one ohmmeter lead to BAT terminal and the other to the STA (Stator) terminal. A
reading of 60 ohms should be obtained. Reverse leads. An infinite (no needle movement)
should be obtained.
(c) A reading of 60 ohms or less in both directions indicates:
1 A defective positive diode.
2 A grounded positive diode plate.
3 A grounded alternator BAT terminal.
(d) Infinite reading (no needle movement) in both directions indicates an open STA terminal
connection.
(2) Stator Ground and Negative Diode Test (Refer to Figure 5.)
CAUTION: DO NOT USE DIGITAL OHMMETER FOR THIS TEST; IT WILL GIVE FALSE
INDICATIONS.
(a) Set the ohmmeter selector switch on resistance scale 10 and zero meter.
(b) Connect one lead to the “STA’’ terminal and the other lead to the GRD terminal. A reading
of approximately 60 ohms should be obtained. Reverse leads and check in opposite
direction. An infinite reading (no needle movement) should be obtained.
(c) A reading of 60 ohms or less in both directions indicates:
1 A defective negative diode.
2 A grounded positive diode plate.
3 A grounded alternator BAT terminal.
4 A grounded STA terminal.
5 A grounded stator winding (laminations grounded or windings grounded to front or
rear housing).
(d) Infinite readings (no needle movement) in both directions indicates an open STA terminal
connection.
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MAINTENANCE MANUAL
Field Circuit Open or Ground Test

Figure 6
(3) Field Circuit Open or Ground Test (Refer to Figure 6.)

(a) Set ohmmeter selector switch to resistance scale one and zero meter.
(b) Connect one lead to the FLD terminal and the other lead to the GRD terminal.
(c) Spin alternator pulley and note ohmmeter reading. Meter should read between 4 and 200
ohms and fluctuate while rotor is turning.
(d) A reading lower than four ohms indicates:
1 A grounded positive brush.
2 A grounded field terminal.
3 A defective rotor.
(e) A reading higher than 200 ohms indicates:
1 Worn out or hung brushes.
2 An open brush lead.
3 A defective rotor.
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F. Alternator Installation
The alternator is factory-installed by the engine manufacturer (Lycoming) using Lycoming mounting
brackets. Removal and installation instructions may be found in the appropriate vendor service
publication or in the instructions / drawings for Lycoming Kit No. 05J22487.
With a belt installed, align alternator idler pulley in the belt plane by adding or removing shims
between the alternator mounting ears and the alternator mounting bracket. (See 21-50-00, Figure
14.)
G. Alternator Belt Tension Adjustment
(1) Loosen bottom mounting bolt and belt adjusting bolt. Adjust alternator belt tension by
applying pressure to the adjusting lug of alternator with a one-inch open end wrench. Use a
calibrated belt tension gauge to adjust a new belt to 90 - 120 pounds of static tension. Run in
for 15 minutes. If tension falls below 50 lbs., re-tension to 70 lbs.
CAUTION: IF AIR CONDITIONER IS OPERATED ON THE GROUND FOR
SERVICING, CLEAR TEST AREA OF ANY LOOSE OBJECTS LYING ON RAMP.
ENSURE THAT A QUALIFIED PERSON IS AT THE AIRPLANE CONTROLS.
(2) Run engine 15 minutes at 1200 rpm.
(3) Shut down engine, remove engine cowling, and check both belt tensions.
(4) Check all idler and bracket bolts for safety. After tension is set and upper bolt safetied, tighten
lower mounting bolt 450 to 500 lb.-in. There should be no end play in alternator mount. Add
thin washers between alternator and mount to remove end play.
(5) Install engine cowling.
(6) Re-check tension every 100 hours or annual inspection, whichever comes first.
2. Standby Alternator (In S/N’s 3232056 & up; and S/N’s 3255044 & up:
factory installed with Avidyne Entegra EFIS or Garmin 1000 EFIS.)
A. Description (See Figure 7.)
The standby system provides 20 amps of power to support continued flight in the event of primary
alternator failure. It turns on automatically, annunciating its operation to the pilot through the panel
mounted annunciator which doubles as a standby alternator load monitor.
If the primary alternator fails in flight, the standby regulator will sense the drop in system voltage
and automatically activate the standby alternator. If the current requirement is over 20 amps when
the standby alternator is activated, the STBY ALT ON annunciator light will flash. Reducing the
current usage to 20 amps or less will cause the annunciator light to cease flashing and light
steadily. The pilot may choose which equipment he needs for the given flight conditions by simply
keeping the total load below the flashing point of the annunciator. This will reserve battery energy
for transient loads (gear, flaps, landing lights, etc.) during approach. Loads may be beyond the
flashing point of the annunciator light for up to five (5) minutes without damaging the standby
alternator.
The standby alternator is mounted on the vacuum pump drive of the engine accessory case. Panel
mounted equipment includes the addition of a STBY ALT ON light to the annunciator, a STBY ALT
rocker switch and three standard pull type circuit breakers (1 amp, 5 amp and 40 amp). The
regulator is mounted under the floor in the forward baggage compartment, right side.
See 39-20-00 for illustrated component locations and Chapter 91 for electrical schematics.
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Effectivity
3232056 and up
255044 and up
Standby Alternator with Avidyne Entegra EFIS
Figure 7 or Garmin 1000 EFIS
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B. Troubleshooting
See Chart 1.
C. 100 Hour Standby Alternator Inspection
Each 100 Hours, or at each annual inspection, whichever comes first, inspect the standby alternator
installation as follows:
(1) Standby Alternator (BC410)
(a) Inspect security and condition of standby alternator mounting and wiring.
(b) Perform a normal preflight inspection
(c) Move the aircraft to an area safe for engine start.
(d) Perform a normal engine start and allow the engine to reach proper temperature for runup
RPM
(e) Assure that the standby alternator "Field" and "Sense" circuit breakers and the "Standby
Alt" master are in the on position.
(f) Reduce system electrical loads to approx. 10-15 amps.
(g) Set engine to 2000 RPM minimum.
(h) Switch primary alternator field switch to OFF.
(i) Check that the "Stby Alt On" annunciator lights.
(j) Increase the electrical load to over 20 amps. The "Stby Alt On" annunciator should be
blinking. Reduce the electrical load to less than 20 Amps. The "Stby Alt On" annunciator
should be ON steadily.
(k) Switch primary alternator field switch to ON and verify primary alternator operation. The
"Stby Alt On" annunciator should be OFF.
(l) Return the engine to idle RPM.
(2) Standby Alternator Regulator (BC203-3D)
(a) Inspect security and condition of the case mounting bolts and wiring.
(b) Inspect overvoltage protection by performing Overvoltage Test, below.
D. Set Point Voltage Check
Voltage adjustment of the BC203-2D is not normally required. Deviation from the factory set point of
26.0 volts by more than 0.2 volts may indicate the need for repair or replacement. This set point
voltage can be checked as follows:
(1) Connect a calibrated digital voltmeter directly between terminals 1 and 7 of the regulator.
(2) Ensure the airplane is in a suitable area and start the engine.
(3) Running the engine at over 2000 RPM and with a total bus load of under 3 amps, the voltmeter
should indicate 26.0 ± 0.2 volts.
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CHART 1 (Sheet 1 of 3) (PIR-BC203-2D-trouble.wpd, Rev. C.)
TROUBLESHOOTING STANDBY ALTERNATOR REGULATOR (BC203-2D)

Following this procedure will locate the most common system problems encountered. When calling for
additional factory support, the information gained from these checks should be readily available to aid
your Piper Dealer’s Service Advisor in narrowing the field of possibilities as quickly as possible. Record
the various measurements in the spaces indicated.
Refer to the electrical schematics in 91-24-30 and a high impedance (preferably digital) volt/ohmmeter
(DVM) to make the following checks.
1. Setup
A. Ensure the engine is not running,
B. The magnetos are OFF, and
C. That no external power is applied to the aircraft electrical system.
2. Turn all switches off. Use the lowest resistance scale on the DVM. Check resistance between the
battery negative (-) terminal and both Terminal 7 of the regulator and the engine case. Measurements
over 0.5 Ohm to either would be cause for investigation. In this case, check the engine ground strap,
battery ground strap, and regulator ground wire for loose or contaminated connections, broken
conductors or bad crimp joints. If these measurements are less than 0.5 Ohm, any of these three points
may be used as reference (-) for the following measurements.
A. Resistance from battery to Terminal 7: _________Ohms.
B. Resistance from battery to engine case: _________Ohms.
3. Turn on the battery master and alternator field switches. Measure the voltage on the battery bus and on
Terminal 1 of the regulator. The voltages should be equal within 0.2 volts. A difference of greater than
0.2 volts may be caused by using a breaker as the source for Terminal 1 that supplies another device of
considerable load. Change to a lightly loaded breaker or a breaker dedicated to Terminal 1 and the low
voltage lamp. It is recommended that Terminal 1 not be jumped to Terminal 6. If Terminal 1 has no
voltage, the regulator will not operate.
A. Bus voltage: __________ volts.
B. Terminal 1 voltage: ___________volts.
4. Measure the voltage on Terminal 6 of the regulator. It should be within 0.5 volts of the bus voltage. A
difference of greater than 0.5 volts may be caused by poor contacts in the field breaker or field switch,
poor crimp joints, or loose screw terminals in the wiring between the bus and Terminal 6. Absence of
voltage on Terminal 6 will prevent the regulator from operating.
Terminal 6 voltage:____________volts.
5. Check the voltage on Terminal 5 of the regulator. The voltage should be between 13 and 15 volts. A
voltage outside this range may indicate a bad regulator.
Terminal 5 voltage:___________volts.
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6. Move to the engine compartment. Without disconnecting the field connector, measure the field voltage
on the alternator. Use a thin probe or small gage wire wrapped around the probe to reach through the
connector body and measure the voltage on the male blade coming out of the alternator. It should
measure within 0.5 volts of the measurement on Terminal 5 of the regulator. A lack of voltage may
indicate an open circuit between Terminal 5 of the regulator and the field terminal. If an open field circuit
is suspected, the switches may be turned off, the alternator field connector removed, and a resistance
measurement made between the connector and Terminal 5 of the regulator. Look for near 0 Ohms.
Typically the field resistance of the alternator will be between 3 and 10 Ohms from the male field
terminal blade to alternator case.
A. Field terminal voltage:__________volts.
B. Alternator field resistance:__________Ohms.
7. With the switches on, check the voltage between the alternator output post (or B lead) and ground. It
should be battery voltage. If not, check the wiring between the alternator B lead and the battery positive
(+) terminal. Look for loose or contaminated connections, broken wires, or an open breaker or fuse.
Alternator B lead voltage:____________volts.
8. If all of the voltages in the first 6 steps are close to the value specified, the charging system should be
operative. If not, check for a broken or loose alternator belt or, if the alternator is spline driven, check
that the spline drive shear coupling is not sheared. Note that on spline drive alternators the engine
speed must be at or above run-up RPM before checking for useable output.
NOTE: During the following tests, if the annunciator is always ON or always OFF, check the
annunciator circuit by removing the wire from terminal 2 of the regulator. The lamp should be
OFF with the wire disconnected and should illuminate if the wire is connected to ground.
If the lamp circuit works properly but the lamp still remains fixed either ON or OFF all the time
with the lamp wire connected to Terminal 2, assume that the lamp driver is bad in the regulator.
Have the regulator repaired or replaced.
9. If the charging system seems to be generating power, but the STBY ALT ON annunciator will not flash
above 20 amps output, check the following:
A. With the Battery and Standby Alternator Master switches ON but the engine not running, check the
voltage between terminals 4 and 7 of the regulator. The voltage should be 10.0, " 0.1 volts. If it is
not within tolerance, remove the wire from Terminal 4 and re-check the voltage. If it is still not within
tolerance the regulator may be bad. If the voltage is now in tolerance, suspect a bad current
sensor or shorted sensor wire.
B. If the voltage originally measured in step A was in tolerance, divide the measurement by 2. This
value should be the voltage measured between terminals 3 and 7 of the regulator. If the voltage
measured is not close to 5.0 Volts, suspect the current sensor in the standby alternator output
lead.
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C. If the measurements in Steps A and B are satisfactory, prepare to monitor the voltage between
terminals 3 and 7 of the regulator with the engine running. Move the aircraft to a safe location for a
2000 RPM runup. Start the engine. Minimize the bus loads and bring the engine RPM up to
approximately 2000. Switch OFF the primary alternator. Wait for the STBY ALT ON annunciator to
illuminate. At light bus loads this could take a minute or two. Note the voltage between terminals 3
and 7 of the regulator and begin switching ON additional bus load. The monitored voltage should
increase at the rate of 0.056 Volts for each Amp of standby alternator load.
(1) If the voltage does not change, verify standby alternator output with the ship’s ammeter or a
clamp-on ammeter probe. If the standby output is verified and there is still no change in the
monitored voltage, suspect a bad current sensor.
(2) If the voltage decreases instead of increasing, the 10 Ga. current sensor wire is connected
backward. Reverse the connection and re-run the test.
(3) If the voltage increases at approximately the correct rate, continue adding load until the
voltage is greater than 6.2 volts. At or above this voltage, the lamp should be flashing. If not
suspect a bad regulator.
10. Intermittent problems are the hardest to find. Temporarily bring small test wires into the cockpit from 2
or 3 points in question to allow monitoring them with the DVM during periods of system failure. Double
check all screw terminals for security. Try a 5 pound pull test on all crimp joints and make sure that the
terminal is crimped on the wire, not the insulation.
11. Noise problems are also difficult to find. A few tips to help with curing noise problems follow:
A. A unitized grounding system helps prevent noise problems by preventing voltage differences
between different ground points.
B. The battery acts as a noise filter in the system. Poor connections to the battery or a battery that is
going bad can add to or even cause noise problems.
C. Shielding of low-level audio leads (especially microphone leads or headset leads) is required.
Sometimes the shields in the cables can separate from repeated flexing. Try checking shield
continuity with an ohmmeter or substituting another headset, microphone, etc.
D. Wire routing may be important in some installations. Separation of noise-carrying conductors such
as P leads from other wiring may help. Running noisy wiring parallel to other wiring in the same
bundle is asking for trouble. Wires at 90 degrees to one another, however, do not couple noise.
E. Running transmitter feed lines close to and in parallel with other wiring can cause a problem.
Normally, problems will only be encountered if there is a mismatch and therefore a high SWR in
the antenna system. If noise or charging system breaker tripping occurs during Comm transmit
only or when the transponder is ON only, check the corresponding antenna system carefully or
separate the transmission line from other wiring.
F. The best plan is to stop the noise at its source. Once the noise is loose, it can be difficult to filter it
out of all affected systems. Try to locate the offending item and correct the problem at that point.
Switching off the alternator, the mags (first one then the other), or any other electrical equipment
that generates noise should help to find the offender.
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E. Overvoltage Test
The BC203-2D contains internal over-voltage protection. Grounding for both regulation and
overvoltage protection is achieved through terminal 7 of the regulator, through the case mounting
bolts and through the grounding stud provided under the terminal strip. Overvoltage protection may
be tested for correct operation using either of the following two tests:
(1) Test 1
(a) Disconnect the aircraft wiring harness from terminal 6 of the regulator.
(b) Connect a current limited power supply with an output voltage adjustable between zero
and 35 volts to terminals 6 and 7 with the positive lead on terminal 6.
(c) Connect a 10 ohm, 10 watt resistor from terminal 6 to terminal 5.
CAUTION: THE POWER SHOULD BE REMOVED FROM TERMINAL 6 WITHIN FIVE
(5) SECONDS OF ACHIEVING THE SHORTED CONDITION.
(d) Limiting the output current to 5 amps or less, gradually raise the power supply voltage
until the regulator shorts the output of the power supply. Remove power from terminal 6
as soon as the short occurs.
(e) The short should occur between 32.0 and 33.0 volts. No short indicates the failure of the
overvoltage protection circuitry of the regulator and necessity for repair or replacement of
the regulator.
(f) If the test is satisfactory, switch power OFF, disconnect the power supply, remove the 10
ohm resister, and reconnect terminal 6 to the aircraft wiring harness.
(2) Test 2
(a) Disconnect the aircraft wiring harness from terminal 6 of the regulator.
(b) Connect a 5 amp in-line fuse from the aircraft bus to the negative terminal of a 12 volt
lantern battery.
(c) Connect a 10 ohm, 10 watt resistor from terminal 6 to terminal 5.
(d) Energize the aircraft Bus and momentarily connect the positive terminal of the lantern
battery to terminal 6 of the regulator.
(e) The fuse should blow immediately. If the fuse does not blow, the over-voltage protection
circuit has failed and the regulator must be replaced or repaired.
(f) If the test is satisfactory, switch power off, reconnect terminal 6 to the aircraft wiring
harness, and remove the 10 ohm resistor.
F. Repair
Failure due to broken wires or damaged connectors may be corrected in the field using repair
procedures complying with the latest revision of AC43.13-1. All other repairs are by replacement
only.
G. Installation
(1) Locate new gasket on drive pad.
(2) Orient standby alternator as shown in Figure 7 and position on drive pad.
(3) Secure with washers and nuts (4 each).
(4) Torque nuts to 60-70 In/Lbs.
(5) Connect wiring harness.
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3. Battery (See Figure 8 and see also 12-10-00.)

The battery is located in the aft fuselage, aft of the rear baggage compartment. Access to the battery is
through the aft fuselage access panel in the rear baggage compartment, below the hat shelf.
The manifold-type battery and its associated acid recovery sump jar are shelf mounted. Fumes
accumulated from the natural charging process are vented to the outside of the aircraft, through the
sump jar. This vent must be checked for corrosion. The battery manifold drains into the acid recovery
sump jar through the manifold overflow/vent line. The sump jar vents through the fuselage vent line
connected to a vent located on the bottom of the fuselage.
The battery should be checked for fluid level, but must not be filled above the baffle plates. A hydrometer
check should be performed to determine the percent of charge in the battery. All connections must be
clean and tight. If the battery is not up to normal charge, remove it from the airplane and recharge.
A. Removal
(1) Open the cabin rear closeout panel.
CAUTION: REMOVE GROUND CABLE FIRST AND INSTALL IT LAST TO
PREVENT AN ACCIDENTAL SHORT CIRCUIT OR ARCING.
(2) Disconnect battery cables.
(3) Disconnect manifold overflow/vent line.
(4) Remove battery hold down bolts.
(5) Remove battery.
B. Installation
CAUTION: DO NOT INSTALL BATTERY WITH REVERSE POLARITY. CONNECT GROUND TO
NEGATIVE TERMINAL OF BATTERY.
(1) Ensure that all vent lines are free of kinks, cracks, and loose connections. Replace only with
special hoses specified in Parts Catalog. (DO NOT USE ORDINARY RUBBER HOSE.)
(2) Properly position battery on shelf.
(3) Connect manifold overflow/vent line.
(4) Connect battery cables. First, connect and secure the positive cable; then, connect and secure
the ground (negative) cable.
(5) Install and secure battery hold-down bolts
(6) Reinstall aft fuselage access panel or floor panel and external access panel, as appropriate.
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C. Testing
Specific gravity values for checking battery charge using a hydrometer are listed in Chart 2. If the
alternator output is known to be correct, battery capability can be more accurately determined with
a load type tester.
D. Charging
CAUTION: NEVER ALLOW LEAD ACID BATTERIES OR TOOLS USED ON THEM TO BE NEAR
NI-CAD BATTERIES AND NI-CAD BATTERY TOOLS.
CAUTION: WEAR EYE PROTECTION WHEN CHARGING BATTERY. ENSURE THE CHARGING
AREA IS WELL VENTILATED. IF CENTRAL AIR CONDITIONING IS USED, VENT
BATTERY CHARGING AREA TO OUTSIDE AIR TO PREVENT HYDROGEN GASSES
FROM BEING CIRCULATED THROUGHOUT THE BUILDING.
NOTE: Refer to latest version of applicable battery manufacturer’s service manual for any
limitations or special charging procedures.
The National Electric Code forbids charging batteries that are installed in aircraft or are within 10
feet of fuel tank areas. Accordingly, remove battery from the airplane for charging. Further, an
aircraft battery should not be allowed to deteriorate to the point where safety of flight is jeopardized.
The batteries emergency capacity should be sufficient to power the essential bus for a minimum of
thirty minutes.
(1) Remove battery from airplane.
(2) Remove cell plugs and ensure that vents in plugs are open and that vent valves operate freely.
(3) Check that the electrolyte level in each cell is at the bottom of the split ring.
(4) A hydrometer check of each cell should be accomplished. (Refer to Chart 2.)
(5) Place a wet cloth be over the vent caps within the manifold to prevent splashing of electrolyte.
(6) The battery may be charged at any rate (in amperes), but in no case to the point which would
produce bubbling and gassing of the electrolyte or a cell temperature of 115° F.
(7) A constant current charge is recommended. Start charging at 3 amperes; finishing with 1.5
amps. A fast charge is not recommended.
(8) As charging occurs, if any cells sputter or flood, the electrolyte level is too high and the excess
must be removed. Adjust electrolyte level at the end of the charge. The level will rise due to
acid returning to the electrolyte mix, normal gassing, and expansion due to temperature rise.
(9) Thoroughly clean battery after charging to remove acid bridges which can form during
charging.
CHART 2
HYDROMETER READING AND BATTERY CHARGE PERCENT
Hydrometer Reading Percent of Charge

1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below Discharged
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Battery Installation
Figure 8
E. Corrosion Prevention (See Figure 8.)

Check battery for spilled electrolyte or corrosion each 50 hour inspection or every 30 days,
whichever comes first. Should spilled electrolyte or corrosion be found in, on, or near the battery,
clean the battery, its mounting, and the general area as follows:
(1) Remove battery from airplane, see above.
(2) Disconnect fuselage vent line from acid recovery sump jar top.
(3) Keeping the sump jar upright in a vertical position, remove the sump jar by removing the two
bracket screws that secure jar to bracket.
CAUTION: DO NOT ALLOW BAKING SODA SOLUTION TO ENTER BATTERY.
(4) Remove all accumulated contamination from the battery exterior with a stiff bristle brush. (Do
not use a metal brush or abrasive materials.) Wipe exterior of battery and interior of manifold,
including manifold top cover, with a cloth saturated with a solution of bicarbonate of soda
mixed - one part soda to twenty parts of water. (Check that cell plugs are tight - do not allow
soda solution to enter any cells.)
(5) Wash entire battery with clear water and dry thoroughly.
(6) Wash down the battery support and floor area, hold down supports, connectors and cable
ends with a soda solution followed by clear water.
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(7) Visually inspect all vent lines for kinks, cracks, flexibility, and loose connections. Replace only
with special hoses from parts catalog. (DO NOT REPLACE WITH ORDINARY RUBBER
HOSE.)
(8) Slowly pour the soda solution into the fuselage vent line, still attached to the bottom of the aft
fuselage surface, using a small funnel. The solution will flow out the bottom vent.
(9) Follow with a final purge of clear water to flush the vent line and then blow dry with low
pressure air. This ensures that the vent line is not kinked or restricted and that it is neutralized.
(10) Dry entire battery shelf area and component parts thoroughly. Apply fresh acid resistant paint if
required.
(11) Wipe down the bottom aft fuselage area surrounding the vent with soda solution and clear
water. Dry. Apply a fresh coat of high quality wax to entire area.
(12) Clean the acid recovery sump jar as follows:
(a) Unscrew the bottom of the recovery jar and separate from the top. Remove jar pad.
Observing environmental regulations, empty jar contents into a suitable container for safe
disposal.
(b) Thoroughly wash and neutralize the jar, pad, top (including bracket), and the short length
of manifold overflow/vent line still attached to the jar top with soda solution and clear
water rinse.
(c) Thoroughly dry all components and recharge the jar with 0.75 bicarbonate of soda. Place
dry jar pad in the jar on top of the soda charge.
(d) Screw jar back together and keep it in a vertical position.
(13) Install jar in aircraft, reattach fuselage vent line to sump jar top.
(14) Reinstall battery.
F. Emergency Battery
In the unlikely event of an entire electrical failure an emergency battery provides power to an emergency
bus. The emergency battery bus powers a subset of the G1000, Standby Attitude gyro, illuminates the
three standby instruments and illuminates the whiskey compass for a minimum of 30 minutes.
The emergency battery is located in the forward baggage compartment, under the floor on the left side.
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4. Checking Voltage Regulator

A. Use only a good quality, adjustable DC power source.
CAUTION: ALL TESTS MUST BE ACCOMPLISHED WITH THE REGULATOR OUT OF THE
CIRCUIT.
B. Use a quality, accurate voltmeter with at least a 35-volt scale.
CAUTION: AMBIENT TEMPERATURES SURROUNDING VOLTAGE REGULATOR MUST BE
BETWEEN 50° F AND 100° F.
C. Voltmeter connections (refer to Figure 9.)
Connect positive voltmeter lead to red wire (supply) at regulator harness connector or wire.
D. Light Bulb Connections (refer to Figure 9.)
(1) Connect one bulb lead to blue wire (field) at regulator harness connector or wire.
(2) Connect other bulb lead to regulator ground wire (black).
E. In the regulation check procedure, increase voltage to regulator and monitor both the voltmeter and
bulb.
F. As the regulation point of a properly functioning control unit is approached, the bulb will blink off and
on. At regulation, the bulb will be ON continuously.
G. If regulator does not regulate to 28 Volts, it is out of calibration, and must be replaced.
H. If regulator checks good, check airplane for:
(1) Poor or loose connections.
(2) Poor ground on regulator housing.
(3) Shorted alternator windings.
(4) A grounded wire.
I. After completing test, connect regulator into circuit
5. Checking Overvoltage Relay (See Figure 10.)
The Lamar regulator has an incorporated overvoltage relay. To check relay operation use the same test
connections as testing the regulator, except connect the bulb across the RED and BLUE wires. Test as
follows:
A. While monitoring both the voltmeter and the light bulb, increase voltage to circuit slowly to 32 volts.
B. After a slight delay, the bulb will light.
C. If overvoltage control fails to operate at 32 Vdc, it must be replaced.
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RED
VOLTMETER
_ A BLK VOLTAGE
REGULATOR
28 VDC
BULB
BLUE
B
+ _
0 - 35 VDC
VARIABLE
POWER SUPPLY
Voltage Regulator Check
Figure 9
A RED
VOLTMETER
_
BLK VOLTAGE
REGULATOR
28 VDC
BULB
BLUE
B
+ _
0 - 35 VDC
VARIABLE
POWER SUPPLY
Overvoltage Relay Check
Figure 10
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EXTERNAL POWER
1. Description
The external power receptacle is located near the battery on the right side aft fuselage, aft of the rear
baggage compartment door.
2. Operation
Proceed as follows when using external power for engine start or operation of any of the airplane’s
equipment:
A. Turn the master switch OFF.
B. Turn all electrical equipment OFF.
C. Insert plug of a standard 28Vdc power source into the external power socket in the fuselage. Note
that, after inserting plug, the electrical system is ON.
D. Proceed with the normal engine starting technique.
NOTE: See Cranking Limitations, 80-10-00.
E. After engine start:
(1) Reduce power to the lowest possible rpm to reduce sparking when disconnecting jumper
cable.
(2) Disconnect the jumper cable from the aircraft.
(3) Turn the master switch ON and check the alternator ammeter. DO NOT ATTEMPT FLIGHT IF
THERE IS NO INDICATION OF ALTERNATOR OUTPUT. If aircraft battery is weak, charging
current will be high. DO NOT TAKE OFF until charging current falls below 20 amps.
NOTE: For all normal operations using jumper cables, the master switch should be OFF. The
aircraft battery can be used in parallel with the external battery by turning the master
switch ON. This will give longer cranking capabilities, but will not increase the
amperage. Exercise care, because if the aircraft battery has been depleted, the
external power supply can be drawn down to the level of the aircraft battery. This can
be tested by turning the master switch ON momentarily while the starter is engaged. If
cranking speed increases, the aircraft battery is at a higher level than the external
power supply.
(4) When the engine is firing evenly, advance throttle to 800 RPM. If oil pressure is not indicated
within thirty seconds, stop engine and determine trouble. It will take a few seconds longer in
cold weather to get an oil pressure indication. If the engine fails to start, refer to the Lycoming
Operating Handbook: Engine Troubles and Their Remedies.
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PAGE 2
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MAINTENANCE MANUAL
ELECTRICAL LOAD DISTRIBUTION
CHART 1
ELECTRICAL SYSTEM COMPONENT LOADS
Duty Cycle Circuit / Circuit
Cont. Inter. Equipment Breaker (Amps) Optional
X Alternator Field 5 1.5
X Nav Lights 10 3.6
X Anti-Collision Lights 10 3.0
X Landing Light 15 9.0
X Panel Lights / 7.5 1.2
X Switch Lights 1.2
X Courtesy/Reading Lights 5 1.2
X Cockpit Flood Lights 3 0.6
X Fuel Pump 10 1.5
X Engine Gauges 5 8.0
X Elec. Turn & Bank 5 0.28
X Pitot Heat 10 8.0
X Starter Contactor 15 1.47
X Master Contactor — 0.6
X Air Conditioning 10 2.0 X
X Fresh Air Blower 10 8.0 X
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GRIDS 2J10 THRU 3B24

INTENTIONALLY BLANK
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CHAPTER
25
EQUIPMENT /
FURNISHINGS
3C1
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3C2
MAINTENANCE MANUAL
CHAPTER 25
CHAPTER CHAPTER


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Aug 15/07
MAINTENANCE MANUAL
PAGE 2
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CHAPTER 25 - EQUIPMENT / FURNISHINGS
TABLE OF CONTENTS
FLIGHT COMPARTMENT 25-10-00 1 3C7

Pilot’s Seat Lock and Release Rigging 1 3C7
Lumbar Support 2 3C8
Description 2 3C8
Removal 2 3C8
Assembly 2 3C8
Installation 2 3C8
Carpets 2 3C8
Restraint System 4 3C10
Inspection 4 3C10
Inertial Reel Adjustment 4 3C10
EMERGENCY 25-60-00 1 3C13

Artex ELT 110-4 Emergency Locator Transmitter 1 3C13
Description 1 3C13
Battery 1 3C13
Removal 1 3C13
Installation 1 3C13
Testing 2 3C14
Artex ME406 ELT 5 3C17
Description and Operation 5 3C17
Removal 10 3C22
Installation 10 3C22
Battery Replacement 11 3C23
Testing 11 3C23

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MAINTENANCE MANUAL
FLIGHT COMPARTMENT
1. Pilot’s Seat Lock and Release Rigging (Refer to Figure 1.)

A. Loosen screws and loosen clamps to allow push-pull cable to move within the clamps.
B. Place a straightedge along lower surface of seat back release bushing.
C. Adjust push-pull cable by raising or lowering until lower surface of the stop assembly is parallel to
straightedge.
D. Secure push-pull cable in position by tightening screws on clamps. The stop must be lubricated and
free to swivel without excessive play.
E. Push on seat back to check stop assembly engagement. Rotate seat back release handle and
check for seat back disengagement.
Seat Back Lock

Figure 1
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2. Lumbar Support (Refer to Figure 2.)

A. Description
In the optional interior, the pilot and co-pilot seats incorporate a Lumbar support feature. The
installation consists of an inflatable bladder attached to the seat back filler and a inflation bulb
located under and on the inboard side of each pilot and co-pilot seat.
B. Removal
(1) Remove seat from airplane.
(2) Loosen velcro securing seat back filler cover.
(3) Remove only enough of seat back filer cover to expose lumbar bladder.
NOTE: Inflation tube may be removed before or after bladder is removed from seat back filler.
Tube is not glued to nipple attachment; it can be removed by carefully pulling on tube.
(4) Remove inflation tube from bladder.
CAUTION: DO NOT USE A CHEMICAL SOLVENT TO REMOVE BLADDER. SOLVENT MAY
DAMAGE SEAT BACK FILLER
CAUTION: TO AVOID OR MINIMIZE DAMAGE TO SEAT BACK FILLER DURING
REMOVAL, USE ONE HAND TO RETAIN SEAT BACK FILLER IN PLACE,
WHILE GENTLY REMOVING BLADDER WITH OTHER HAND.
(5) Starting at either right or left edge of bladder, carefully and slowly pull bladder and pad
assembly from seat back filler.
C. Assembly
(1) Apply a layer of 3M 847 cement to smooth side of bladder pad.
(2) Apply a layer of 3M 847 cement to back side of bladder (side away from inflation tube nipple).
(3) Attach bladder pad to bladder.
NOTE: While cement does not set immediately, there is no need to wait before attaching
bladder and pad to seat back filler.
D. Installation
(1) Apply a layer of 3M 847 cement to rough side of bladder pad.
(2) Apply a layer of 3M 847 cement to seat back filler where bladder is to be located.
(3) Attach bladder and pad assembly to seat back filler. Depending on temperature and humidity,
allow 0:30 minutes to 1:00 hour for cement to set.
(4) Install seat back filler cover and secure velcro fastenings.
(5) Install seat in airplane.
3. Carpets
The carpets are individually fastened to the floor with Velcro fasteners and adhesive (Hysol EA9309 NA).
PAGE 2
Aug 15/07 25-10-00 3C8
MAINTENANCE MANUAL
Lumbar Seat Bladder Installation

Figure 2
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4. Restraint System
An integrated shoulder harness / lap belt restraint system is installed.
A. Inspection
(1) Inspect ends and attachment points for condition and security.
(2) Inspect harness web material for condition and wear over its entire length. Particularly look for
wear and fraying where harness web passes in and out of inertial reel and in and out of the
adjusting buckle. If excessively worn, replace.
(3) Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place under
sudden stress.
B. Inertial Reel Adjustment
The inertial reel locking feature prevents the shoulder strap from extending and holds occupant in
place. For normal movement strap will extend and retract as required. If required, adust inertial reel
as follows:
(1) Allow harness to wind up on reel as much as possible.
(2) On end of reel, pry off plastic cover over spring. Make sure spring does not come out of plastic
cover. Set aside plastic cover.
(3) Unwind the harness completely. Measure and mark the harness 24 inches from the reel center.
(4) Wind harness onto reel until the 24 inch mark is reached. Hold reel and place cap with spring
over reel shaft end.
(5) Align slot in shaft with spring tang. Wind spring 6 1/2 turns and snap plastic cover into holes in
reel end shaft.
(6) Release harness and allow harness to wind up. Extend harness several times to check reel for
smooth operation.
(7) Hold inertia reel with reel completely wound and inertia mechanism end up. Pry off plastic
cover over mechanism and set reel aside.
(8) Install nut in plastic cover so that stud in cover is flush with nut surface. Position cover over reel
and snap cover into place. Extend harness several times to ensure reel operates smoothly.
PAGE 4
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PAGE 6
Aug 15/07 25-10-00 3C12
MAINTENANCE MANUAL
EMERGENCY
NOTE: Consult FAA Advisory Circular AC 91-44A.

1. Artex ELT 110-4 Emergency Locator Transmitter (ELT)
A. Description
The Artex ELT 110-4 transmits on 121.5 mHz and 243.0 mHz, and is designed to meet or exceed
the requirements of TSO C91a and FAR Part 91. Electrical power for the ELT transmissions is
totally supplied by its own self-contained battery. The battery must be replaced if the transmitter has
been used in an emergency situation or if accumulated test time exceeds one hour, or no later than
the replacement date marked on the transmitter label, whichever comes first.
The Artex 110 cannot be accidentally activated by dropping the unit, handling it roughly, or during
shipping. However, when properly mounted, and locked into its mounting tray, the ELT will activate
in a crash, regardless of the cockpit remote switch and ELT switch position. The normal position of
the ELT switch is the down or OFF position. The normal position of the remote cockpit switch is
down or ARM position
Whenever the ELT is activated, a red light located just above the remote cockpit switch will blink to
alert the pilot or maintenance personnel. Should the ELT be activated accidentally, it must be reset.
To reset:
(1) Position the remote cockpit switch to ON, then immediately reposition it to ARM, or;
(2) Position the switch on the ELT to ON, then immediately reposition it to OFF.
B. Battery (Refer to Figure 1.)
(1) Removal
(a) In cabin, remove rear closeout panel.
(b) Disconnect and remove positive cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) Remove ELT from the airplane by:
1 Loosening the two screws on the front of the mounting tray and pull mounting tray
cap off.
2 Disconnecting coax (antenna) cable.
3 Disconnecting the Molex cable from the ELT unit.
4 Remove unit from airplane.
(e) Remove the four screws on the bottom of the ELT securing the battery pack.
(f) Disconnect battery pack connector from main unit.
(g) Remove battery pack from unit.
(2) Installation
(a) Securely plug in new battery pack connector to main unit.
(b) Immediately reset unit by positioning unit switch to ON, then to OFF.
(c) Fit new battery pack into place. Ensure all gaskets are properly aligned.
(d) Replace the four screws. Dress wires away from standoffs to avoid pinching wires
between standoffs and the battery pack.
(e) Install unit into mounting tray:
1 Connect molex and coax cables to ELT unit.
2 Install mounting tray cap and secure to front of mounting tray with the two screws.
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MAINTENANCE MANUAL
(f) Replace ELT access panel and secure with four (4) screws.
(g) In cabin, install positive cable to battery.
(h) Replace cabin rear closeout panel.
(i) Test transmitter.
C. Testing
The transmitter operates on the emergency frequencies of 121.5 and 243.0 MHz; both of these
frequencies are monitored by the various FAA installations. Before performing any operational test
of the ELT, the following precautions should be observed:
CAUTION: TESTING OF AN ELT SHOULD BE CONDUCTED IN A SCREEN ROOM OR METAL
ENCLOSURE TO ENSURE THAT ELECTROMAGNETIC ENERGY IS NOT
RADIATED DURING TESTING. IF A SHIELDED ENCLOSURE IS NOT AVAILABLE,
TESTING MAY BE PERFORMED IN ACCORDANCE WITH THE FOLLOWING
PROCEDURES:
(1) Test should be no longer than three audio sweeps.
(2) Test should be conducted only within the time period made up of the first five minutes after any
hour.
M OL EX
CONNECTOR
3 6 9 12
2 5 8 11
SIDE VIEW 1 4 7 10
ON
MOUNTING BATTERY
OF F
HOLES COVER
SCREW S
FRONT
VIEW
B OT TO M V I E W END
CAP
Artex ELT 110-4

Figure 1
PAGE 2
Aug 15/07 25-60-00 3C14
MAINTENANCE MANUAL
(3) If the operational tests must be made at a time not included within the first five minutes after
the hour, the test should be coordinated with the closest FAA Tower or Flight Service Station.
CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 20-81 FOR DETAILED
INFORMATION CONCERNING UNSHIELDED TESTING.
(4) Turn both the airplane master switch and the radio master switch ON.
(5) Tune airplane communications receiver to 121.5 mHz and select SPKR on the audio panel.
(6) Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the panel
light should immediately come ON. Although the light may illuminate after a few seconds,
failure of the light to immediately come ON indicates trouble with the G-Switch circuit, pins 5
and 8 on tray connector, and that the unit is not working properly. Repairs should be done only
by a licensed aviation radio repair shop.
P203 J501 06311-T
LIGHT 1 WHT 8
RESET 1 3 WHT / BLU 5
RESET 2 6 WHT / ORG 2
EXTERNAL ON 7 WHT / GRN 7
NO CONNECTION 12
G-SWITCH LOOP 5
G-SWITCH LOOP 8 1 NO CONNECTION
NO CONNECTION 9
1A TO
NO CONNECTION 10 3 CLOCK
+28 VDC PWR WIRE
GROUND 11 WHT / RED 6 (SEE 91-33-00,
NO CONNECTION 2 FIGURE 1)
NO CONNECTION 4 9
ARTEX ELT
ELT 110-4 REMOTE
SWITCH
Artex ELT 110-4 Wiring Schematic

Figure 2
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PAGE 4
Aug 15/07 25-60-00 3C16
MAINTENANCE MANUAL
2. Artex ME406 ELT

A. Description and Operation
The Artex ME406 ELT (see Figure 3) is installed as standard equipment in Piper 6X airplanes
S/N’s 3232070 and up. It’s a fully TSO-C126 / ETSO-2C126 certified, type AF (automatic fixed)
beacon 406 MHz ELT. All functions of the ME406 are under microprocessor control. A self-test
routine checks ELT operation and installation, then presents the results as visual and auditory “error
codes” to aid in troubleshooting and to indicate status. The ME406 is pre-programmed at the factory
using a short message format. The following User Protocols are supported: Serial Number; Tail
Number; 24-Bit Aircraft Address; and Aircraft Operator Designator/Serial Number.
The battery pack consists of two D-size lithium cells mounted in a cover assembly, and is field
replaceable. Rated life is 5 years or one hour of use, whichever comes first, as specified by FAR
91.207(c).
In the event of a crash, the ME406 activates automatically, and transmits the standard swept tone
on 121.5 MHz lasting until battery power is gone. In addition, for the first 24 hours of operation, a
406 MHz signal is transmitting at 50-second intervals. This transmission lasts 440 ms and contains
identification data programmed into the beacon and is received by Cospas-Sarsat satellites.
Position accuracy of the 121.5 MHz signal is approximately 15-20 km radius about the transmitter.
Accuracy of the 406 MHz signal is within about a 3 km radius.
In a crash, an acceleration-activated crash sensor (G-switch) turns the ELT “ON” automatically
when the ELT experiences a change in velocity (or deceleration) of 4.5 fps ± 0.5 fps. Activation is
also accomplished by means of the cockpit-mounted remote switch or the local switch on the ELT.
To deactivate the ELT, set either switch to the “ON” position, then back to 'ARM'.
The ELT does not have an “OFF” position. Instead, a jumper between two pins on the front D-sub
connector must be in place for the G-switch to activate the unit. The jumper is installed on the
mating half of the connector so that when the connector is installed, the beacon is armed. This
allows the beacon to be handled or shipped without “nuisance” activation (i.e. - front connector
removed).
NOTE: The ELT can still be manually activated using the local switch on the front of the ELT. Care
should be taken when transporting or shipping the ELT not to move the switch or allow
packing material to become lodged such as to toggle the switch.
If the ELT is inadvertently activated, deactivate it by setting either switch to the “ON”
position and then back to “ARM”.
B. Troubleshooting
See Chart 1.
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TROUBLESHOOTING ME406 ELT
3 Flash Error Bad load detect. Check that the RF cable is
after performing Self Test. Detects open or short condition connected and in good
on the antenna output or cable. condition.
Perform continuity check of
center conductor and
shield. Check for a shorted
cable.
Check for intermittent
connection in the RF cable.
If this error code persists
there may be a problem
with the antenna
installation. Check this with
a VSWR meter. Check the
antenna for opens, shorts,
resistive ground plane
connection.
4 Flash Error Low power detected. Verify battery voltage.
after performing Self Test. Occurs if output power is below Replace battery if low
about 33 dBm (2 watts) for the voltage (~5.6 VDC) or if
406 signal or 17 dBm (50 mW) 7 Flash error is also
for the 121.5 MHz output. present.
Also may indicate that 406 Verify 406 MHz frequency.
signal is off frequency. If bad, return for repair /
replacement.
5 Flash Error Indicates that the ELT Read ELT 406 MHz signal
after performinq Self Test. has not been proqrammed. to verify programming.
6 Flash Error Indicates that G-switch loop Check that the harness
after performing Self Test. between pins 5 and 12 at the D-sub jumper is installed
D- sub connector is not installed. iby verifying less thant one
ELT will not activate during (1) ohm of resistance
a crash. between pins 5 and 12.
If missing, install jumper
wire.
7 Flash Error Indicates that the ELT battery Replace battery.
after performing Self Test. has too much accumulated
operation time (more than
one hour) per regulation.
May also indicate damage to If error does not clear after
the battery circuit. battery replacement, check
continuity of battery circuit
and correct function of
circuit components.
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MAINTENANCE MANUAL
TROUBLESHOOTING ME406 ELT
Remote Switch LED Wiring error or frayed wires Verify wiring.
always ON (steady). shorting out pins on back of
Remote Switch. Verify integrity of all crimp
or solder connections on
harness.
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Effectivity Artex ME406 ELT

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C. 100 Hour Inspection

Each 100 hours time-in-service or annually, whichever comes first, inspect the ELT installation as
follows:
NOTE: The following inspection satisfies the requirements of FAR 91.207.
(1) In the cabin, remove the rear closeout panel.
(2) Disconnect and remove positive cable from battery.
(3) At right side of empennage, remove four (4) screws and remove ELT access panel.
(4) Remove ELT Connections
(a) Loosen the thumbscrews and remove the D-sub and RF connectors.
(b) Visually inspect and confirm proper seating of all connector pins. Special attention should
be given to coaxial center conductor pins which are prone to retracting into the connector
housing.
(5) Remove ELT from its mounting tray per Removal, below.
Inspect mounting hardware. Ensure the hardware is free of cracks or other obvious damage.
(6) Battery Inspection
NOTE: The battery pack has static-sensitive parts. Take ESD precautions before handling.
(a) Remove the eight (8) securing screws from the battery-side-cover.
NOTE: Battery pack is identified by the embossed text:
"BATTERY ACCESS ON THIS SIDE".
CAUTION: DO NOT PULL ON THE FLEXIBLE PART OF THE CABLE - USE THE RIGID
SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR AS A HANDLE.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Inspect the battery pack and ELT chassis. The battery cells, components and connectors
should be free of corrosion.
(d) Inspect flex-circuit for broken connections or damage.
(e) Ensure the battery housing is free of cracks or other visible damage.
(f) Verify the battery expiration date. If the battery pack has not expired it may be reinstalled.
The battery pack must be replaced with a new one:
1 After use in an emergency;
2 When the transmitter has been in use for more than one (1) cumulative hour
(i.e. - 7 flash error);
3 After an inadvertent activation of unknown duration; or
4 On or before the battery replacement (expiration) date.
(7) G-switch Check
A basic test of G-switch operation can be performed as follows:
CAUTION: EVEN WITHOUT AN ANTENNA CONNECTED, THE SIGNAL CAN BE
RECEIVED BY A SATELLITE. AS WITH ALL BEACON-TESTING, THIS TEST
SHOULD BE PERFORMED WITHIN THE FIRST FIVE (5) MINUTES OF THE
HOUR, AND ANY LOCAL CONTROL TOWER SHOULD BE ADVISED OF THE
TEST.
(a) Setup
1 Remove the ELT from the airplane per the following Removal.
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2 Fabricate a “shorting plug” by obtaining a standard 15-pin D-sub connector and

installing a jumper (i.e. - short) between Pins 5 and 12.
NOTE: Be sure the correct pins are shorted. Some connections will force the ELT to
activate. Others will keep the unit from activating in any circumstance. No
combination of shorts will cause permanent damage to the ELT, however all
wrong pin combinations erroneously indicate a faulty ELT.
If the ELT activates without any pins shorted it is defective and should be
returned for repair.
3 Install the “shorting plug” on the ELT.
4 For a more thorough test, monitor the transmission with an AM receiver tuned to
121.5 MHz, as described in Transmitter Test, below.
(b) Procedure
The ELT should remain OFF until an acceleration of three (3) Gs or more is applied
axially, in the rearward direction. This action should activate the unit, transmitting
immediately on 121.5 MHz.
CAUTION: MAINTAIN A FIRM GRIP ON THE ELT.
1 Apply acceleration greater than three (3) Gs to the ELT, in the rearward direction.
This can be achieved by using a rapid forward (throwing) motion in the direction of
the label arrow, then rapidly reversing the direction.
2 Monitor ELT activation by observing the ELT LED (and AM receiver, if desired).
3 Allow ELT to transmit only long enough to verify operation.
4 Reset ELT by turning ELT switch to "ON" then to 'ARM" position.
(8) Reinstall ELT into airplane per Installation, below.
(9) Perform Antenna Test under Testing, below.
(10) Perform Digital Message Verification under Testing, below.
(11) Reset ELT by turning ELT switch to "ON" then to 'ARM" position.
(12) Check ELT for signs of registration. In the US, NOAA supplies a beacon registration label that
is applied to the ELT when it is registered.
(13) Make an appropriate logbook entry documenting completion of this inspection and whether or
not the ELT passed or failed.
D. Removal (Refer to Figure 3.)
(1) In the cabin, remove the rear closeout panel.
(2) Disconnect and remove positive cable from battery.
(3) At right side of empennage, remove four (4) screws and remove ELT access panel.
(4) Loosen the thumbscrews and remove the D-sub and RF connectors.
(5) Loosen the velcro strap and remove the ELT from its mounting tray.
E. Installation (Refer to Figure 3.)
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end fit into the
mounting tray locking slots.
(2) Fasten the Velcro strap around the ELT so that it is firmly held in place.
(3) Insert the D-sub and RF connectors ensuring that they are seated properly.
(4) Tighten the thumbscrews.
(5) At right side of empennage, place ELT access panel in position and secure with four (4)
screws.
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(6) In the rear cabin, connect positive cable to battery.

(7) Reinstall the rear closeout panel.
F. Battery Replacement
NOTE: When replacing the battery pack, a replacement kit containing the battery pack,
replacement gasket, hardware and labels is available.
(1) Remove ELT per Removal, above.
(2) Remove the battery pack as follows:
NOTE: The battery pack contains static-sensitive parts, so take ESD precautions before
handling.
(a) Remove the eight (8) securing screws from the battery-side-cover.
NOTE: Battery pack is identified by the embossed text:
"BATTERY ACCESS ON THIS SIDE".
CAUTION: DO NOT PULL ON THE FLEXIBLE PORTION OF THE CABLE - USE THE
RIGID SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR AS A
HANDLE.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Discard/recycle the old battery pack.
(3) Lay the new battery pack on the work surface with the batteries facing up.
(4) Install a replacement seal in the slot along the perimeter of the housing.
(5) Leaving the battery as it is, position the ELT over the battery pack with one hand and plug the
flex-cable connector into the battery assembly using the other. The cable should not be twisted
and the connector should 'click' into place.
NOTE: The battery connector is keyed to prevent incorrect installation.
(6) Mate the ELT to the battery, making sure the seal is positioned correctly during the process.
(7) Replace the eight (8) securing screws and torque to 10 - 12 inch-lbs.
(8) Install ELT per Installation, above.
(9) Perform Installed Transmitter Test (Self Test) per Testing, below.
(10) Enter pertinent battery replacement information in the aircraft log book and fill out any other
documentation required by local authority.
G. Testing
CAUTION: ALL ELT "ON" TESTS SHOULD BE PERFORMED WITHIN THE FIRST FIVE (5)
MINUTES AFTER THE HOUR UTC OR AS REQUIRED BY LOCAL OR NATIONAL
AUTHORITIES. NOTIFY ANY NEARBY CONTROL TOWER OF YOUR INTENTIONS.
CAUTION: DO NOT ALLOW TEST DURATION TO EXCEED FIVE (5) SECONDS.
Always perform the tests within the first five (5) minutes of the hour. Notify any nearby control tower
of your intentions. If outside of the US, always follow all local or national regulations for testing ELTs.
Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is transmitting
a 121.5 MHz distress signal. If the unit operates for approximately 50 seconds, a 406 MHz distress
signal is transmitted and is considered valid by the satellite system.
(1) Antenna Test
Use a low-quality AM broadcast receiver to determine if energy is being transmitted from the
antenna.
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(a) Hold the antenna of the radio (tuning dial on any setting) about six (6) inches from the
activated ELT antenna. The ELT aural tone should be heard on the AM broadcast receiver.
(b) This is not a measured check, but it does provide confidence that the antenna is radiating
sufficient power to aid search and rescue.
NOTE: Use of the aircraft's VHF receiver, tuned to 121.5 MHz, is not recommended. This
receiver is more sensitive and could pick up a weak signal even if the radiating ELT
antenna is disconnected. While it will confirm the ELT is active, it does not check the
integrity of the ELT system
(2) Installed Transmitter Test (Self Test)
(a) Turn both the airplane master switch and the radio master switch ON.
(b) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
(c) Turn the ELT aircraft panel switch to "ON”, wait for three (3) sweeps on the receiver, which
takes about one (1) second, and then turn the switch back to the "ARM" position while
paying special attention to the LED activity upon entering the 'ARM" condition.
(d) To pass the test, you must hear the three (3) sweeps and see the front panel light
immediately begin to flash continuously until the unit is switched to “ARM”.
1 During the “ON” to “ARM” transition, the microprocessor in the ELT checks the
"G-Switch" (automatic activation switch) latching circuit, pins 5 & 12 on the D-sub
connector at the ELT; the 406 MHz transmitter for proper RF output and a battery
check.
2 If the ELT is working properly, the sequence following entry to the "ARM" condition
will result in the panel LED staying illuminated for approximately one (1) second (one
pulse), and then extinguishing. The buzzer should also sound once.
(e) If the panel LED and buzzer present more than one (1) pulse when switched to “ARM”,
determine the problem from the list below.
1 Flash - Indicates that the system is operational and that no error conditions were
found.
3 Flashes - Bad load detect. Detects open or short condition on the antenna output or
cable.
Check that the RF cable is connected and in good condition. Perform
continuity check of center conductor and shield. Check for a shorted
cable. Check for intermittent connection in the RF cable.
If this error code persists there may be a problem with the antenna
installation. This can be checked with a VSWR meter. Check the
antenna for opens, shorts, or resistive ground plane connection.
4 Flashes - Low power detected. Occurs if output power is below about 33 dBm (2 watts)
for the 406 signal or 17 dBm (50 mW) for the 121.5 MHz output. Also may
indicate that 406 signal is off frequency. For this error code the ELT must be
sent out for repair or replaced.
5 Flashes - Indicates that the ELT has not been programmed. Does not indicate
erroneous or corrupted programmed data.
6 Flashes - Indicates that G-switch loop between pins 5 and 12 at the D-sub connector is
not installed. ELT will not activate during a crash. Check that the harness D-
sub jumper is installed by verifying less than one (1) ohm of resistance
between pins 5 and 12.
7 Flashes - Indicates that the ELT battery has too much accumulated operation time
(more than one (1) hour). Battery may still power ELT, however, it must be
replaced, by regulation. May also indicate damage to the battery circuit.
PAGE 12
Aug 15/07 25-60-00 3C24
MAINTENANCE MANUAL
(3) Digital Message Verification

The ARTEX 406 MHz ELT transmits a 406 MHz message upon reset, which is encoded such
that it will be ignored by the SAR satellite system. The 15-digit number contained in this
transmission is used to register the ELT with the appropriate 406 MHz ELT registration
authority. In the US, the National Oceanic and Atmospheric Administration (NOAA) maintains
the database of registered ELT's. The information in this database provides the Search and
Rescue system with aircraft identification data in the event an actual distress signal is
transmitted.
Verify the 406 MHz digital message as follows:
(a) Required Equipment
A test set capable of receiving and decoding the message - i.e. - Artex ELT Test Set P/N
453-1000, or equivilent.
(b) Procedure
1 At right side of empennage, remove four (4) screws and remove ELT access panel.
2 Disconnect the antenna coax cable at the ELT, connect test set or terminate as
applicable.
3 Perform all necessary steps to prepare Test Set to receive 406 MHz signal including
(but not limited to) turning on power, activating program or any other steps required
for the particular Test Set being used.
4 Perform the Installed Transmitter Test (Self Test) as described above.
5 Watch the screen on the Test Set to ensure that a message has been received.
Repeat "Self Test" if necessary.
6 View message, and ensure that all applicable information is correct (country code,
aircraft ID, etc.).
7 The 15-digit ID hex ID (for example "ADC6492640D3411F1') should match what is
shown on the ELT product label. This is the 15 digit hex ID (Unique Identification
Number or 'UIN") that is used to register the ELT.
8 At right side of empennage, place ELT access panel in position and secure with four
(4) screws.
3D1 25-60-00 Aug

PAGE 13
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Aug 15/07
PAGE 14
106644 NEW
J203 J501
25-60-00
8 7 6 5 4 3 2 1
9 6 3
15 14 13 12 11 10 9
8 5 2
D-SUB CONNECTOR FOR ELT UNIT 7 4 1
MOLEX CONNECTOR

FOR COCKPIT SWITCH ASSEMBLY
Artex ME406 ELT Wiring Schematic
MAINTENANCE MANUAL

Figure 4
J501
ELT J203
ELT
LIGHT 2 WHT WHT 8 REMOTE
SWITCH
RESET 1 6 WHT/BLU WHT/BLU 5
RESET 2 13 WHT/ORG WHT/ORG 2
EXTERNAL ON 14 WHT/GRN WHT/GRN 7

SP301
GROUND 7 WHT/RED WHT/RED 6
22B
1 +14V
G-SWITCH LOOP 5 22
LS201
G-SWITCH LOOP 12 P205 3 +28V
HORN POWER 8 22 RED + 9

BUZZER
J205
BLK -
TO
28 VDC POWER
3D2
MAINTENANCE MANUAL
3D3 25-60-00 Aug

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MAINTENANCE MANUAL
PAGE 16
Aug 15/07 25-60-00 3D4
MAINTENANCE MANUAL
CHAPTER
26
FIRE
PROTECTION
3D5
MAINTENANCE MANUAL
3D6
MAINTENANCE MANUAL
CHAPTER 26
CHAPTER CHAPTER


2 Aug 15/07
26-20-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
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PAGE 2
MAINTENANCE MANUAL
CHAPTER 26 - FIRE PROTECTION
TABLE OF CONTENTS
EXTINGUISHING 26-20-00 1 3D21

Portable Fire Extinguisher 1 3D21
Description 1 3D21
Inspection 1 3D21

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
EXTINGUISHING
WARNING: AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE TO SMOKE, VAPORS AND

OTHER BY-PRODUCTS OF FIRE. DO NOT INCINERATE EXTINGUISHER.
CAUTION: EXTINGUISHER IS A PRESSURE VESSEL. PROTECT FROM CORROSIVE
CONDITIONS. IF THERE IS ANY CORROSION OR DAMAGE, EXTINGUISHER SHOULD
BE CAREFULLY EMPTIED AND DISCARDED. USE ONLY AS DIRECTED.
Portable Fire Extinguisher (See Figure 1.)
A. Description
A portable, disposable, Class 2B:C fire extinguisher (Model No. A600) is installed as standard
equipment. Containing 1.2 lbs. (550 grams) of Halon 1211/1301 blend, the extinguisher is located
on the bottom of the right-hand, rear-facing seat. The extinguisher is secured by a quick-release
bracket.
To operate the extinguisher, remove it from the quick-release bracket, hold it upright in either hand,
by the handgrip, with the spray nozzle pointing forward. Remove the safety pin, direct the nozzle
towards the base of the fire source, and depress the lever. Maximum extinguishing effect is obtained
if the fire fighter uses a side-to-side motion and keeps moving in towards the base of the fire source
as it is extinguished. Releasing the lever closes a secondary seal inside the operating head. This
interrupts the flow of extinguishant, thus retaining part of the charge, for dealing with a flash-back or
re-ignition, should either occur, without waste or leakage. A partly or totally discharged extinguisher
should be replaced immediately after use.
B. Inspection
Disposable-type fire extinguishers should be maintained and inspected in accordance with the
nameplate instructions.
(1) Monthly
Inspect monthly or more frequently. Ensure nozzle is not obstructed and safety seal is intact.
Inspection is a "quick check" that an extinguisher is available and will operate. It is intended to
give reasonable assurance that the extinguisher is fully charged and operable. This is done by
seeing that it is in its designated place, that it has not been actuated (discharged) or tampered
with, and that there is no obvious physical damage or condition to prevent operation.
Determine fullness by weighing or "hefting."
(2) 100 Hour / Annual
Each 100 hours or annually, whichever comes first, weigh the extinguisher. Replace and return
to manufacturer if gross weight is below the minimum specified on the nameplate.
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MAINTENANCE MANUAL
MOUNTED ON THE
FORWARD SIDE (I.E., THE BACK)
OF THE RIGHT REAR FACING SEAT
LOOKING AFT
MAIN SPAR COVER
MOUNTING BRACKET
SEAT FRAME
LOOKING DOWN
Handheld Fire Extinguisher

Figure 1
PAGE 2
Aug 15/07 26-20-00 3D12
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PAGE 4
Aug 15/07 26-20-00 3D14
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CHAPTER
27
FLIGHT CONTROLS
3D15
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3D16
MAINTENANCE MANUAL
CHAPTER 27
CHAPTER CHAPTER
27-List of 1 Apr 30/08 27-20-00 (cont.) 8 Aug 15/07

10 Aug 15/07
27-Table of Contents 1 Apr 30/08 11 Aug 15/07
2 Aug 15/07 12 Aug 15/07
27-00-00 1 Aug 15/07 27-30-00 1 Aug 15/07

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3 Apr 30/08 16 Aug 15/07
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6 Aug 15/07 19 Aug 15/07
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9 Aug 15/07 27-50-00 1 Aug 15/07
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3D17 27 - LIST OF EFFECTIVE PAGES AprPAGE 1

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PAGE 2
MAINTENANCE MANUAL
CHAPTER 27 - FLIGHT CONTROLS
TABLE OF CONTENTS
GENERAL 27-00-00 1 3D21

Standard Practices and Procedures 1 3D21
Flight Control Surface Travel 3 3D23
Flight Control Cable Tension 3 3D23
Control Cable Inspection 6 3E2
AILERON AND TAB 27-10-00 1 3E9

Troubleshooting 1 3E9
Control Column 1 3E9
Removal 1 3E9
Installation 1 3E9
Flex Joint Replacement 4 3E12
Control Wheel 5 3E13
Removal 5 3E13
Installation 5 3E13
Aileron Control Cables 8 3E16
Removal 8 3E16
Installation 9 3E17
Aileron Bellcrank Assembly 10 3E18
Removal 10 3E18
Installation 10 3E18
Rigging and Adjustment 11 3E19
Aileron - Rudder Interconnect 14 3E22
RUDDER AND TAB 27-20-00 1 3F3

Rudder Control Cables 1 3F3
Removal 1 3F3
Installation 1 3F3
Rigging and Adjustment 4 3F6
Rudder Trim Control 6 3F8
Removal 6 3F8
Installation 6 3F8
Rigging and Adjustment 8 3F10
Rudder and Steering Pedal Assembly 8 3F10
Removal 8 3F10
Installation 9 3F11
3D19 27 - CONTENTS AprPAGE 1

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CHAPTER 27 - FLIGHT CONTROLS
TABLE OF CONTENTS
STABILATOR AND TAB 27-30-00 1 3E1

Stabilator Control Cables 1 3E1
Removal 1 3E1
Installation 4 3E4
Stabilator Trim Controls 9 3E7
Forward Assembly 9 3E7
Removal 9 3E7
Aft Assembly 12 3E12
Removal 12 3E12
Stall Warning System 15 3E15
Description and Operation 15 3E15
Functional Tests 15 3E15
Ground 15 3E15
Flight 15 3E15
Lift Detectors 16 3E16
Removal 16 3E16
Adjustment 16 3E16
Stall Warning Flight Test Procedures 17 3E17
FLAPS 27-50-00 1 3E21

Wing Flap Controls 1 3E21
Removal 1 3E21
Installation 3 3E23
Flap Torque Tube/Pushrod Distortion Inspection 6 3F2
PAGE 2
MAINTENANCE MANUAL
GENERAL

The airplane is controlled in flight by standard three-axis control surfaces, consisting of: ailerons (roll);
stabilator (pitch); and rudder (yaw). These controls are operated by movement of the control column-tee
bar assembly and rudder pedals.
On the forward end of each control wheel tube is a sprocket assembly. A chain is wrapped around the
sprockets to connect the right and left control wheels and then back to idler sprockets on the column’s
tee bar, which connect to the aileron primary control cables. The cables operate the aileron bellcrank and
push-pull rods. The stabilator is controlled by a cable connected to the bottom of the tee bar assembly
and operates an aft fuselage bellcrank which controls a pushrod connected to the balance arm of the
stabilator. Cables also connect the rudder pedals with the rudder horn.
Pitch and yaw trim control is provided by separate adjustable trim mechanisms for both the stabilator and
the rudder. Stabilator trim is controlled by a wheel and drum mounted on the floor tunnel between the
front seats. Cables are routed aft from the drum to a screw assembly mounted above the stabilator
attachment point. This screw assembly in turn moves the pushrod which controls the stabilator trim tab.
Rudder trim is controlled by a knob and screw assembly attached to the rudder pedal assembly.
An aileron-rudder interconnect system is provided which consists of a spring-loaded cable located in the
fuselage tunnel which connects the aileron cable to the rudder cable.
The flaps are manually operated.
2. Standard Practices and Procedures
The following tips may be helpful in the removal, installation, and rigging of individual control system
assemblies.
A. It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment.
B. Remove turnbuckle barrels from cable ends before withdrawing the cables through the structures.
C. Tie a cord to the cable end before withdrawing the cable through the structures to facilitate
installation of cable.
D. Mark cable ends, etc., before disconnecting, use a felt-tip marking pen.
E. Assemble and adjust the turnbuckles so that each terminal is screwed an approximately equal
distance into the barrel. Do not turn the terminals in such a manner that will put a permanent “twist”
into the cables.
F. Cable tensions should be taken with the appropriate control surface in its neutral position.
NOTE: Cable rigging tensions specified must be corrected to ambient temperature in the area
where the tension is being checked, using Chart 1. When installing new cables, initially
tension them 20 to 30 % over nominal tension, then loosen them to the “High Side” of the
tolerance. This “pre-stretching” will aid in maintaining specified tension after flight testing.
G. Check all cable ball ends for proper seating in retainers after setting cable tension.
H. After completion of each adjustment, check the turnbuckles to be sure not more than three terminal
threads are visible outside the barrel. Install the locking clips, and check for proper installation by
trying to remove the clips using fingers only. Both locking clips may be installed in opposite holes.
Locking clips which have been installed and removed must be scrapped and not reused.
Turnbuckles may be safetied in accordance with Advisory Circular 43.13-1, latest revision.
3D21 27-00-00 AugPAGE 1

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MAINTENANCE MANUAL
CHART 1
CABLE TENSION VS. AMBIENT TEMPERATURE
120
110
Temperature, Degrees Fahrenheit (˚F)
100
90
80
70
60
50
40
30
20
-10 -8 -6 -4 -2 0 2 4 6 8 10
Subtract Add
Rigging Load Correction, Pounds
PAGE 2
Aug 15/07 27-00-00 3D22
MAINTENANCE MANUAL
I. When pushrods or rod-ends are provided with an inspection hole, the screw must be screwed in far
enough to pass the inspection hole. This can be determined visually or by feel, inserting a piece of
wire into the inspection hole. If no hole is provided, there must be a minimum of .375 (3/8) of an
inch thread engagement.
J. When installing/adjusting rod-end jam-nuts, refer to Figure 2, 20-00-00, for proper method.
K. After completion of adjustments, each jam-nut must be tightened securely.
NOTE: Torque all nuts in the flight control system (including nose wheel steering). Refer to
91-10-00, Chart 2.
L. Ensure all pulley guard pins are properly installed and secured.
3. Flight Control Surface Travel
See Chart 2 for specifications, and see appropriate section for rigging instructions.
4. Flight Control Cable Tension
A. See Chart 2 for specifications, and see appropriate section for rigging instructions.
B. When a new cable is installed, cable tension must be rechecked after flight test.
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MAINTENANCE MANUAL
FLIGHT CONTROL SURFACES RIGGING LIMITS
PAGE 4
Apr 30/08 27-00-00 3D24
MAINTENANCE MANUAL
FLIGHT CONTROL SURFACES RIGGING LIMITS
3E1 27-00-00 AprPAGE 5

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5. Control Cable Inspection

Aircraft control cable systems are subject to a variety of environmental conditions and forms of
deterioration that, with time, may be easy to recognize as wire/strand breakage or the not-so-readily
visible types of wear, corrosion, and/or distortion. The following data may help in detecting the presence
of these conditions:
A. Cable Damage
Critical areas for wire breakage are sections of the cable which pass through fairleads and around
pulleys. To inspect each section which passes over a pulley or through a fairlead, remove cable from
aircraft to the extent necessary to expose that particular section. Examine cables for broken wires
by passing a cloth along length of cable. This will clean the cable for a visual inspection, and detect
broken wires, if the cloth snags on cable. When snags are found, closely examine cable to
determine full extent of damage.
The absence of snags is not positive evidence that broken wires do not exist. Figure 2, View A,
shows a cable with broken wires that were not detected by wiping, but were found during a visual
inspection. The damage became readily apparent (View B) when the cable was removed and bent
using the techniques depicted in View C.
Control Cable Inspection Technique

Figure 2
PAGE 6
Aug 15/07 27-00-00 3E2
MAINTENANCE MANUAL
B. External Wear Patterns

Wear will normally extend along cable equal to the distance cable moves at that location. Wear may
occur on one side of the cable only or on its entire circumference. Replace flexible and non-flexible
cables when individual wires in each strand appear to blend together (outer wires worn 40-50
percent) as depicted in Figure 3.
External Cable Wear

Figure 3
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C. Internal Cable Wear

As wear is taking place on the exterior surface of a cable, the same condition is taking place
internally, particularly in the sections of the cable which pass over pulleys and quadrants. This
condition, shown in Figure 4, is not easily detected unless the strands of the cable are separated.
Wear of this type is a result of the relative motion between inner wire surfaces. Under certain
conditions the rate of this type wear can be greater than that occurring on the surface.
D. Corrosion
Carefully examine any cable for corrosion that has a broken wire in a section not in contact with
wear producing airframe components such as pulleys, fairleads, etc. It may be necessary to remove
and bend the cable to properly inspect it for internal strand corrosion as this condition is usually not
evident on the outer surface of the cable. Replace cable segments if internal strand rust or
corrosion is found.
Areas especially conducive to cable corrosion are battery compartments, lavatories, wheel wells,
etc., where concentrations of corrosive fumes, vapors, and liquids can accumulate.
NOTE: Check all exposed sections of cable for corrosion after a cleaning and/or metal-brightening
operation has been accomplished in that area.
Internal Cable Wear

Figure 4
PAGE 8
Aug 15/07 27-00-00 3E4
MAINTENANCE MANUAL
E. Cable Maintenance
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS AND
CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR DEGREASING, STEAM
CLEANING, METHYLETHYLKETONE (MEK) OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
Frequent inspections and preservation measures such as rust prevention treatments for bare cable
areas will help to extend cable service life. Where cables pass through fairleads, pressure seals, or
over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide
corrosion protection for these cable sections by lubricating as specified in the Lubrication Chart,
12-20-00.
F. Cable Fittings
(1) 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within fitting.
Inspect fitting assembly for distortion and/or broken strands at the terminal. Check that all
bearings and swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent
failure. Check turnbuckles for proper thread exposure and broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles and cable
fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or cable.
(2) 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire surface of
each cable terminal, turnbuckle, or other cable fitting for corrosion or cracking. Inspect under
safety wire or clips wrapped around the cable or fitting. Any evidence of corrosion or cracking,
however minute, is cause for replacement. A logbook entry documenting the replacement of a
cable terminal, turnbuckle, or other cable fitting relieves the inspection requirement for that
fitting only, until such time as that fitting has been in service for 15 years.
G. Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from flat
spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to provide a
new bearing surface for the cable. Maintain pulley alignment to prevent the cable from riding on
flanges and chafing against guards, covers, or adjacent structure. Check all pulley brackets and
guards for damage, alignment, and security.
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H. Pulley Wear Patterns

Various cable system malfunctions may be detected by analyzing pulley conditions. These include
such discrepancies as too much tension, misalignment, pulley bearing problems, and size
mismatches between cables and pulleys. Examples of these conditions are shown in Figure 5.
Pulley Wear Patterns

Figure 5
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Aug 15/07 27-00-00 3E6
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PAGE 12
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MAINTENANCE MANUAL
AILERON AND TAB
1. Troubleshooting
See Chart 1.
2. Control Column
A. Removal (Refer to Figure 1.)
(1) To remove either control wheel and tube:
(a) Separate the control wheel tube from the flexible joint that is located on either side of the
tee bar assembly by removing the nut, washer and bolt. Pull the tube from the flexible
joint.
(b) If removing the left control tube, slide the stop from the tube.
(c) Should wires for the various Autopilot systems be installed in the control tube, disconnect
them at the quick disconnect terminals behind the instrument panel. Draw the wires back
into the tube and back out through the forward end of the tube.
(d) Remove the control wheel assembly from the instrument panel.
(2) To remove tee bar with assembled parts:
(a) Remove access panel to aft section of the fuselage.
(b) Relieve cable tension from stabilator control cables at one of the stabilator cable
turnbuckles in the aft section of fuselage.
(c) Relieve tension from aileron control cables and chains at turnbuckle that connects the
chains at the top of the tee bar.
(d) Disconnect control chains from control cables where chains and cables join by removing
cotter pins, nuts, bolts and bushings.
(e) If control wheel assemblies have not been previously disconnected from tee bar
assembly, separate control wheel tubes at the flexible joints by removing nuts, washers
and bolts.
(f) Remove tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
plate attachment screws.
(g) Remove the two aileron control cable pulleys attached to lower section of tee bar by
removing pulley attachment bolt.
(h) Disconnect stabilator control cables from lower end of tee bar assembly.
(i) Disconnect necessary engine control cables, such as the propeller pitch control, mixture
control, etc., to allow tee bar assembly to be removed.
(j) Remove tee bar assembly by removing attachment bolts with washers and nuts that are
through each side of the floor tunnel, and lifting it up and out through the right side of the
cabin.
B. Installation
(1) To install tee bar assembly (Refer to Figure 1.)
(a) Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts, washers and nuts inserted through each side of the floor tunnel.
(b) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer, nut
and cotter pin. Allow the cable ends free to rotate.
(c) Place the aileron control cables around the pulleys that attach to the lower section of the
tee bar; position pulleys and secure with bolt, washers and nut.
(d) Install the control wheel per Step 2, below.
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MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING AILERON CONTROL SYSTEM
Lost motion between control Cable tension too low. Adjust cable tension.
wheel and aileron.
Linkage loose or worn. Check linkage and tighten
or replace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Resistance to control wheel System not lubricated Lubricate system.
rotation. properly.
Cable tension too high. Adjust cable tension.
Control column horizontal Adjust chain tension.
chain improperly adjusted.
Pulleys binding or rubbing. Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
Bent aileron and/ or hinge. Repair or replace aileron
and/or hinge.
Cables crossed or routed Check routing of control
incorrectly. cables.
Control wheels not synchronized. Incorrect control column Check control column
rigging. rigging.
Control wheels not horizontal Incorrect rigging of aileron Check aileron system.
when ailerons are neutral. system.
Incorrect aileron travel. Aileron control rods not Adjust control rods.
adjusted properly.
Aileron bellcrank stops not Adjust bellcrank stops.
adjusted properly.
Correct aileron travel cannot Incorrect rigging of aileron Check controls for proper
be obtained by adjusting cables, control wheel and rigging.
bellcrank stops. control rod.
Control wheel stops before Incorrect rigging between Check controls.
control surfaces reach full control wheel and control
travel. cables.
PAGE 2
Aug 15/07 27-10-00 3E10
MAINTENANCE MANUAL
Control Column Assembly

Figure 1
3E11 27-10-00 AprPAGE 3

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(e) Place the control wheels in neutral (centered) position and install the aileron control
chains on the control wheel sprockets and idler cross-over sprockets. The turnbuckle must
be centered between the two control wheel sprockets.
(f) Loosen the connecting bolts of the idler sprockets to allow the chain to fit snug around the
control wheel sprockets and over the idler sprockets.
(g) Connect the aileron control cables to the ends of the chains with bolts, bushings, nuts and
cotter pins.
(h) Adjust the chain turnbuckle between the two control wheel sprockets to allow the control
wheels to be neutral and obtain proper cable tension as given in Figure 8. It may be
necessary in order to have both control wheels neutral to set the chain turnbuckle to
neutralize the wheels and then set cable tension with the turnbuckles located under the
floor panel aft of the main spar. Before safety wiring the turnbuckle, check that when the
ailerons are neutral, the control wheels will be neutral and the chain turnbuckle centered.
Also the aileron bellcranks should contact their stops before the control wheel hits its stop.
Maintain 0.030 to 0.040 inch clearance between sprocket pin and adjustable stop bolts on
models having adjustable tee bar stops.
(i) Set stabilator cable tension with the turnbuckle in the aft section of the fuselage. Check
safety of all turnbuckles upon completion of adjustments.
(j) Tighten the connecting bolts of the idler sprockets, torque to 45 ± 5 inch pounds.
(k) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(2) To install either control wheel assembly (Refer to Figure 1.)
(a) Insert the control wheel tube through the instrument panel.
(b) Should wires for the various Autopilot systems need to be installed in the control tube,
route them through the hole in the forward side of the tube and out of the small hole in the
side. Position the rubber grommet in the hole in the side of the tube.
(c) On the left control tube, install the stop.
(d) Connect the control wheel tube to the flexible joint of the tee bar assembly. If the control
cables and/or chains have not been removed or loosened, place the ailerons in neutral
and install the control tube on the flexible joint to allow the control wheel to be neutral.
Install bolt, washer and nut and tighten.
C. Flex Joint Replacement (Refer to Figures 1 and 2.)
Install a replacement control column flex joint as follows:
(1) Carefully lay out location for hole to be drilled in flex joint tube to match hole in control column
shaft.
(2) Using a #5 (0.2055) drill bit, drill hole through flex joint tube at location determined above.
(3) Ream drilled hole, in steps, with a #1 reamer, checking to ensure proper depth for taper pin
and sufficient pin thread protrusion for proper installation.
NOTE: Reamer may be purchased from Enstice Tool Co., Palm Bay, Florida.
(4) Install pin through tube and shaft.
(a) If pin shoulder does not protruded past tube surface, install a AN960-10 washer.
(b) If pin shoulder does protruded past tube surface, install a MS20364-1032C washer.
PAGE 4
Aug 15/07 27-10-00 3E12
MAINTENANCE MANUAL
SMALL END OF TAPERED SHANK SHALL NOT EXTEND

MORE THAN 0.030 INSIDE THE O.D. OR 0.062 OUTSIDE
THE O.D. OF THE SPOCKET HUB. TAPER PIN (480-730)
WASHER (407-564 [AN960-10])
OR (494-093 [AN975-3])
NUT (484-835 [MS20364-1032C])
SHAFT (P/N 62716-07)
FWD
0.098 DIA.
SEE SAFE HOLE TO ENSURE PROPER SHAFT INSERTION 68028
Flex (Universal) Joint Assembly

Figure 2
3. Control Wheel (See Figure 3.)

The retainer clip (P/N 104687-002) and MS24693-S40 screws (2 ea.) are factory installed in
S/N’s 3232014 & up and S/N’s 3255015 & up. S/N’s 3232001 thru 3232013 and S/N’s 3255001 thru
3255014 must individually procure and retrofit the retainer clip and screws.
A. Removal
(1) Remove two (2) screws and retainer clip.
(2) Remove control wheel attachment screw and spacer.
(3) Slide control wheel off of tube.
B. Installation
(1) Degrease aft end of tube and inside of control wheel using acetone or naptha. Allow to dry.
(2) Degrease control wheel attachment screw, the spacer, and the nutplate (inside the tube) using
acetone or naptha. Allow to dry.
(3) Prime inside of control wheel with Loctite 7649 (Piper P/N 279-073). Allow to dry.
(4) Install control wheel onto tube using Loctite 271 (Piper P/N 279-128). Take care to ensure
screw hole in control wheel aligns with screw hole in tube.
NOTE: This step must be accomplished promptly due to short cure time.
(5) Prime threads of control wheel attachment screw with Loctite 7649 (Piper P/N 279-073). Allow
to dry.
(6) Install control wheel attachment screw (with spacer) into nutplate using Loctite 271 (Piper P/N
279-128).
NOTE: This step must be accomplished promptly due to short cure time.
(7) Position retainer clip to capture spacer and control wheel attachment screw. Secure with
screws (2), being careful not to over tighten the screws and damage the logo medallion.
3E13 27-10-00 AugPAGE 5

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MAINTENANCE MANUAL
Control Wheel
Figure 3
PAGE 6
Aug 15/07 27-10-00 3E14
MAINTENANCE MANUAL
Aileron Controls
Figure 4
3E15 27-10-00 AugPAGE 7

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MAINTENANCE MANUAL
4. Aileron Control Cables

A. Removal (Refer to Figure 4.)
(1) To remove any of the aileron control cables in the fuselage or either wing:
(a) Remove center seats and seat belt attachments
(b) Remove screws securing floor panel located directly aft of the main spar. Lift panel and
remove from airplane.
(c) Remove tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
plate attachment screws.
(d) Remove forward heat duct from side of floor tunnel from which the cable is to be removed
by removing trim control wheel cover, heater baffles from side of duct, floor carpet and the
duct attachment screws.
(e) Separate primary control cable at turnbuckle located in floor opening aft of main spar.
(f) Remove cable pulleys attached to lower section of control column tee bar assembly by
removing pulley attachment bolt.
(g) Move cable guard located under pulley cluster below the fuel selector by removing cotter
pin from exposed end of guard and sliding it to the left or right as required.
(h) Remove the cotter pins used as cable guards at the pulley in the forward area of the floor
opening aft of the main spar.
(i) Disconnect the cable from the control chain at the control column tee bar assembly by
removing the cotter pin, nut, bolt and bushing that connect the two together. Secure the
chains in some manner to prevent them from unwrapping from around the sprockets.
(j) Draw the cable back through the floor tunnel.
(2) To remove primary control cable in either wing:
(a) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(b) If not previously disconnected, separate the cable at the turnbuckle located in the floor
opening aft of the main spar.
(c) Disconnect the pulley guard pin from pulley.
(d) Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter
pin, nut, washer and bolt.
(e) Draw the cable from the wing.
(3) To remove either balance cable:
(a) Separate the balance cable at the turnbuckle in the right side of the floor opening aft of
the main spar.
(b) If the left balance cable is to be removed, remove the cotter pin used as a cable guard at
the pulley in the center of the floor opening.
(c) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(d) Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin,
nut, washer and bolt.
(e) Draw the cable from the wing.
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Aug 15/07 27-10-00 3E16
MAINTENANCE MANUAL
B. Installation (Refer to Figure 4.)

(1) To install left or right primary control cable in fuselage:
(a) Draw cable through fuselage floor tunnel.
(b) Connect cable to the end of control chain and secure using bushing, bolt, nut and cotter
pin.
(c) Place cable around pulley located in the tunnel below the fuel selector.
(d) Position cables and install cable pulleys that attach to lower section of tee bar assembly.
Secure with bolt, washer and nut.
(e) Place the cable around pulley located in floor opening just aft of main spar.
(f) If primary control cable in the wing is already installed, connect control cable ends at
turnbuckle located in floor opening aft of main spar.
(g) Check rigging and adjustment per Rigging and Adjustment, below.
(h) Position heat duct and secure with screws.
(i) Install tunnel plate aft of tee bar assembly and secure with screws.
(j) Put floor carpet in place and secure.
(k) Install lower and upper selector covers and secure with screws.
(l) Place fuel selector knobs in place and secure with set screws.
(2) To install primary control cable in left or right wing:
(a) Draw control cable into wing.
(b) Connect cable to the forward end of aileron bellcrank using a bolt, washer, nut and cotter
pin. Allow cable end to rotate freely on bellcrank.
(c) If primary control cable is already installed in fuselage, connect ends at turnbuckle located
under rear seat aft of main spar.
(d) Check rigging and adjustment per Rigging and Adjustment, below
(e) Install access plate on underside of wing.
(3) To install left or right balance cable:
(a) Draw the cable into wing.
(b) Connect cable to the aft end of aileron bellcrank using a bolt, washer, nut and cotter pin.
Allow the cable end to rotate freely on bellcrank.
(c) Connect balance cable ends at turnbuckle located under rear seat aft of main spar.
(d) If left cable was removed, install cotter pin cable guard at pulley located within fuselage aft
of main spar.
(e) Check rigging and adjustment per Rigging and Adjustment, below.
(f) Install access plate on the underside of wing.
(4) Install floor panel, seat belt attachments, rear seat and two front seats.
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MAINTENANCE MANUAL
5. Aileron Bellcrank Assembly (Refer to Figures 4 and 5.)

A. Removal
(1) Remove rear seat and floor panel.
(2) Remove access plate to aileron bellcrank located on underside of wing, forward of inboard end
of aileron.
(3) Relieve aileron control cables tension by loosening balance cable turnbuckle located in
opening aft of main spar.
(4) Disconnect primary and balance control cables from bellcrank assembly by removing cotter
pins, nuts, washers and bolts.
(5) Disconnect aileron control rod at aft or forward end, as desired, by removing the cotter pin, nut,
washer and bolt.
(6) Remove nut, pivot bolt and washers that secure bellcrank. The nut is visible from underside of
wing.
(7) Remove bellcrank from within wing.
B. Installation
(1) Ensure that bellcrank pivot bushing is lubricated. Install pivot bushing in torque tube portion of
bellcrank.
38542 AQ
BOLT AN3-56A
WASHER
NAS1149F0363P
SPACER 86700-21
NUT MS21042-3
WASHER
NAS1149F0363P TORQUE NUT
20 TO 25 IN.-LBS.
Aileron Bellcrank Installation

Figure 5
PAGE 10
Aug 15/07 27-10-00 3E18
MAINTENANCE MANUAL
Aileron Bellcrank Rigging

Figure 6
(2) Place bellcrank in position in wing with a washer located between each end of torque tube and
mounting brackets.
(3) Install bellcrank pivot bolt with head up. Install a washer and nut on bolt. Torque nut 20 to 25
inch-pounds. Check that bellcrank rotates freely with little up-down play.
(4) Install and adjust control rod. Check aileron travel per Rigging and Adjustment, below.
(5) Connect ends of primary and balance control cables to bellcrank using bolts, washers, nuts
and cotter pins. Allow cable ends to rotate freely on the bellcrank.
(6) Tighten control cables at balance cable turnbuckle in floor opening aft of main spar. Check
cable tension per Rigging and Adjustment, below.
(7) Install access plate on underside of wing.
(8) Install floor panel, seat belt attachments and seats.
6. Rigging and Adjustment (Refer to Figure 6 and Chart 2, 27-00-00.) (PIR-PPS50005-9, Rev. N.)
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF AILERONS. WHILE IT WOULD SEEM
SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF AILERON RIGGING AND ADJUSTMENT, VERIFY THAT THE
RIGHT AILERON MOVES UP AND THE LEFT AILERON MOVES DOWN WHEN THE
CONTROL WHEEL IS TURNED RIGHT; AND THAT THE LEFT AILERON MOVES UP AND
THE RIGHT AILERON MOVES DOWN WHEN THE CONTROL WHEEL IS TURNED LEFT.
NOTE: Flap rigging and adjustment must be completed before starting aileron rigging and adjustment.
See 27-50-00.
A. Remove the two front seats if desired, the rear seat and floor panel to facilitate access to control
system components.
B. Determine that control chains have been rigged per Control Column Installation, above.
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MAINTENANCE MANUAL
C. Place tee bar in full forward position and secure by use of a suitable tool or by placing weights on
the aft side of the stabilator if stabilator cables have been previously tensioned.
D. Remove access plate to each aileron bellcrank located on underside of wing, forward of inboard
end of aileron, by removing plate attaching screws.
E. Set the right and left aileron bellcranks at neutral position by either:
NOTE: Neutral position of bellcrank is position at which forward and aft cable connection holes are
an equal distance from adjacent outboard wing rib.
(1) Measuring the distance from each cable connection hole (i.e. - fwd and aft) to the adjacent
outboard wing rib and adjusting until the distances are equal; or,
(2) Using a locally-fabricated aileron bellcrank rigging tool. (See Figure 8.)
(a) Affix a bellcrank rigging tool between the forward arm of each bellcrank and the adjacent
bellcrank stop hat section as shown in Figure 6.
(b) Slotted end of the tool fits on bellcrank arm adjacent to the control cable end.
(c) Position other end of the tool so that side of tool contacts aft side of bellcrank stop.
Bellcrank must be moved to allow a snug fit of tool between bellcrank arm and rib. It may
be necessary to loosen a primary control cable or balance cable.
F. With each bellcrank set at neutral, set the ailerons at neutral as follows:
(a) Ensure that bellcrank rigging tool fits snug between bellcrank and hat section.
(b) Adjust the aileron push rods so that the inboard ends of the ailerons are aligned with the
outboard ends of the flaps (i.e. - flaps in UP, zero-degree position). The ailerons may be
allowed to "droop" by approximately 1/8 inch at this point.
G. With the control wheels locked in the centered position, adjust cable tension at the turnbuckles to
obtain tension shown in Chart 2, 27-00-00. Drive cable tensions will be slightly less than balance
cable tension, but shall be within the tension specified. Adjust the cables in such a manner that
when the specified tension is attained, the inboard ends of the ailerons are visually aligned with the
outboard ends of the flaps. A light "up" pressure shall be maintained with the palm of the hand in
the middle of the underside of the aileron when making this observation (sufficient to take the slack
out of the hinge and linkage).
NOTE: Maintain neutral-center position of control wheels. To obtain neutral position of both control
wheels, it may be necessary to adjust roller chain turnbuckle located between the control
wheel sprockets.
H. Remove the aileron bellcrank rigging tool from each wing.
I. Remove the control wheel locks. Check to ensure that the left aileron up and right aileron down
stops are contacted simultaneously and vice versa. Adjust stops as required.
J. Rotate the left (pilot's) control wheel in each direction until the bellcranks contact the stops. The
sprocket stops on the tee bar shall not be contacted until additional “override" movement (cushion)
of the wheel occurs. A "cushion" on 0.030 to 0.040 inches is to be maintained as measured
between the sprocket pin and adjustable control wheel stop bolts.
PAGE 12
Apr 30/08 27-10-00 3E20
MAINTENANCE MANUAL
K. Place the ailerons in the neutral (aligned with the flaps) position. Check that the "up" travel of each
aileron from the neutral position and the "down" travel is within the limits shown in Chart 2, 27-00-
00. When measuring "down" travel from the neutral position, a light "up" pressure shall be
maintained at the center of the aft edge of the aileron. When measuring "up" travel from the neutral
position, a light "down" pressure shall be maintained at the center of the aft edge of the aileron (at
the "up" position only), just sufficient to remove the slack between the bellcrank and the aileron.
Total free play measured at the aileron trailing edges shall not exceed 0.120 inches.
(1) Center bubble of a protractor over surface of either aileron at neutral position. Note reading.
(2) Move aileron full up and down. Check degree of travel in each direction. Degree of travel on
protractor is determined by taking the difference between protractor reading at neutral and up,
and neutral and down. Bubble must be centered at each reading.
(3) If travel is not correct, set by rotating bellcrank stops in or out. Stops are attached to wing rib
adjacent to aileron bellcrank.
(4) Repeat procedure for other aileron.
L. Check complete system for operation and safety for turnbuckles, bolts, etc., install all pulley guard
pins.
M. Install access plates and panels and any other components removed to facilitate access.
NOTE: When an out-of-trim condition exists after all rigging corrections have been made, the
possibility exists that the trailing edge of the aileron has been used to move the aircraft
forward. This will result in an out of rig condition, caused by a slight bulging of aileron
contour at the trailing edge, which could require replacement of the aileron to correct.
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MAINTENANCE MANUAL
7. Aileron-Rudder Interconnect
A. Description
The aileron rudder interconnect consists of a spring-loaded cable (located in the fuselage tunnel)
which connects the aileron cable to the rudder cable. Application of full right rudder will result in a
downward movement of the left aileron, thereby increasing aircraft stability in this particular
maneuver.
B. Rigging and Adjustment
NOTE: Aileron and rudder rigging must be completed prior to rigging the interconnect.
(1) Remove the tunnel access cover. Position interconnect cables as shown in Figure 7 and clamp.
Position the left clamp so that the spring will not touch the fuselage under any control position.
(2) With the rudder pedals in neutral, rotate the control wheel from full right to full left.
(3) Engagement of the interconnect cable shall occur with the control wheel passing between
neutral and a point 10 degrees left of neutral.
(a) Engagement can be detected by movement of the interconnect spring and a loud click as
the blocks on the interconnect pulleys engage.
(b) Should the interconnect cable not connect, reposition the right clamp forward or aft as
required.
PAGE 14
Aug 15/07 27-10-00 3E22
MAINTENANCE MANUAL
Aileron-Rudder Interconnect Rigging

Figure 7
3E23 27-10-00 Aug

PAGE 15
15/07
MAINTENANCE MANUAL
MATERIAL - .125 X 1.0 ALUMINUM PLATE
3.10
.125
.062 R (SIX PLACES) .625
1.0
.25
2.35 .75
Aileron Bellcrank Rigging Tool

Figure 8
PAGE 16
Aug 15/07 27-10-00 3E24
MAINTENANCE MANUAL
3F1 27-10-00 AugPAGE17

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MAINTENANCE MANUAL
PAGE 18
Aug 15/07 27-10-00 3F2
MAINTENANCE MANUAL
RUDDER AND TAB
1. Troubleshooting
See Chart 1.
2. Rudder Control Cables (Refer to Figure 1.)
A. Removal
(1) To remove either forward rudder cable:
(a) Remove access panel to aft section of fuselage.
(b) Disconnect desired cable at turnbuckle in aft section of fuselage.
(c) Remove tunnel cover in the aft area of cabin by removing carpet over the tunnel and
cover attachment screws.
(d) Remove cable guard plate from underside of pulley cluster located in aft area of floor
tunnel, by removing guard attachment screws.
(e) Remove floor panel located directly aft of main spar by removing center seats, seat belt
attachments and screws securing floor panel. Lift panel and remove from airplane.
(f) From within area of floor opening, remove cable rub blocks attached to spar housing by
removing block attachment screws.
(g) Remove cable guard pin at pulley cluster in aft area of opening by removing cotter pin
from one end of the guard.
(h) Remove fuel selector panel cover by removing rudder trim knob and cover attachment
screws.
(i) Remove lower fuel selector cover and fuel selector control lever by removing attachment
pin at bottom of lever that holds lever on selector torque tube.
(j) Remove tunnel plate just aft of tee bar by removing enough carpet from tunnel to allow
plate attachment screws and plate to be removed.
(k) Remove forward head duct from one side of the floor tunnel from which control cable is to
be removed.
(l) Move cable guard pin located under pulley cluster and below fuel selector by removing
cotter pin from exposed end and sliding it to the left or right as required.
(m) Disconnect the end of cable from arm on rudder pedal torque tube by removing cotter pin,
nut, washer and bolt.
(n) Draw the cable from floor tunnel.
(2) To remove either aft rudder control cable:
(a) Remove access panel to aft section of fuselage.
(b) Remove tail cone by removing its attachment screws.
(c) Disconnect desired cable at turnbuckle in aft section of fuselage.
(d) Disconnect cable from rudder horn by removing cable clevis bolt, bushing, washer and
nut.
(e) Draw the cable through the fuselage.
B. Installation
(1) To install aft rudder control cable:
(a) Position control cable(s).
(b) Connect cable(s) at turnbuckle(s) in aft section of fuselage.
(c) Connect cable to rudder horn with clevis bolt, bushing, washer and nut.
3F3 27-20-00 AugPAGE 1

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MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING RUDDER CONTROL SYSTEM
Lost motion between rudder Cable tension too low. Adjust cable tension.
pedals and rudder.
or replace.
Bolts attaching rudder to Tighten bellcrank bolts.
bellcrank are loose.
Excessive resistance to System not lubricated Lubricate system.
rudder pedal movement. properly.
Rudder pedal torque tube Lubricate torque tube
bearing in need of lubrication. bearings.
and or provide clearance
between pulleys and
brackets.
Rudder pedals not neutral Rudder cables incorrectly Check rigging of rudder
when rudder is streamlined. rigged. cables.
Incorrect rudder travel. Rudder bellcrank stop Check rigging of bellcrank
incorrectly adjusted. stops.
Nose wheel contacts stops. Check rigging of nose
wheel stops before rigging
rudder.
Trim control knob moves System not lubricated Lubricated system.
with excessive resistance. properly.
PAGE 2
Aug 15/07 27-20-00 3F4
MAINTENANCE MANUAL
Rudder Controls
Figure 1
3F5 27-20-00 AugPAGE 3

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MAINTENANCE MANUAL
(d) Set cable tension and check rigging adjustment per Rigging and Adjustment, below.
(e) Install tail cone and secure with screws.
(f) Install the access panel to the aft section of the fuselage.
(2) To install forward rudder control cables:
NOTE: Aft cable(s) must be installed before installing forward cable(s), see above.
(a) Draw control cable through floor tunnel.
(b) Connect end of cable to arm on rudder pedal torque tube by installing bolt, washer, nut
and cotter pin. Ensure cable end is free to rotate.
(c) Connect forward cable to aft control cable at turnbuckles in aft section of fuselage. Ensure
each cable is in the groove of its pulley.
(d) Move cable guard, located in forward tunnel under pulley cluster and below the fuel
selector, into position, and secure with cotter pin.
(e) Install cable guard blocks, located within floor opening aft of main spar, onto spar housing.
Secure with screws.
(f) Install cable guard pin at pulley cluster in aft area of floor opening by sliding it into position
and fastening with a cotter pin.
(g) Install cable guard plate under pulley cluster located in aft area of aft floor tunnel. Secure
with screws.
(h) Set cable tension and check rigging adjustment per Rigging and Adjustment, below.
(i) Install heat duct. Secure with screws.
(j) Install forward tunnel plate aft of tee bar. Secure with screws.
(k) Put floor carpet in place and secure.
(l) Place fuel selector lever on selector torque tube. Secure with pin and cotter pin.
(m) Install lower and upper selector covers. Secure with screws.
(n) Install floor panel and seat belt attachment aft of main spar. Secure panel with screws.
(o) Install seats.
(p) Install cover and carpet of aft floor tunnel.
C. Rigging and Adjustment
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM
UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VERIFY THAT
THE RUDDER MOVES RIGHT WHEN THE RIGHT PEDAL IS DEPRESSED; AND,
THAT THE RUDDER MOVES LEFT WHEN THE LEFT PEDAL IS DEPRESSED.
(1) Remove tail cone fairing and aft fuselage access panel.
CAUTION: TO AVOID CABLE STRETCH, DO NOT PUSH RUDDER HARDER THAN
NECESSARY.
(2) Using a suitable tool, as shown in Figure 2, set the rudder stops (see Figure 3) so that rudder
travel and tension are as specified in Chart 2, 27-00-00, measured from neutral (i. e. -
streamlined with the vertical stabilizer). (See Figure 7 for tool fabrication instructions).
(3) Install a suitable tool which will streamline the rudder with the vertical stabilizer and lock it in
that position.
PAGE 4
Aug 15/07 27-20-00 3F6
MAINTENANCE MANUAL
Rudder Rigging Rudder Travel Adjustments

Figure 2 Figure 3
Clamping Rudder Pedals

Figure 4
3F7 27-20-00 AugPAGE 5

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MAINTENANCE MANUAL
(4) Install a suitable tool which will lock the rudder pedals together (see Figure 4) and in alignment
with each other in the neutral position. In the neutral position, the rudder pedals are tilted 14
degrees aft as illustrated in 32-20-00, Figure 4.
(5) Install a suitable tool which will lock the nose wheel in alignment with the longitudinal axis of
the aircraft.
NOTE: Verify that the rod ends on the pilot's rudder pedal push rods are adjusted so that the
length of the rods is equal. If not, adjust the pedal push rods to equal lengths.
(6) Adjust the rudder cable turnbuckles to obtain the tension shown in Chart 2, 27-00-00. Adjust
the cables evenly to avoid uneven strain on aircraft components. Safety the turnbuckles.
(7) Remove the centering tools.
CAUTION: TO AVOID CABLE STRETCH, DO NOT PUSH TOW BAR HARDER THAN
NECESSARY.
(8) With tow bar in place, turn the nose wheel to the left until the rudder stop makes contact.
Adjust the nose wheel steering stop (see 32-20-00, Figure 2) to obtain 0.06 to 0.12 clearance,
repeat this procedure with nose wheel turned to the right. Turn nose wheel to the left until the
steering stop makes contact. Nose wheel travel shall be 29 degrees min. Repeat this
procedure turning nose wheel to the right.
(9) Adjust rudder pedal stops by pushing on pilot’s left rudder pedal until rudder stop is contacted.
(a) Adjust pedal stop (on fire wall) to provide 0.060 to 0.120 of an inch clearance.
(b) Repeat procedure with the copilot’s right rudder pedal.
(10) Install tail cone and aft fuselage access panel.
3. Rudder Trim Control (Refer to Figure 5.)
A. Removal
(1) Remove fuel selector panel cover by removing rudder trim knob and cover attachment screws.
(2) Place trim knob on assembly and rotate to extreme left (counterclockwise) trim position.
(3) Disconnect housing lug from arm on rudder pedal torque tube by removing cotter pin, nut,
washer and bolt.
(4) Remove threaded bushing from aft end of mounting channel by removing cotter pin and
clevis pin.
(5) Remove mounting channel may by removing channel attachment screws inside of channel.
(a) Middle and aft screws need only be turned out.
(b) Forward screw is secured by a nut on underside of tunnel. To remove forward screw:
1 Lift floor carpet on right side of tunnel adjacent to channel and remove access plate
on side of tunnel.
2 Secure nut and turn out screw.
B. Installation
(1) Install trim control mounting channel on upper side of floor tunnel. Install a spacer plate
between the channel and tunnel.
(a) Install the middle and aft attachment screws. Secure screws and with anchor nuts.
(b) Install forward screw. Forward screw is secured with a nut that must be held from within
the tunnel.
(2) Install the access plate on the side of the tunnel and secure carpet in place.
PAGE 6
Aug 15/07 27-20-00 3F8
MAINTENANCE MANUAL
(3) Before attaching assembly to mounting channel, check that:

(a) Clips are installed so safety wire will be on top.
(b) Threaded bushing is installed on assembly shaft with welded attachment bushing forward
or toward housing.
(4) Attach housing lug to arm provided on rudder pedal torque tube. Secure with bolt, washer and
nut. Tighten nut only finger tight and safety with cotter pin.
(5) Clamp rudder pedals in neutral. Position threaded bushing and shaft extension in mounting
channel.
(a) Install the clevis pin and cotter pin.
(b) Check that dimensions noted in Figure 5 are maintained.
(6) Install fuel selector panel cover and cover attachment screws.
(7) Install rudder trim knob
(8) Ensure that neutral indicator aligns with neutral position on cover placard.
Rudder Trim Control

Figure 5
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MAINTENANCE MANUAL

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM
UPON COMPLETION OF RUDDER TRIM RIGGING AND ADJUSTMENT, VERIFY
THAT THE RUDDER MOVES LEFT WHEN THE RUDDER TRIM WHEEL IS
TRIMMED LEFT; AND, THAT THE RUDDER MOVES RIGHT WHEN THE RUDDER
TRIM WHEEL IS TRIMMED RIGHT.
Set rudder trim mechanism at the neutral (no load on spring) position. With the nose wheel
centered, rudder centered and rudder pedals aligned, check the rudder trim indicator to verify that it
indicates the neutral position on the placard. Remove cover and adjust if necessary. Left and right
rudder trim control travel (on the ground) shall be five complete turns from neutral minimum.
4. Rudder and Steering Pedal Assembly (Refer to Figure 6.)
A. Removal
(1) Remove access panel to aft section of fuselage.
(2) Relieve rudder and stabilator cable tension by loosening one rudder and one stabilator cable
turnbuckle in aft section of fuselage.
(3) Remove fuel selector panel cover by removing rudder trim knob and cover attachment screws.
(4) Remove lower selector cover. Disconnect fuel selector control lever from selector torque tube
by removing attachment pin located at bottom of the lever.
(5) Remove tunnel plate just aft of tee bar by laying back enough tunnel carpet to remove plate
attachment screws.
(6) Disconnect stabilator control cable from lower end of tee bar assembly.
(7) Remove tee bar attachment bolts with their washers and nuts which are through each side of
the floor tunnel. Pull the lower end of the tee bar aft.
(8) Disconnect control cable ends from arms of torque tube by removing cotter pins, washers, nuts
and bolts.
(9) Disconnect rudder trim from torque tube assembly by removing cotter pin, washers and bolt.
(10) Disconnect steering rods at the rudder pedals by removing nuts and bolts.
(11) Disconnect brake cylinders at lower end of each cylinder rod by removing cotter pins, washers,
nuts and bolts.
(12) Disconnect vee braces from torque tube by removing nuts, washers and bolts that secure strap
bracket to vee brace.
(13) If an AutoPilot amplifier is installed over the torque tube at the right side of the fuselage,
disconnect electrical plug and release the two fasteners that secure it to its mounting bracket.
(14) Disconnect torque tube support bracket where it attaches to floor tunnel by removing its
attachment bolts.
(15) Remove two bolts located at the center of the torque tube assembly over the floor tunnel that
extend through torque tube. Compress the tubes.
(16) Disconnect torque tube support blocks from their support brackets on each side of fuselage by
removing attachment nuts, washers and bolts.
(17) Remove trim side panels, if desired.
(18) Remove assembly from airplane. Note the spacer washer on each end between support
blocks.
PAGE 8
Aug 15/07 27-20-00 3F10
MAINTENANCE MANUAL
B. Installation
(1) Assemble torque tube assembly as shown in Figure 6. Do not install the two bolts through the
center of the tube assembly at this time.
(2) Place upper support blocks on the ends of the torque tube assembly. Note that a washer is
required on each end of tube.
(3) Position support blocks on their mounting brackets at each side of fuselage and secure with
bolts, washers and nuts.
(a) A bushing is required in bolt holes of upper support block.
(b) A plate is required on top of upper block, between upper and lower blocks and under
block mounting bracket.
(4) Align bolt holes in center area of torque tube assembly. Install bolts, washers and nuts and
tighten.
Rudder and Steering Pedal Assembly

Figure 6
3F11 27-20-00 AugPAGE 9

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MAINTENANCE MANUAL
(5) Position torque tube support bracket on floor tunnel and secure with bolts.
(6) Position vee braces on torque tube. Install strap bracket around torque tube and brace. Secure
with bolts, washers and nuts.
(7) Connect ends of brake cylinder rods and clevis rods to idler arms. Secure with clevis and cotter
pins.
(8) Connect steering rods to rudder pedals and secure with bolts and nuts. Check steering rod
adjustment per Nose Landing Gear, Alignment, 32-20-00.
(9) Connect rudder trim to arm of torque tube and secure with bolt, washer, nut and cotter pin.
Installed a thin washer under nut. Tighten nut only finger tight.
(10) Connect ends of rudder control cables to arms provided on torque tube. Secure with bolts,
washers, nuts and cotter pins. Ends must be free to rotate.
(11) Swing tee bar into place. Insert attachment bolts through each side of the floor tunnel. Secure
with washers and nuts.
(12) Connect stabilator control cables to lower end of tee bar with bolt, washer and nut. Secure with
cotter pin. Cable ends must be free to rotate.
(13) Set rudder cable tension and check rigging and adjustment per Rudder Cables, Rigging and
Adjustment, above.
(14) Set stabilator cable tension. Check rigging and adjustment per Stabilator Cables, Rigging and
Adjustment, 27-30-00.
(15) Check aileron cable tension.
(16) Check safety of bolt and turnbuckles.
(17) Install floor tunnel plate and secure with screws. Fasten tunnel carpet in place.
(18) Install fuel selector lever on selector torque tube. Secure with clevis pin and safety with cotter
pin.
(19) Install fuel selector covers and rudder trim control knob.
(20) Install access panel to aft section of the fuselage.
Rudder Rigging Tool

Figure 7
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Aug 15/07 27-20-00 3F12
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3F13 27-20-00 Aug

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PAGE 12
Aug 15/07 27-20-00 3F14
MAINTENANCE MANUAL
STABILATOR AND TAB
1. Troubleshooting
See Chart 1.
2. Stabilator Control Cables (Refer to Figure 1.)
A. Removal
(1) Forward Stabilator Control Cables:
(b) Disconnect desired control cable at turnbuckle in aft section of fuselage.
(c) Remove floor tunnel cover in aft area of cabin by:
1 Removing trim plate.
2 Removing carpet over tunnel.
3 Removing cover attachment screws.
(d) Remove cable guard plate from underside of pulley cluster in aft area of tunnel opening by
removing guard attachment screws.
(e) Remove floor panel located directly aft of main spar by removing center seats, seat belt
attachments and screws securing the panel. Lift panel and remove from airplane.
(f) Remove cable rub blocks attached to the spar housing, located in floor opening, by
(g) Remove cotter pin cable guard at pulley cluster in aft area of floor opening.
(h) Remove fuel selector panel cover by removing rudder trim knob and cover attachment
screws.
(i) Remove lower fuel selector cover. Disconnect fuel selector control lever from selector
torque tube by removing attachment pin located at bottom of lever.
(j) Remove tunnel plate just aft of tee bar by removing enough carpet from tunnel to allow
plate attachment screws and plate to be removed.
(k) To remove right (upper) stabilator control cable:
1 Remove cotter pin cable guards at pulley located in forward area of the tunnel.
2 Disconnect cables from lower end of tee bar by removing cotter pin, nut, washer and
bolt.
3 Draw cable aft through the floor tunnel.
(2) Aft Stabilator Control Cable - either side:
(b) Disconnect desired control cable at turnbuckle in aft section of fuselage.
(c) Disconnect cable end at stabilator balance arm by removing the cotter pin, nut, washer
and bolt.
(d) Remove cable guard pin at the pulley.
(e) Remove cable from airplane.
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MAINTENANCE MANUAL
TROUBLESHOOTING STABILATOR CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension.
control wheel and stabilator.
or replace.
pulleys.
Resistance to stabilator System not lubricated Lubricate system.
control movement. properly.
Binding control column. Adjust and lubricate.
and/or provide clearance
between pulleys and
brackets.
pulleys.
Bent stabilator hinge. Repair or replace stabilator
Incorrect stabilator travel. Stabilator stops incorrectly Adjust stop screws.
adjusted.
Correct stabilator travel Stabilator cables incorrectly Check rigging of stabilator
cannot be obtained by rigged. cables.
adjusting stops.
Lost motion between trim Cable tension too low. Adjust cable tension.
control wheel and trim tab.
Cables not in place on Install cables properly.
pulleys.
or replace.
PAGE 2
Aug 15/07 27-30-00 3F16
MAINTENANCE MANUAL
TROUBLESHOOTING STABILATOR CONTROL SYSTEM
Trim control wheel moves System not lubricated Lubricate system.

with excessive resistance. properly.
Pulleys binding or rubbing. Replace binding pulleys.
Provide clearance between
pulleys and brackets.
Cables not in place on Install cables properly.
pulleys.
Trim tab hinge binding. Lubricate hinge. If
necessary, replace.
Trim tab fails to reach full System incorrectly rigged. Check and/ or adjust
travel. rigging.
Trim drum incorrectly Check and/ or adjust
wrapped. rigging.
Trim indicator fails to Trim indicator unit not adjusted Adjust trim indicator.
indicate correct trim properly.
position.
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MAINTENANCE MANUAL
B. Installation
(1) Aft Stabilator Control Cable - either side:
(a) Route left (lower) cable under pulley located beneath balance arm. Route right (upper)
cable over pulley located above balance arm.
(b) Connect cable to the stabilator balance arm. Insert bolt and washer. Install nut and finger
tighten as much as possible. Install cotter pin.
(c) Connect cable to forward cable at turnbuckle in aft section of fuselage. Upper aft cable
connects to right forward cable and lower cable to left forward cable.
(d) Install cable guard pin at pulley.
(e) Set cable tension. Check rigging and adjustment per Rigging and Adjustment, below.
(f) Install access panels to aft section of the fuselage.
(2) Forward Stabilator Control Cables:
NOTE: Aft control cable(s) must be installed before installing forward cable(s). See above.
(a) Draw control cable through floor tunnel. Be sure right (upper) cable is routed around the
pulley that is in the forward area of the forward floor tunnel.
(b) Connect cables to lower end of control column tee bar with bolt, washer, nut and cotter
pin. Ensure that cable is free to rotate.
(c) Connect control cable to aft cable at turn buckle in aft section of fuselage.
(d) If installing right cable, install cotter pin cable guard at pulley in forward area of tunnel.
(e) Install the cable rub blocks to the spar housing located in forward area of floor opening aft
of main spar. Secure with screws.
(f) Install cotter pin cable guard at pulley cluster located in aft area of floor opening.
(g) Install cable guard under pulley cluster located in aft area of aft floor tunnel. Secure with
screws.
(h) Set cable tension. Check rigging and adjustment per Rigging and Adjustment, below.
(i) Install tunnel plate directly aft of tee bar assembly. Secure with screws.
(j) Put floor carpet in place and secure.
(k) Place fuel selector lever on selector torque tube. Secure with pin and safety with cotter
pin.
(l) Install lower and upper selector covers. Secure with screws.
(m) Install floor panel aft of main spar. Secure with screws.
(n) Install the seat belt attachments and seats.
(o) Install cover and carpet of aft floor tunnel.
(p) Install access panels to aft section of the fuselage.
PAGE 4
Aug 15/07 27-30-00 3F18
MAINTENANCE MANUAL
Stabilator Controls
Figure 1
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MAINTENANCE MANUAL
PAGE 6
Aug 15/07 27-30-00 3F20
MAINTENANCE MANUAL

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR. WHILE IT WOULD
SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
UPON COMPLETION OF STABILATOR RIGGING AND ADJUSTMENT, VERIFY
THAT THE REAR EDGE OF THE STABILATOR MOVES UP WHEN THE WHEEL IS
PULLED BACK; AND, THAT THE REAR EDGE OF THE STABILATOR MOVES DOWN
WHEN THE WHEEL IS PUSHED FORWARD.
(1) Stabilator Travel:
(a) Level airplane. (See 8-20-00.)
(b) Place stabilator in neutral position. Neutral position is obtained when a level, placed on
stabilator rigging tool (Figure 2), indicates that stabilator is parallel (bubble centered) with
leveling holes shown in 8-20-00, Figure 1. (See Figure 7, for tool fabrication.)
(c) To check the stabilator travel:
NOTE: The stabilator should contact both of its stops before the control wheel contacts
its stops.
1 Place rigging tool on the upper surface of stabilator.
2 Set number of degrees up travel (specified in Chart 2, 27-00-00) on a bubble
protractor.
3 Place protractor on rigging tool.
4 Raise trailing edge of stabilator. Check that, when stabilator contacts its stops,
protractor bubble is centered.
5 Set the number of degrees down travel (specified in Chart 2, 27-00-00) on a bubble
protractor.
6 Place protractor on the rigging tool.
Stabilator Rigging
Figure 2
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MAINTENANCE MANUAL
Stabilator Travel Adjustments

Figure 3
7 Lower trailing edge of stabilator. Check that, when stabilator contacts its stops,
protractor bubble is centered.
(d) If stabilator travel is not correct in either the up or down position:
1 Remove tail cone by removing the attachment screws.
2 With use of rigging tool and bubble protractor, turn stops located at each stabilator
hinge in or out to obtain correct degree of travel. (Refer to Figure 3.)
3 Check that locknuts of stop screws are secure.
4 Install the tail cone.
(2) Stabilator Control Cable Tension:
(a) Check that stabilator travel is correct.
(b) Remove access panel to aft section of fuselage and tail cone.
(c) Position control wheel by adjusting the turnbuckles on the stabilator control cables to
obtain 3/8 ± 1/8 inch of control shaft travel between contact with the primary up stop on
the stabilator and secondary stop on the left hand control column shaft.
(d) Position and secure tee bar (control column) 1/2 inch ± 1/4 inch off forward tee bar stop.
(e) Check each stabilator control cable for correct tension as given in Chart 2, 27-00-00.
(f) If tension is not correct, loosen turnbuckle of lower cable in aft section of fuselage and
adjust turnbuckle of upper cable to obtain correct tension. Cable tension should be
obtained with control wheel one-quarter inch from stop and stabilator contacting its stop.
PAGE 8
Aug 15/07 27-30-00 3F22
MAINTENANCE MANUAL
Methods of Securing Trim Cables

Figure 4
(g) With the tension of upper cable correct and control wheel still forward, adjust the
turnbuckle of lower cable to obtain correct tension.
(h) Recheck control wheel position for 3/8 ± 1/8 inch of control shaft travel between contact
with the primary up stop on the stabilator and secondary stop on the left hand control
column shaft. With the control wheel forward and stabilator on primary down stop, check
for 1/4 inch minimum clearance between tee bar and secondary forward stop.
(i) Check safety of all turnbuckles and bolts.
(j) Install access panels and tail cone.
3. Stabilator Trim Controls (Refer to Figure 5.)
A. Forward Stabilator Trim Assembly
(1) Removal:
(a) Remove panel to the aft section of airplane.
(b) Remove trim control wheel assembly and/or trim control cables.
(c) If aft trim cable is not to be removed, block cables at pulleys in aft section of fuselage to
prevent them from unwrapping from trim drum. (Refer to Figure 4.)
(d) To remove trim control wheel, loosen cables at trim cables turnbuckles in aft section of
fuselage.
(e) To remove trim cables, disconnect cables at trim cables turnbuckles in aft section of
fuselage.
(f) Control wheel with drum:
1 Remove control wheel cover by removing cover attaching screws.
2 Remove wheel assembly from its mounting brackets by removing nut, washer and
bolt that secures wheel between the brackets. Draw wheel from brackets. Use
caution not to damage trim indicator wire.
3 Unwrap left cable from drum.
4 Wheel and drum are joined by a push fit. Separate these two items with their center
bushing. Unwrap right cable.
5 Tie cables forward to prevent them from slipping back into floor tunnel.
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MAINTENANCE MANUAL
Stabilator Trim Controls

Figure 5
PAGE 10
Aug 15/07 27-30-00 3F24
MAINTENANCE MANUAL
(g) Trim control cables:

1 Remove pilot and rear seats.
2 Remove seat belts attached to forward floor tunnel by removing attachment nuts,
washers and bolts.
3 Remove heater deflectors from each side of aft end of forward floor tunnel by sliding
deflector sideways and releasing retainer spring.
4 Unfasten carpet from aft portion of forward floor tunnel and lay it forward.
5 Remove tunnel cover located between trim control wheel and spar cover by removing
selector knobs and cover attachment screws.
6 Remove cable pulleys located in forward tunnel by removing cotter pin, washer and
clevis pin.
7 Remove floor panel aft of main spar by removing panel attachment screws and seat
belt attachments. Lift panel and remove from airplane.
8 Remove cable rub blocks located in floor opening on aft side of main spar by
9 Remove trim plate located on top of forward end of aft floor tunnel.
10 Remove carpet from aft floor tunnel.
11 Remove cover plate from top of aft floor tunnel by removing attachment screws.
12 Remove cable guard from underside of trim cable pulleys located in forward area of
aft floor tunnel by removing tinnerman nut and withdrawing the cable guard.
13 Remove cable guard plate from underside of pulley cluster located in aft area of floor
tunnel by removing plate attachment screws.
14 Remove cable guard from cable pulleys in aft lower section of fuselage forward of
cable turnbuckles.
15 With cables disconnected from trim control wheel, draw cable(s) through floor tunnel.
(2) Installation
(a) Trim Control Wheel with Drum:
1 Wrap right trim cable on trim drum by inserting swaged ball of cable in slot provided
in right side of drum that mates with the control wheel. Looking at this side, wrap
drum with three wraps of cable in a clockwise direction.
2 Attach trim control wheel to cable drum by aligning long lug of drum with long slot of
wheel and pushing the two pieces together.
3 Wrap left trim cable on drum by inserting swaged ball of cable in slot provided in the
flanged left side of drum. Looking at this side, wrap drum with three wraps of cable in
a clockwise direction.
4 Lubricate and install bushing in control wheel and drum.
5 Align control cables and position trim control wheel assembly between its mounting
brackets. Check that end of trim indicator wire is positioned in spiraled slot of drum
with no bind on end. Install retainer bolt from left side. Install washer and nut.
6 Install cover over trim control wheel. Secure with screws, unless the control cables
have to be installed.
(b) Trim Control Cables:
1 Draw cable(s) through floor tunnel.
2 If not already installed, wrap cable drum and install trim control wheel with drum as
specified above.
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MAINTENANCE MANUAL
3 Position cable pulleys on their mounting bracket and install clevis pin, washer and
cotter pin.
4 Connect forward cable to aft cable at turnbuckle in aft section of fuselage. If aft cable
has not been installed, refer to Aft Stabilator Trim Controls, Installation, below.
5 Install cable guard at cable pulleys in aft lower section of fuselage forward of cable
turnbuckles.
6 Install cable guard plate at underside of pulley cluster located in aft area of aft floor
tunnel. Secure with screws.
7 Install pin type cable guard at underside of pulleys located in forward area of aft floor
tunnel. Secure with a tinnerman nut.
8 Install cable rub blocks located on aft side of main spar housing. Secure with screws.
9 Remove blocks that secure aft trim cable. Check that cables are seated on their
pulleys.
10 Set cable tension. Check rigging and adjustment. Check safety of all turnbuckles.
11 Install tunnel cover on forward tunnel. Secure with screws.
12 Install carpet over floor tunnel.
13 Install heat deflectors on each side of floor tunnel.
14 Install cover over trim control wheel and secure with screws and special washers.
15 Install fuel selector knobs and secure with set screws.
16 Install seat belts removed from top of floor tunnel. Secure with bolt, washer and nut.
17 Install floor panel and seat belt attachments aft of main spar. Secure panel with
screws.
18 Install aft floor tunnel and secure with screws.
19 Install carpet over aft floor tunnel.
20 Install trim plate on top of forward end of aft floor tunnel.
21 Install panel to aft section of airplane.
22 Install seats.
B. Aft Stabilator Trim Assembly
(1) Removal
(b) Block trim cables at the first set of pulleys forward of cable turnbuckles in the aft section of
the fuselage by method shown in Figure 4.
(c) Disconnect cable at the turnbuckles in aft section of fuselage.
(d) Remove cable guard from pulley cluster.
(e) Remove tail cone by removing attachment screws.
(f) Disconnect link between trim screw and trim control arm by removing nut, washer and bolt
connecting link to screw.
(g) Remove cotter pin from top of trim screw. Turn screw down and out of barrel.
(h) Remove snap ring, washer and thrust washer from the bottom of barrel.
(i) Disconnect diagonal rib from the horizontal rib that supports trim assembly by removing
four attachment nuts, washers and bolts.
(j) Draw trim cable from fuselage.
PAGE 12
Aug 15/07 27-30-00 3G2
MAINTENANCE MANUAL
Wrapping Trim Barrels

Figure 6
(2) Installation
(a) Wrap the trim barrel by: (Refer to Figure 6.)
1 Laying center (as measured equally from each end to center of the cable) of trim
cable in slot of the barrel.
2 Bring half of cable to be used on right side through the diagonal slot in flange at
forward end of barrel and wrap aft in a clockwise direction 11.5 wraps to the center of
barrel.
3 Bring half of cable to be used on left side through diagonal slot in aft end of barrel
and wrap forward in a counterclockwise direction 11.5 wraps to the center of barrel.
4 Count a total of 23 cable wraps on top side of the barrel. (Refer to Figure 6.)
(b) Block cable by clamping between two pieces of wood laid next to wraps to prevent
unwrapping. Fabricate block with a notch so hardware can be installed After installation of
hardware safety wire the bolts.
(c) Ensure barrel bushings are installed in rib plate and clip.
(d) Lubricate bushings and install trim barrel in bushings between the two support ribs.
(e) Attach bottom diagonal rib to horizontal rib. Secure with bolt, washer and nut.
(f) Install thrust washer, washer and snap ring on lower end of barrel.
(g) Install trim screw in barrel. Secure both ends with a cotter pin through trim screw.
(h) Route cables into fuselage. Attach ends to forward trim cables.
(i) Remove blocks holding forward cables tight.
(j) Set cable tension. Check rigging and adjustment per Rigging and Adjustment, below.
Check safety of all turnbuckles.
(k) Install tail cone and secure with screws.
(l) Install aft fuselage access panel.
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MAINTENANCE MANUAL

CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF STABILATOR TAB. WHILE IT
WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS
CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL.
ACCORDINGLY, UPON COMPLETION OF STABILATOR TRIM RIGGING AND
ADJUSTMENT, VERIFY THAT THE STABILATOR TAB MOVES UP WHEN THE TRIM
WHEEL IS TRIMMED DOWN; AND, THAT THE STABILATOR TAB MOVES DOWN
WHEN THE TRIM WHEEL IS TRIMMED UP.
(1) Level the airplane. (See 8-20-00.)
(2) Position control wheel by adjusting the turnbuckles on the stabilator control cables to obtain
3/8 ± 1/8 inch of control shaft travel between contact with the primary up stop on the stabilator
and secondary stop on the left hand control column shaft.
(3) Position and secure tee bar (control column) 1/2 inch ± 1/4 inch off forward tee bar stop.
(4) Check for proper stabilator trim cable tension as given in Chart 2, 27-00-00. If cables were
disconnected, rotate trim control wheel several times to allow cables to seat and recheck
tension.
(5) Recheck control wheel position for 3/8 ± 1/8 inch of control shaft travel between contact with
the primary up stop on the stabilator and secondary stop on the left hand control column shaft.
With the control wheel forward and stabilator on primary down stop, check for 1/4 inch
minimum clearance between tee bar and secondary forward stop.
(6) Secure stabilator in neutral position. Refer to Chart 2, 27-00-00, and Figure 2.
(7) Turn trim control wheel until aft end of turn buckle of right trim cable is approximately two
inches forward of double pulleys at top of rear bulkhead.
(8) Check that trim screw is turned down until cotter pin stop in top of screw is contacting plate on
horizontal support rib of trim assembly.
(a) If stop is not contacting plate, and links between the screw and trim control arm are not
disconnected, disconnect the two by removing nut, washers and bolt.
(b) With turnbuckle still two inches from pulley, turn screw down until pin contacts plate.
(9) Check rod end on tab actuating arm for approximately six threads forward of jam nut.
(10) Connect links to trim screw and secure with bolt, washers and nut.
(11) Turn the trim wheel until trim tab streamlines with neutral stabilator.
(12) Check bubble of protractor over neutral tab; then check tab travels specified in Chart 2, 27-00-
00. Degree of travel on protractor is determined by taking difference between protractor
reading at neutral and up position, and neutral and down. With airplane level, bubble must be
centered at each reading. To obtain correct travel:
(a) Disconnect links at actuating arm rod end.
(b) Turn rod end in or out, as required.
(c) Connect links to actuating arm rod end.
(d) Secure jam nut on actuating arm rod link
(13) Turn trim wheel full travel. Check for turnbuckle clearance and location of tab indicator.
(14) With the stabilator and trim in all extremes of travel, check to ensure that there is no
interference between turnbuckles and pulleys.
(15) Check to ensure that stabilator up and down stops are contacted before the tee bar stops are
contacted.
(16) With the stabilator held securely against either stop, determine the free-play of the stabilator
tab. Total free-play, measured at the tab trailing edge, shall not exceed 0.06 inches.
PAGE 14
Aug 15/07 27-30-00 3G4
MAINTENANCE MANUAL
4. Stall Warning System

A. Description and Operation
This system consists of two lift detectors located on the leading edge of the left wing, at wing station
174.00, that are electrically connected to the flap position switch and stall warning horn. As a stall
condition is approached, the lift detector will activate the stall warning horn.
B. Functional Tests
(1) Ground
The following ground check will determine if the lift detectors are correctly connected and
functioning properly. It also verifies the correct adjustment of the flap position switch. This
ground check does not test the proper adjustment of the lift detectors.
(a) Apply electrical power to the airplane.
(b) Extend flaps to the 10° position. The 0° and 10° flap position activates the inboard lift
detector only. Gently lifting the inboard lift detector vane should activate the stall warning
horn. Gently lifting the outboard lift detector vane should not activate the stall warning
horn.
(c) Position the flap to 25° or 40°. Gently lifting on the outboard lift detector vane should
activate the stall warning horn. Lifting on the inboard lift detector vane should not activate
the stall warning horn.
NOTE: In steps (b) and (c), above, if the stall warning horn sounds when it should not, or
does not sound when it should, the fault may be the flap position switch being out
of adjustment. See Wing Flap Controls, Rigging and Adjustment, 27-50-00.
(d) Remove electrical power from the airplane.
(2) Flight
WARNING: ALL FLIGHT TESTS SHALL BE CONDUCTED BY A QUALIFIED PILOT
EXPERIENCED IN THIS PARTICULAR MAKE AND MODEL OF AIRPLANE.
NOTE: Required whenever a “replacement” wing is installed.
The only way to test the accuracy of the lift detector setting/adjustment is in-flight. Several test
flights and alternate adjustments (see Lift Detectors, Adjustment, below) may be required
before the desired setting is obtained.
(a) Inboard lift detector:
1 Place the airplane in a flaps up, power off configuration.
NOTE: When 5 to 10 knots above the airspeed at which stall warning is anticipated,
limit airspeed reduction rate to approximately one (1) knot per second, to
ensure unaccelerated stall conditions.
2 Fly the airplane into a stall condition.
3 Note the speed at which the stall warning comes on.
4 The stall warning should come on not less than five knots, nor more than ten knots,
before the actual stall occurs.
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(b) Outboard lift detector:

1 Place the airplane in a configuration of flaps down 40°, power off.
NOTE: When 5 to 10 knots above the airspeed at which stall warning is anticipated,
limit airspeed reduction rate to approximately one (1) knot per second, to
ensure unaccelerated stall conditions.
2 Fly the airplane into a stall condition.
3 Note the speed at which the stall warning comes on.
4 The stall warning should come on not less than five knots, nor more than ten knots,
before the actual stall occurs.
C. Lift Detectors
(1) Removal
NOTE: The master (battery) switch must be off prior to performing any work on the lift
detector(s). Place reference marks on holding plate and wing skin for use when
installing.
(a) Remove screws holding plate around tab. The lift detector is attached to plate. Remove
unit from wing.
(b) Mark electrical wires and terminals to facilitate installation. Remove electrical wires from
lift detector. Remove lift detector from airplane.
(2) Installation
(a) Attach electrical leads to appropriate terminals of lift detector.
(b) Using reference marks made during removal, position lift detector and holding plate
assembly on wing. Determine that sensor blade of unit drops down freely.
(c) Ensuring unit is aligned with reference marks, secure in position with screws previously
removed.
(3) Adjustment
The lift detector(s) is(are) adjusted at the factory, when the airplane is test flown, and should
not require any further adjustment. If some type of service on the wing requires moving the lift
detector, use the following procedure to set the lift detector at the proper position.
CAUTION: NEVER ADJUST THE LIFT DETECTOR BY BENDING THE VANE.
(a) Fly the airplane as described in Functional Tests, Flight, above.
(b) Loosen the two Phillips head screws; one on either side of the vane.
1 If the stall warning comes on too late, move the lift detector up.
2 If the stall warning comes on to early, move the lift detector down.
(c) Tighten the screws after making any adjustments.
PAGE 16
Aug 15/07 27-30-00 3G6
MAINTENANCE MANUAL
D. Stall Warning Flight Test Procedure (PIR Ref. FTP2001-15, Rev B/-15-1, Rev C/-15-2, Rev. New/-16, Rev B/-16-1, Rev. C)
WARNING: ALL FLIGHT TESTS SHALL BE CONDUCTED BY A QUALIFIED PILOT

EXPERIENCED IN THIS PARTICULAR MAKE AND MODEL OF AIRPLANE.
NOTE: Required whenever a “replacement” wing is installed.
Fly airplane and at a rate of 1 KT/SEC maximum record the following power off warning and stall
speeds:
TRIM KIAS RECORD: WARNING KIAS STALL KIAS
0° FLAPS = 100 _____________ __________
FULL FLAPS = 93 _____________ __________
(1) Verify that the stall warning system performs within the following limits:
(a) Maximum: stall warning begins at 5 to 10 KIAS prior to stall and continues until stall
occurs.
(b) Desired: stall warning begins at 7 to 9 KIAS prior to stall and continues until stall occurs.
(2) If the stall warning system fails to perform within the limits above, adjust the system and refly
the test.
(3) If not able to adjust the stall warning system sufficient to achieve the limits above, recheck the
“replacement” wing installation to ensure it is installed and rigged correctly.
3G7 27-30-00 Aug

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15/07
MAINTENANCE MANUAL
Stabilator Rigging Tool

Figure 7
PAGE 18
Aug 15/07 27-30-00 3G8
MAINTENANCE MANUAL
3G9 27-30-00 Aug

PAGE 19
15/07
MAINTENANCE MANUAL
PAGE 20
Aug 15/07 27-30-00 3G10
MAINTENANCE MANUAL
FLAPS
1. Troubleshooting
See Chart 1.
2. Wing Flap Controls (Refer to Figure 1.)
A. Removal
(1) Flap Torque Tube Assembly:
(a) Remove the access plate located between the underside of the aft section of each wing
and the fuselage by removing attaching screws.
(b) Remove the floor panel located aft of the main spar by removing the center seats. seat
belt attachments and the screws securing the panel. Lift the panel and remove from
airplane.
(c) Disconnect the left and right flap control tubes (rods) at the flaps by removing the nuts.
washer, and bolts or at the torque tube cranks (arms) by removing the bolts and washers
from the inner side of each crank. It will be necessary to remove bolt through a hole in the
side skin of the fuselage located over the torque tube with the flap handle moved to its 40
degree position.
(d) With the flap handle, fully extend the flaps and disconnect the flap tension spring at the
spar or the aft end of the control cable as desired.
(e) Grasp the flap handle, release the plunger and allow the flap to return to the retracted
position. Use caution as forward pressure will be on the handle with the tension spring
disconnected.
(f) Disconnect the flap return spring at the spar or return chain as desired.
(g) Disconnect the control cable from the chain by removing cotter pin, nut, and clevis bolt.
(h) Remove the tube support blocks by removing the block attachment bolts.
(i) Remove the nuts, washers and bolts securing the right and left cranks and stop fittings on
the torque tube.
(j) From between each wing and the fuselage, remove the cranks from the torque tube.
(k) Disconnect one bearing block from its mounting brackets by removing nuts, washers and
bolts.
(l) Slide the tube from the bearing block still attached to its brackets, raise the end and lift it
from the floor opening.
CHART 1
TROUBLESHOOTING FLAP CONTROL SYSTEM
Flaps fail to extend or retract. Control cable broken or Replace or reconnect

disconnected. control cable.
Flaps not synchronized or Incorrect rigging of system. Adjust flaps.
fail to move evenly when
retracted.
3G11 27-50-00 AugPAGE 1

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MAINTENANCE MANUAL
Flap Control System

Figure 1
PAGE 2
Aug 15/07 27-50-00 3G12
MAINTENANCE MANUAL
(2) Flap Control Cable:

(a) If the center seats and floor panel have not been removed, remove the seats and the
screws securing the floor panel.
(b) Disconnect the flap tension spring from the cable, if not previously disconnected, by
extending the flaps to relieve spring tension.
(c) Retract the flap. Use caution as forward pressure will be on the handle with the spring
disconnected.
(d) Disconnect the cable from the chain by removing cotter pin, nut, clevis pin and bushing.
(e) Remove the flap handle bracket and trim control wheel cover.
(f) Remove the aft heat deflectors on each forward floor tunnel by sliding far enough to
release the spring fasteners.
(g) Lift the aft section of the tunnel carpet far enough to remove the screws securing the
tunnel cover that is between the flap handle and the spar cover. Remove the cover.
(h) Remove the cotter pin cable guard from the flap cable pulley located inside the floor
tunnel just ahead of the spar housing.
(i) Remove the cable rub blocks located in the floor opening on the aft side of the spar
housing by removing the attachment screws.
(j) Disconnect the cable turnbuckle at the flap handle by removing cotter pin, nut and bolt.
(3) Flap Handle and Bracket:
Disconnect the cable turnbuckle from the handle and remove the bolts securing the bracket to
the floor tunnel.
B. Installation
(1) Flap Torque Tube Assembly:
(a) Install the chain sprockets with chains on the torque tube and secure with bolts, washers
and nuts.
(b) Slide the tube stop fittings on their respective ends of the torque tube.
(c) Ascertain that one bearing block fitting is installed between its attachment brackets.
(d) Slide the other bearing block over its respective end of the torque tube.
(e) Position the torque tube by placing the end with the bearing block on it between the
mounting bracket and sliding the other end into the previously attached bearing block.
(f) Position the remaining bearing block and secure with bolts, washers and nuts.
(g) Push the torque tube cranks (arms) on each end of the torque tube and slide the stop
fitting in place. Align the bolt hole of the crank and stop fitting with the holes in the torque
tube, and install bolts. The holes in the stop fitting are elongated to allow the stop fitting to
be pushed against the bearing block thus allowing no side play of the assembly. Tighten
the bolt assemblies on the stop fittings.
(h) Install the tube support blocks on their support brackets and secure with bolts.
(i) Connect the flap return spring to the return chain and/or at the spar housing.
(j) Connect the control cable end to the tension chain and secure with bushing, clevis bolt,
nut and cotter pin.
(k) Pull the flap handle full back and connect the tension spring. Release the flap handle to
the forward position.
(l) Connect the flap control tube to the flap and/or torque tube crank and secure. The bolt
and bushing that connects the control tube to the crank is installed through a hole in the
side of the fuselage located over the torque tube.
3G13 27-50-00 AugPAGE 3

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MAINTENANCE MANUAL
(2) Flap Handle and Bracket:

Place the assembly on the floor tunnel and secure with bolts.
(3) Flap Control Cable:
(a) Attach the cable and turnbuckle to the flap handle arm and secure with a new clevis bolt,
nut and cotter pin. Ascertain that the turnbuckle end is free to rotate on the arm.
(b) Route the cable through the tunnel and spar housing.
(c) Install the cable rub blocks on the aft side of the spar housing and secure with screws.
(d) Install cotter pin cable guard over pulley located just ahead of the spar housing in the
forward floor tunnel.
(e) Attach the cable end to the tension chain and secure with bushing, clevis bolt, nut and
cotter pin. If the chain is not installed because of the torque tube assembly being
removed, install the assembly as given above.
(f) Pull the flap handle full back and connect the tension spring to the cable end.
(4) Install the tunnel cover and secure with screws. Also the tunnel carpet, heat deflectors, and
bracket cover.
(5) Install the floor panel and seat belt attachments. Secure with screws and install seats.
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF FLAPS. WHILE IT WOULD SEEM
UPON COMPLETION OF FLAP RIGGING AND ADJUSTMENT, VERIFY THAT THE
FLAPS MOVE UP WHEN THE FLAP HANDLE IS PUSHED DOWN; AND, THAT THE
FLAPS MOVE DOWN WHEN THE FLAP HANDLE IS PULLED UP.
NOTE: Flap rigging and adjustment must be completed before starting aileron rigging and
adjustment.
(1) Place the flap handle in the full forward, flap retracted position.
(2) If not previously accomplished, remove the floor panel just aft of the main spar.
(3) Adjust the flap stop screws located below the floor panel at the outer ends of the flap torque
tube. (See Figures 2 and 4.)
(a) Back off the left flap stop screw.
(b) Adjust the right flap stop screw to obtain approximately .60 inch between the stop fitting
and the bearing block as measured along the top side of the screw. (Refer to Figure 2.)
(c) With the right stop screw adjusted, locked, and against the stop, adjust the left stop screw
to contact the stop and lock it.
(4) Adjust the flap control cable turnbuckle to remove all slack. Do not tighten cable to the point
that the stop screw comes off the stop.
(5) Place a 0.125 inch thick spacer between the right-hand stop screw and stop fitting. With flaps
installed and control rods connected, determine that when down pressure is applied on top of
the flap, it will not cause the flap to come down. If the flap extends (comes down under
pressure), turn the stop screws out a few turns until the flap remains in the up-lock position
under pressure. Adjust both left and right flap stop screws, tighten jam nuts and remove the
spacer block.
PAGE 4
Aug 15/07 27-50-00 3G14
MAINTENANCE MANUAL
Flap Stop Adjustment

Figure 2
Flap Rigging Tool

Figure 3
3G15 27-50-00 AugPAGE 5

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MAINTENANCE MANUAL
(6) Adjust flaps to neutral:

(a) Using the flap rigging tool shown in Figure 3. (See Figure 5, for fabrication instructions.)
1 Place a flap rigging tool as shown in Figure 3 against the underside of the wing and
flap as close as possible to the outboard end of the flap without contacting any rivets.
The tool must be positioned parallel with the wing ribs, with the aft end of the tool
even with the trailing edge of the flap.
2 With the flap control rods connected between the torque tube crank arm and flaps:
check that the surface of the wing contacts the tool at its forward surface and at the
spacer, and the aft end of the flap contacts the aft end of the tool. Maintain a light
pressure on the underside of the flap to remove slack in the linkage while making this
check.
(b) Alternatively, adjust each flap push rod so that the chord line of the flap forms a zero (0°)
degree ± 1° angle with the wing chord at the outboard end of the flap (See Chart 2, 27-
00-00). This check is made with a light pressure on the underside of the flap to remove
slack in the linkage.
NOTE: In the event of wing heaviness during flight, the flap on the side of the heavy wing can
be adjusted down from neutral to remedy this condition by lengthening the control rod.
Check the inspection hole in each rod end to ascertain that there are sufficient
threads remaining and a wire cannot be inserted through these holes. Do not raise the
flap of the other wing above neutral.
(7) Measuring from the neutral position obtained from Step 6, and maintaining the light up
pressure on the underside of the flap, check flap down travel, which should be 10 ± 2 degrees
at first notch, 25 ± 2 degrees at second notch and 40 ± 2 degrees at third notch (See Chart 2,
27-00-00). Readjust the torque tube screw in or out as required. After any readjustment of the
screw it will be necessary to review Steps 3 thru 6.
(8) Check complete operation of the flaps, and handle and ratchet mechanism.
(9) With flaps correctly adjusted, perform Stall Warning System, Functional Tests, Ground,
27-30-00, to verify correct adjustment of the flap position switch (see Figure 4). If flap position
switch requires adjustment:
(a) Loosen adjusting screw.
(b) Set switch to activate when flaps are set to the 25 degree position.
(c) Tighten adjusting screw.
(10) Install all access covers removed.
3. Flap Torque Tube/Pushrod Distortion Inspection
If flaps have been extended at or above VFE, inspect the flap torque tube arms and pushrods for
evidence of distortion.
A. If the paint is cracked or peeling anywhere along the torque tube arm or pushrod, torsional
movement has occurred.
B. Remove the paint and inspect for cracks:
(1) In the welds at the arm on the torque tube end.
(2) In the rod ends and pushrod tube.
(3) Use a dye penetrant method of inspection.
PAGE 6
Aug 15/07 27-50-00 3G16
MAINTENANCE MANUAL
C. If cracks are not found, repaint the part(s) and reinstall.

D. If cracked, replace the affected part(s).
Flap Position Switch

Figure 4
3G17 27-50-00 AugPAGE 7

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MAINTENANCE MANUAL
Flap Rigging Tool

Figure 5
PAGE 8
Aug 15/07 27-50-00 3G18
MAINTENANCE MANUAL
3G19 27-50-00 AugPAGE 9

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MAINTENANCE MANUAL
PAGE 10
Aug 15/07 27-50-00 3G20
MAINTENANCE MANUAL
CHAPTER
28
FUEL
3G21
MAINTENANCE MANUAL
3G22
MAINTENANCE MANUAL
CHAPTER 28
CHAPTER CHAPTER
28-List of 1 Feb 28/09 28-40-00 1 Aug 15/07

3 Aug 15/07
2 Aug 15/07 5 Aug 15/07
6 Aug 15/07
28-00-00 1 Aug 15/07 7 Aug 15/07
2 Aug 15/07 8 Aug 15/07
3 Aug 15/07 9 Aug 15/07
4 Aug 15/07 10 Feb 28/09
28-10-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
15 Aug 15/07
16 Aug 15/07
28-20-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07

Feb 28/09
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 28 - FUEL
TABLE OF CONTENTS
GENERAL 28-00-00 1 3H3

Description 1 3H3
STORAGE 28-10-00 1 3H7

Fuel System Inspection 1 3H7
Fuel Tanks - Inboard (Aluminum) 1 3H7
Removal 1 3H7
Installation 2 3H8
Fuel Tank / Wing Spar Corrosion Inspection 4 3H10
Fuel Cells - Outboard (Bladder-type) 4 3H10
Removal 4 3H10
Cleaning 7 3H13
Inspection 7 3H13
Installation 7 3H13
Handling and Storage 8 3H14
Repair 9 3H15
Handling of Repair Materials 9 3H15
Limitations 10 3H16
Heat Cure Repair Patch Method 10 3H16
Air Cure Repair Patch Method 12 3H18
Fuel Cell Defect Repairs 12 3H18
Molded Nipple Fittings Installation 12 3H18
Accessory Replacement 12 3H18
Testing 13 3H19
Locking Fuel Cap 14 3H20
Disassembly 14 3H20
Assembly 14 3H20
DISTRIBUTION 28-20-00 1 3H23

Cleaning Fuel System 1 3H23
Cleaning Filter Assembly 1 3H23
Fuel Selector Valve and Filter Assembly 2 3H24
Removal 2 3H24
Installation 2 3H24
Flush Lines 2 3H24
Fuel System Leakage Inspection 4 3I2
Setup 4 3I2
Fuel System Leak Test 4 3I2
Fuel System Flow Test 6 3I4
Electric Fuel Pump 6 3I4
Inspection 6 3I4
Removal 6 3I4
Installation 7 3I5

15/07
MAINTENANCE MANUAL
CHAPTER 28 - FUEL
INDICATING 28-40-00 1 3I9

Cockpit 1 3I9
Standard Installation 1 3I9
Fuel Quantity Sender and Gauge Check 2 3I10
Fuel Quantity Gauge Bench Test/Adjustment 3 3I11
Post-Installation Check 3 3I11
Avidyne Entegra EFIS Installation 5 3I13
Description 5 3I13
Calibration 5 3I13
Garmin 1000 EFIS Installation 6 3I14
Description 6 3I14
Calibration 6 3I14
Wing 8 3I16
Fuel Sight-Gauge 8 3I16
Dial Assembly 8 3I16
Removal 8 3I16
Installation 8 3I16
PAGE 2
MAINTENANCE MANUAL
GENERAL
1. Description
The fuel system consists of two interconnected tanks in each wing, having a combined capacity of 53.5
U.S. gallons per wing, for a total capacity of 107.0 U.S. gallons. The inboard tank is an integral part of the
wing surface. Fuel flow is indicated on the gauge located in the instrument panel. A fuel quantity dual
gauge is also located in the instrument panel, and indicates the amount of fuel remaining in each wing
system as transmitted by the electric fuel quantity sending units located in the wing tanks. An exterior
sight gauge is installed in the inboard tank of each wing so fuel quantities can be checked on the ground
during the preflight of the airplane.
Fuel is drawn through a finger screen located in the inboard fuel tank and routed to a three position fuel
selector valve and filter unit which is located aft of the main spar. The valve has OFF, LEFT and RIGHT
positions which are remotely selected by means of a torque tube operated by a handle located in the
pedestal. The handle has a spring loaded detent to prevent accidental selection to the OFF
position. From the selector valve the fuel goes to the electric fuel pump which is also mounted aft of the
main spar and then goes forward to the engine driven fuel pump which forces the fuel through the
injector unit into the engine.
Refer to Figure1 for layout and relationship of the fuel system and components.
2. Troubleshooting
Electrical and mechanical troubles of the system are found in Chart 1. When troubleshooting, check from
the power supply to the items affected. If no problem is found by this method, the trouble probably exists
inside individual pieces of equipment, which may then be removed from the airplane and replaced with
an identical unit or units, tested and known to be good.
3H3 28-00-00 AugPAGE 1

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MAINTENANCE MANUAL
FLOW
DIVIDER
FUEL
NOZZELS
FUEL
INJECTOR
VENT ENGINE DRIVEN

LINE FUEL PUMP
FUEL FLOW PRESSURE ELECTRIC

GAUGE FUEL PUMP
FUEL SELECTOR
VALVE
FUEL FUEL
CELL FUEL FUEL CELL
TANK TANK
VENT FUEL QUANTITY GAUGES VENT
Fuel System
Figure 1
PAGE 2
Aug 15/07 28-00-00 3H4
MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING FUEL SYSTEM
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent
hole in cap.
Mechanical or electrical Check and replace if
fuel pump failure. necessary.
Fuel selector valve in improper Reposition as required.
position.
Check for obstructions in
the fuel selector leverage
mechanism.
Damaged fuel selector valve. Replace fuel selector valve.
Fuel quantity gauge fails to Broken wire. Check and repair.
operate.
Gauge inoperative. Replace gauge.
Fuel sender float partially or Replace sender.
completely filled with fuel.
Circuit breaker open. Check and reset.
Float and arm assembly of fuel Check.
sender sticking.
Bad ground. Check for good contact at
ground lip or rear of gauge.
No fuel pressure indication. Fuel selector valve stuck. Check fuel selector valve.
Fuel tanks empty. Check fuel tanks and fill.
Defective gauge. Replace gauge.
Fuel selector valve in improper Reposition fuel selector
position. valve lever.
Lower pressure or pressure Obstruction in inlet side of Trace lines and locate
surges. pump. obstruction.
Air in line to pressure gauge. Bleed line.
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MAINTENANCE MANUAL
PAGE 4
Aug 15/07 28-00-00 3H6
MAINTENANCE MANUAL
STORAGE
1. Fuel System Inspection

Fill tanks with fuel. Inspect tanks and fuel line connections for leaks. Leaks will be indicated by telltale
stains.
A. If inboard fuel tanks leak, see Fuel Tanks - Inboard (Aluminum), below.
B. If outboard fuel cells leak, see Fuel Cells - Outboard (Bladder-type) - Repair, below.
C. If fuel line connections leak, tighten clamps.
D. If fuel line connections continue to leak:
(1) Drain tanks (see Fuel Tanks - Draining, 12-10-00).
(2) Replace hose connections.
2. Fuel Tanks - Inboard (Aluminum) (See Figure 1.)
WARNING: IF DRAIN VALVES ARE REMOVED TO DRAIN TANKS, APPLY LOCTITE 242, PART
NUMBER 279-154, TO MALE PIPE THREADS BEFORE INSTALLING. DO NOT ALLOW
LUBRICANT TO ENTER FUEL SYSTEM.
WARNING: SLOSHING OF FUEL TANKS IS PROHIBITED.
NOTE: Before working on fuel tanks, completely drain them (see Fuel Tanks - Draining, 12-10-00).
Leaks will be indicated by telltale stains. If a fuel leak is detected, remove fuel tank and repair. Seal leaks
with Products Research Corporation PR 1422A series or PR1433G series sealant. For example:
PR1422A1.
A. Removal
(1) Completely drain fuel from tank ( Refer to Draining Fuel Systems, Chapter 12-10-00 ).
(2) Remove access cover located on underside of wing between wing stations 88.75 and 115.95
and aft of the fuel tank.
(3) Loosen clamps at hose connections on fuel line and fuel vent line. Slide hose connections
away from fuel tank.
(4) Disconnect fuel line on inboard side of tank.
(5) Remove screws from around perimeter of the tank.
(a) In standard airplanes (without Inadvertent Ice Protection System (TKS)).
1 Carefully pull tank from wing, far enough to gain access to/and remove sender wire.
2 Remove tank.
(b) In airplanes with the optional Inadvertent Ice Protection System (TKS).
1 Remove access cover in wing bottom between W.S. 49.25 and 57.00.
2 Remove the four (4) screws, washers (2 ea.), and nuts on the inboard end of the TKS
porous panel.
CAUTION: TAKE CARE NOT TO DAMAGE THE TKS PANEL, FLUID FEED LINE,
OR FLUID INLET PORT INBOARD OF THE FUEL TANK.
3 Carefully loosen the TKS panel from the leading edge of the inboard wing surface.
NOTE: The TKS panel inboard of the fuel tank is attached to the wing leading edge
by low adhesion sealant. A tool fabricated by grinding down a hacksaw
blade can be slipped between the TKS panel and the leading edge and used
to cut the sealant.
3H7 28-10-00 AugPAGE 1

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MAINTENANCE MANUAL
4 Disconnect and cap the fluid feed line from the inlet port on the panel.
5 Carefully pull tank away from wing far enough to gain access to/and remove sender
wire.
6 Remove tank.
B. Installation
NOTE: In airplanes with the optional Inadvertant Ice Protection System (TKS) clean and degrease
rear surfaces of TKS panel and the wing leading edge where the panel is to be attached
using alcohol. Do not touch these surfaces after this operation.
(1) Position fuel tank in wing recess. Connect fuel sender wires.
(a) In standard airplanes (without TKS) slide tank completely into position. Secure with
screws around its perimeter.
(b) In airplanes with TKS:
1 Uncap and connect the fluid feed line to the fluid inlet port on the porous panel. Be
sure to install O-ring seal as described in Nylon Tubing Couplings, 20-00-00.
2 Apply a sealant bead (approx. 0.2 inch diameter) of Type 2 sealant (see 30-10-00,
Chart 5) along the edges of the panel (along backplate joggle) and around the feed
inlet/nylon tubing coupling and each air bleed valve. Also apply a sealant bead
around each screw hole in the wing leading edge skin (see 30-10-00, Figure 4).
3 Apply sealant to cover the fluid inlet and coupling. Cover exposed connector threads,
nut and feed line for at least 1/2 inch beyond the nut.
4 Slide fuel tank into place and quickly secure tank in position with two perimieter
screws top and bottom.
5 Press TKS panel firmly to wing and hold with sufficient force to help sealant flow into
place.
6 Replace and tighten the four (4) screws, washers (2 ea.), and nuts in the inboard end
of the TKS panel.
7 Finish securing the fuel tank in place with the remaining perimeter screws.
8 Remove any surplus sealant from edges using alcohol.
9 Allow sealant to cure as specified in 30-10-00, Chart 5.
10 Prime pump per Pump Priming, Inadvertent Ice Protection System, 12-10-00.
11 Perform 50 Hour Inspection as outlined in 30-10-00.
(2) Through access hole located on underside of wing aft of fuel tank:
(a) Slide hose on interconnecting fuel line.
(b) Slide fuel vent line into position.
(c) Tighten clamps on both lines.
(3) Connect fuel line on inboard side of tank.
(4) Fill fuel tanks and check for:
(a) Leaks.
(b) Unrestricted fuel flow.
(c) Accurate sender indications on fuel quantity gauge.
(d) Ground wire is securely attached to interconnecting fuel line, fuel vent line, and wing rib at
wing station 88.75.
(e) Replace access covers.
PAGE 2
Aug 15/07 28-10-00 3H8
MAINTENANCE MANUAL
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C. Fuel Tank / Wing Spar Corrosion Inspection (see Figure 1.)

NOTE: Paragraphs (1) and (2), below, are keyed to Figure 1.
(1) Each seven calendar years time-in-service, remove the fuel tanks and conduct inspections as
specified below. Each inspection is for corrosion (intergranular, exfoliation, etc.), but while
exposed all areas and parts should be checked for other anomalies such as damage, cracking,
or wear. Any part or area determined to be defective must be repaired or replaced using
standard FAA approved parts and methods.
A1. Inspect the fuel tank attach hardware and gang channels (nut plate strips).
A2. Inspect the exterior of the fuel tanks for leaks. Inspect the interior for corrosion or sloshing
compound. If either condition exists, clean, repair, or replace the fuel tank as required.
A3. Remove fuel quantity senders. Inspect for condition, operation, and security and freedom
of movement of the float arm. Inspect condition of wires and terminals. Replace
components as required. Replace gaskets.
A4. Inspect hard fuel vent lines for interior and exterior corrosion, wear, or deposits. Flush and
clean with mineral spirits under pressure. If excessive debris, deposits, or corrosion
observed, replace the line.
A5. Inspect flexible fuel hoses and couplings. Replace as required. Replacement is
recommended regardless of serviceability.
A6. Inspect the spar, spar angles (cap), and ribs behind and adjacent to the fuel tank. If
corrosion is detected, conduct a thorough inspection of the entire wing.
A7. Remove the lacing at the wing root and inspect the spar and forward wing attach fittings.
(2) Treat the following areas with Dinotrol AV 8 before reassembly.
B1. Wing spar at root and forward wing attach fittings.
B2. Entire wing spar, spar angles (cap), and ribs behind and adjacent to the fuel tank.
3. Fuel Cells - Outboard (Bladder-type) (See Figure 2.)
A. Removal
NOTE: Prior to removal, a used cell should be drained, purged with fresh air and swabbed out to
remove all traces of fuel.
(1) Drain fuel cell (see Fuel Tanks - Draining, 12-10-00).
(2) Remove the access covers located on bottom of wing at wing stations 111.8, 165.5, and 129.3.
(3) Remove the twelve screws securing fuel cap adapter assembly to upper wing surface (wing
station 140.09). Remove adapter assembly.
(4) Remove four screws securing fuel cell and nut ring and gasket to the top of wing. Remove nut
ring and gasket.
(5) Utilizing access opening at wing station 165.5, loosen the two clamps which secure fuel vent
line and fuel vent valve assembly in fuel cell nipple.
(6) Carefully separate \fuel vent line from fuel cell nipple.
(7) Reach in fuel cell and remove fuel vent valve assembly from fuel cell nipple.
(8) Utilizing access opening at wing station 111.8, loosen clamps securing fuel cell to upper and
lower fuel interconnecting lines. Separate interconnecting lines from fuel cell.
(9) Working through access opening at wing station 129.3 (lower wing surface), disconnect
electrical wire from fuel sender unit terminal. Remove the five bolts securing fuel sender unit
and remove sender unit from fuel cell.
PAGE 4
Aug 15/07 28-10-00 3H10
MAINTENANCE MANUAL
Fuel Tank Components and Fuel Tank / Wing Spar Corrosion Inspection
Figure 1
3H11 28-10-00 AugPAGE 5

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MAINTENANCE MANUAL
Fuel Cell Components

Figure 2
PAGE 6
Aug 15/07 28-10-00 3H12
MAINTENANCE MANUAL
(10) Inserting arm between fuel cell and top of wing, separate velcro strips which hold fuel cell in
place.
(11) Fold fuel cell into a manageable form and withdraw it through the access opening at top of
wing.
B. Cleaning
(1) New fuel cells kept in their shipping containers should not require cleaning prior to installation.
If a cell should become dirty, clean with soap and warm water.
(2) Prior to removal, a used cell should be drained, purged with fresh air and swabbed out to
remove all traces of fuel. Upon removal the cell should be cleaned thoroughly with soap and
warm water.
C. Inspection
(1) Inspect fuel cells during regularly scheduled airplane maintenance inspections.
(2) Inspect interior of each cell for cracking, porosity or other signs of deterioration.
(3) Inspect nipple as follows:
(a) Attempt to scrape the rubber off the nipple fitting with a fingernail. If rubber has not
degraded, the fingernail will glide across rubber without damage to the rubber. If an
unsatisfactory condition exists, the fingernail will dig into the rubber.
(b) Deteriorated rubber has consistency of either art gum or chewing gum. Usually it will have
changed from a light tan color to a dark reddish-brown, bluish or greenish color,
depending upon the color of fuel used.
(4) Replace any cell found seeping or with soft nipples.
D. Installation
(1) Inspect fuel cell compartment for cleanliness and condition. Ensure that:
(a) all sharp edges have been rounded off. Where this is not possible tape over all sharp
edges or rough rivets;
(b) all filings, trimmings, loose washers, nuts, bolts, etc. have been removed from the
compartment.
(2) Do not use sharp tools such as screwdrivers, files, etc. for installation purposes.
(3) Roll cell into a shape and size which can be inserted through access opening of the cell
compartment.
(4) Place cell within cell compartment. Unroll and establish correct relationship of cell to
compartment.
(5) Secure cell by pressing velcro strips of fuel cell against velcro strips of cell compartment.
(6) Using appropriate access opening in bottom of wing, install fuel sender unit as shown in Figure
28-2, View “A”.
(7) Reaching into fuel cell, place fuel vent valve assembly in place in fuel cell vent nipple. Secure
with clamp installed through appropriate access opening in bottom of wing. Torque clamp 12-
16 inch - pounds.
(8) Insert fuel vent line one inch into fuel cell vent nipple and secure with clamp. Torque clamp 12-
16 inch - pounds.
(9) Insert fuel interconnect lines into appropriate fuel cell openings and secure with clamps.
Torque 3/4 inch fuel vent interconnect clamp (12HL) 15-20 inch - pounds. Torque 2 inch fuel
tank interconnect clamp (32HL) 30-35 inch - pounds.
(10) Align holes of cork gasket, fuel cell, and nut plate. Secure with four screws. Torque to 12-15
inch - pounds.
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(11) Using a clean soft lint-free cloth, wipe inside of cell clean of all dirt and foreign material. Inspect
for cleanliness.
(12) Install a new gasket and fuel cap adapter assembly. Coat each of the twelve screws’ threads
with PR 1422 CL2 sealant. Install screws and torque from 20 to 25 inch-pounds. After torquing,
clean screws with MEK solvent.
(13) Fill fuel tanks and check for leaks, unrestricted fuel flow, and proper fuel level indication.
(14) Install access covers.
E. Handling and Storage
(1) Do not remove fuel cells from shipping container until time of installation.
(2) After removing fuel cell from its shipping container, inspect cell for damage due to crating or
removal from crate.
(3) Do not use fuel cell nipple fittings as handholds. Do not drag fuel cells.
(4) Stack fuel cells only in original shipping containers.
(5) Prior to storing used fuel cells, clean with soap and warm water.
(6) Fold fuel cells smoothly and loosely with a minimum number of folds. Protective wadding
should be placed between folds.
CAUTION: SHOULD THE TEMPERATURE BE BELOW 70° F MOVE THE CELLS TO A
WARMER STORAGE LOCATION.
(7) Store fuel cells in a dry area protected from sunlight. Recommended storage temperature is
70° F.
PAGE 8
Aug 15/07 28-10-00 3H14
MAINTENANCE MANUAL
F. Repair (Refer to Chart 1.)

The following procedure is recommended for field repair of fuel cells constructed of Goodyear
Vithane material. These repairs may be accomplished by two methods. One method is by heat cure;
the other is air cure. The end result of either method is a neat, permanent repair. The heat repair
allows the cell to be cured and ready for reinstallation in two hours; while the air cure method
requires that the cell not be moved for 72 hours during the air cure period.
NOTE: Air cure repairs are to be made at a room temperature of approximately 75°F. For each
10°F drop in temperature, add 20 hours cure time. For instance, if the room temperature
reads 65°F, air cure for 92 hours instead of 72 hours.
NOTE: The repair of Goodyear Vithane fuel cells is restricted to authorized personnel. Authorized
personnel are those who have been certified and trained by Goodyear representatives, or
those who have received their training from persons who have been certified and trained
by Goodyear representatives.
(1) Handling of Repair Materials
(a) Protect all materials from dirt contamination, sunlight, and excessive heat or cold while in
storage. Keep containers tightly capped and stored at a temperature of 70°F.
NOTE: 80C27 repair cement requires thorough mixing to obtain full adhesive values.
CHART 1
FUEL CELL REPAIR EQUIPMENT
Repair Kit, Goodyear Part No. 2F1-3-37813

GROUP I MATERIALS: Item Quantity Packaging
80C27 Repair Cement 8 Pint cans (320 grams in each)
80C28 Cross-Linker 8 1 four oz bottle (81 cc in each)
Methylethylketone (MEK) 2 1 pint can
FT-192 Repair Fabric 2 Sheet 12 x 12
AP368 Manual 1
GROUP II MATERIALS *: Item Quantity
Foam Rubber Cloth Sheet, 1/4 x 12 x 12 2
Paint Brush, 1 inch wide 2
Aluminum Plates, 1/4 x 6 x 6 4
Measuring Cup (250 ml) 1
Cellophane (Sheet 12 x 24) 2
* This equipment is necessary to perform the repair. Group II equipment will be furnished at additional
cost, if ordered.
NOTE: Accessories - order per individual cell requirements.
Phenol plates, phenol plate assemblies and phenol test equipment can be ordered as
required from cell manufacturer.
Alodine 1200 to be ordered as required from cell manufacturer.
Cure Iron (Set 240°F) Optional.
3H15 28-10-00 AugPAGE 9

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(b) The 80C27 cement referred to in this text is prepared immediately prior to use by mixing
repair cement 80C27 (pint can with 320 gms) with cross-linker 80C28 (4 oz. bottle with
81cc).
CAUTION: ALL CONTAINERS FOR CEMENTS AND SOLVENTS SHOULD BE
PROPERLY IDENTIFIED.
(c) Repair cement has a pot life of 20 minutes after mixing. The unmixed 80C27 and 80C28
have a shelf life of six months from the date of packaging.
(2) Limitations
NOTE: Fuel cells sustaining damage exceeding the limitations listed below should be
returned for evaluation to: Engineered Fabrics Corporation, 669 Goodyear Street,
Rockmart, Georgia 30153.
(a) FT-192 repair fabric is for repair of simple contours only. Patches referred to in this text are
of this material.
(b) Inside patches are to lap defect edges a minimum of 1.0 inches in each direction.
(c) Outside patches are to lap defect edges 0.25 to 0.50 inches inside patches.
(d) Outside patches are to be applied and cured prior to applying an inside patch.
(e) Blisters between inner liner and fabric larger than 0.25 of an inch in diameter require an
outside and an inside patch.
(f) Separations between layers or plies larger than 0.50 inch in diameter require an outside
and inside patch. Holes and punctures require an outside and inside patch.
(g) Slits or tears up to 6.0 inches maximum length require an outside and inside patch.
(h) External abraded or scuffed areas without fabric damage require an outside patch only.
(i) A loose edge may be trimmed provided a 0.50 inch minimum lap or seam is maintained.
CAUTION: FOR EACH 10°F DROP IN TEMPERATURE FROM 75°F, ADD 20 HOURS
CURE TIME. FOR EXAMPLE: AT 65°F, CURE FOR 92 HOURS.
(j) Air cure repair patches are to remain clamped and undisturbed for 72 hours at a room
temperature of approximately 75°F.
(k) All heat-cured patches are ready for use when cool.
(l) Fitting repairs are confined to loose flange edges, seal surface rework and coat stock.
(m) The maximum number of heat cure repairs in the same area is four.
(3) Heat Cure Repair Patch Method
The exterior patch is applied to the exterior cell wall and cured, first; then, the interior patch is
applied to the interior cell wall.
(a) Preparation
1 Cut a repair patch from FT-192 material to size required to insure a proper lap over
injury in all directions. (See Limitations, above.)
a Hold shears at an angle to produce a beveled edge (feather) on patch. (Dull side
or gum contact face of repair patch should be largest surface after beveling.)
b Round corners of patch.
2 Wash one square foot of cell wall surrounding injury with a clean cloth soaked with
Methylethylketone solvent.
3 Wash repair patch contact side with a clean cloth soaked with Methylethylketone
solvent.
4 Abrade cell wall surface about the injury and on the contact side of patch with fine
emery cloth to remove the shine.
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Aug 15/07 28-10-00 3H16
MAINTENANCE MANUAL
5 Repeat Methylethylketone washings two more times, for a total of three washings for
each surface.
6 Tape a 8’’ x 8’’ piece of cellophane inside the cell over the injury.
(b) Position cell for patch application on repair table.
(c) Mix the 80C27 cement (320 gms) with the cross-linker 80C28 (81cc), and stir mixture
thoroughly, for five minutes.
NOTE: Cement must be at a minimum of 70°F before mixing. Keep away from water and
excessive heat.
(d) Brush one even coat of mixed repair cement on the cell wall around the injury and on the
contact side of the repair patch. Allow to dry for fifteen minutes.
CAUTION: DO NOT USE THE FIRST CAN OF MIXED CEMENT FOR SECOND COAT.
(e) Repeat a second mixing of repair cement and brush a second coat.
CAUTION: MAKE SURE CELLOPHANE INSIDE CELL OVER INJURY REMAINS IN
PLACE BECAUSE CEMENT WILL STICK CELL WALLS TOGETHER
WITHOUT IT AS A SEPARATOR.
(f) After cement has dried approximately five minutes, center patch over injury.
1 Lay patch by rolling it down on surface from center to edge without trapping air.
2 Hold unrolled portion of repair patch off cemented surface until roller contact insures
an air-free union.
3 The patch may now be moved by hand on the wet surface to improve lap. Do not lift
repair patch, slide it.
(g) Using two aluminum plates larger than patch:
1 Cover one smooth surface of each plate with fabric-backed air foam, fabric side out.
Foam must cover edges of plate for protection.
2 Tape air foam in place.
(h) Using a cellophane separator to prevent cement from sticking in the wrong place:
1 Fold cell adjacent to patch and place one prepared plate over repair patch.
2 Place second prepared plate outside of bladder opposite patch.
CAUTION: MAKE SURE THAT CELL FOLD IS NOT CLAMPED BETWEEN PLATES.
THIS WOULD CAUSE A HARD PERMANENT CREASE. ALSO MAKE
SURE THAT THE PATCH DOES NOT MOVE WHEN CLAMP IS
TIGHTENED.
(i) Center repair iron 2F1-3-25721-1 on plate over repair patch. Secure assembly with a
C-clamp. Tighten by hand. Check cement flow to determine pressure.
(j) Connect repair iron into 110-volt current and cure repair for two hours.
(k) After curing, unplug repair iron and allow it to cool to touch. Remove C-clamp. Wet
cellophane to remove it from repair.
CAUTION: APPLYING BOTH AN OUTSIDE AND INSIDE REPAIR PATCH
SIMULTANEOUSLY NOT RECOMMENDED.
(l) After outside patch has been cured, apply inside patch using same procedure as above,
except for side of repair patch (see Limitations, above.)
CAUTION: FOR EACH 10°F DROP IN TEMPERATURE FROM 75°F, ADD 20 HOURS
CURE TIME. FOR EXAMPLE: AT 65°F, CURE FOR 92 HOURS.
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(4) Air Cure Repair Patch Method

Follow procedure for heat cure method, above, except omit repair iron. Cure each patch for a
minimum of 72 hours, undisturbed at 75°F.
(5) Fuel Cell Defect Repairs
(a) Blisters:
1 Remove loose material by trimming.
2 Apply an outside and inside repair patch.
(b) Holes, Punctures, Cuts, Tears and Deep Abraded Areas:
1 Trim away any ragged material
2 Apply an outside and inside repair patch.
(c) Loose Seams:
1 Buff loose edges and contact surfaces with emery cloth.
2 Wash three times with Methylethylketone.
3 Apply 80C27 mixed cement in two coats as with a repair patch.
4 Clamp and cure. Cure by either heat cure or air cure method.
5 Loose seams may be trimmed if a minimum lap remains.
(d) Loose Fitting Flange - Inside:
1 Buff the edge of the flange and the contact surface under the flange.
2 Apply 80C27 mixed repair cement, cellophane, padded plates and clamp.
3 Follow procedure as outlined for repair patch.
(e) Looseness Against Metal:
1 Prepare metal as per metal fitting - sealing surfaces.
2 Apply 80C27 mixed cement and cure.
G. Molded Nipple Fittings Installation
The lightweight molded nipple fitting was developed for ease of installation. To receive the best
service from this type fitting, it is necessary to exercise certain precautions during installation.
(1) Unless otherwise specified, insert tubing into fitting until end is flush with inside edge of nipple.
(2) Hose clamp must clear end of fitting by 1/4 inch where possible.
(3) Locate hose clamp on fabric reinforced area of nipple.
(4) Do not use sealing paste or gasket compound.
(5) Use lightweight motor oil to facilitate insertion of tubing into nipple.
H. Accessory Replacement
(1) Obtain a cured repair accessory from cell manufacturer.
(2) Mark location of old accessory. Preserve markings for guide lines to locate new part.
(3) Remove old accessory by gradually loosening an edge with a blunt probe-like instrument.
(4) When a loose edge is created, grasp the accessory by loose edge with pliers and gently peel it
off cell wall. Be careful not to pull cell lap open while peeling accessory off. Pull from blind side
of a cell lap toward the exposed edge.
NOTE: Removal of the old accessory will probably leave an uneven cavity and surface.
(5) Buff cell surface under accessory with emery cloth to smooth roughness and prepare for
cement.
PAGE 12
Aug 15/07 28-10-00 3H18
MAINTENANCE MANUAL
(6) Prepare replacement accessory by buffing and washing contact surface. Also wash the cell
surface (see Heat Cure Repair Patch Method, Preparation, above.)
(7) Apply mixed 80C27 repair cement to both surfaces being sure to level cavity left by removal of
old accessory.
(8) Roll new accessory into place as with a repair patch. Place suitable padded plates in position
to insure adequate pressure when clamped. Use a cellophane separator to prevent the cement
from sticking in the wrong place (as described in Heat Cure Repair Patch Method, above.)
(9) Cure by either heat cure or air cure method.
I. Testing
Use either of the following procedures to detect leaks in bladder cells:
(1) Soap Suds Test:
(a) Attach test plates to all fittings.
(b) Inflate the cell with air to a pressure of 1/4 psi maximum.
(c) Apply a soap and water solution to all repaired areas suspected of leakage. Bubbles will
appear at any point where leakage occurs.
(d) After testing, remove all plates and wipe soap residue from the exterior of the cell.
(2) Chemical Test:
NOTE: The chemical test is the more sensitive and preferred test.
(a) Attach a test plate to all fitting openings except one.
(b) Make up a Phenolphthalein solution as follows:
1 Add 40 grams Phenolphthalein crystals in 1/2 gallon of Ethyl Alcohol and mix, then;
2 Add 1/2 gallon of water.
(c) Pour ammonia on an absorbent cloth in the ratio of 3 ml per cubic foot of cell capacity.
Place ammonia-saturated cloth inside the cell.
(d) Install remaining test plate to opening used to insert ammonia saturated cloth.
(e) Inflate cell with air to a pressure of 1/4 psi maximum. Cap and maintain pressure for
fifteen minutes.
(f) Soak a large white cloth in phenolphthalein solution. Wring it out thoroughly. Spread cloth
smoothly on outer surface of cell. Press cloth down to insure detection of minute leaks.
(g) Check cloth for red spots, which indicate a leak. Mark any leaks found and move cloth to a
new location. Repeat procedure until entire exterior surface of cell has been covered. Red
spots appearing on cloth may be removed by resoaking cloth in phenolphthalein solution.
(h) Phenolphthalein solution and test cloth are satisfactory only as long as they remain clean.
Any phenolphthalein solution that is not in immediate use should be stored in a closed
rust proof container to prevent evaporation and deterioration.
(i) After test, remove all plates and test equipment. Allow cell to air out.
(3) In conducting either test outlined above, the cell need not be confined by a cage or jig,
providing the 1/4 psi pressure is not exceeded.
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4. Locking Fuel Cap (Refer to Figure 3.)

NOTE: The following is not applicable to the new style (circa 2006) locking fuel cap, P/N 654-556.
A. Disassembly
(1) Remove the two screws from top of fuel cap.
(2) Remove screw and lock washer that secures pawl to bottom of key lock. Remove pawl.
(3) Remove nut that secures key lock to cover.
(4) Slide lock, gaskets, and spring over back of key lock.
(5) Remove key lock by pushing key lock through cover. Ensure that the O–ring is not lost.
B. Assembly
(1) Insert key lock through cover. Make sure that O–ring gasket is installed under head of key lock.
(2) Slide spring, gaskets, and lock over back of key lock.
(3) Install nut that secures key lock to cover.
(4) Apply loctite #211 or #680 to screw threads primed with locquic “N” or “T”. Attach pawl to back
of lock assembly with screw and lock washer.
(5) Apply a thin coating of PR-1422 sealant to shank and thread of the screws removed from top
of cap. Install screws and lock washers on top of fuel cap.
Locking Fuel Cap (Old Style)

Figure 3
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Aug 15/07 28-10-00 3H20
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PAGE 16
Aug 15/07 28-10-00 3H22
MAINTENANCE MANUAL
DISTRIBUTION
1. Cleaning Fuel System

A. Remove all fuel from tanks (see Fuel Tanks - Draining, 12-10-00). Drain fuel through a chamois or
other straining equipment to inspect for presence of foreign matter.
B. Flush each tank by opening tank drain and adding two or three gallons of clean fuel. While fuel is
draining, raise and lower airplane wing to allow the fuel to rinse out any contamination remaining in
tank.
C. Cleaning Filter Assembly (Refer to Figure 1.)
NOTE: Cleaning the filter assembly can also be performed alone, with fuel in the system. Set the
fuel selector to OFF and proceed as indicated below.
(1) Remove access panel to filter bowl on bottom of fuselage.
(2) Remove fuel strainer bowl.
(3) Remove filter disc assembly from center stem by compressing filter retainer spring and
removing filter retainer washer.
(4) Inspect bowl gasket. Replace if necessary.
(5) Filter discs may be cleaned as follows:
(a) Plug open ends of filter disc center with stoppers to prevent dirt from entering.
CAUTION: DO NOT USE ACETONE, METHYLETHYLKETONE, ETC., TO CLEAN
NYLON FILTER DISCS.
(b) Wash metallic filter disc in acetone, gasoline, carbon tetrachloride, trichlorethylene
(permachlor) or Bendix cleaner. Wash nylon filter disc with soap and water.
(c) Remove stubborn deposits from filter disc with a soft bristle brush.
(d) Rinse all traces of soap solution. Drain or blow dry. Remove stoppers.
Fuel Filter Assembly

Figure 1
3H23 28-20-00 AugPAGE 1

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MAINTENANCE MANUAL
(6) Replace the filter disc if damage is evident.

(7) Reinstall filter disc assembly and strainer bowl.
D. After the aircraft is refueled:
(1) Disconnect fuel inlet line to injector.
(2) Turn electric fuel pump ON to flush lines.
(3) While flushing, move fuel selector back and forth from one tank to another.
2. Fuel Selector Valve and Filter Assembly (See Figure 2.)
CAUTION: NO FIELD DISASSEMBLY OR REPAIR OF FUEL SELECTOR VALVES IS AUTHORIZED.
MAINTENANCE IS LIMITED TO REMOVAL AND REPLACEMENT OF THE WHOLE UNIT.
When the fuel selector handle is not in a positive selector detent position, more than one fuel port will be
open at the same time. Ensure that the fuel selector is positioned in a detent, which can be easily felt,
when moving the handle through its various positions.
A. Removal
(1) Drain fuel from tanks. (Refer to Draining Fuel System, Chapter 12.)
(2) Remove center seats, seat belt attachments and floor panel just aft of main spar by removing
floor attachment screws. Lift panel and remove.
(3) Remove plate from bottom of fuselage that covers fuel selector valve.
(4) Disconnect fuel lines and selector control linkage from selector valve assembly.
(5) Remove the four mounting screws that hold the fuel selector valve in place. Remove selector
valve assembly.
B. Installation
NOTE: When installing fuel selector valve, drain and flush complete fuel system and tanks to
ensure no contamination is present. (See Cleaning Fuel System, above.)
(1) Position the selector valve inside the airplane just aft of the main spar.
(2) Secure the selector valve with machine screws, washers and self-locking nuts.
(3) Connect the fuel lines.
(4) Connect fuel selector control linkage to insure that selector handle engages the left indent
position when it is against the safety stop on the console cover.
(5) Fill the fuel tanks and check all connections for leaks.
(6) Install the rear seat and fuel drain placard cover.
(7) Install the access plate to the bottom of the fuselage with attaching screws.
C. Flush Lines
After fuel selector valve is installed and the aircraft is refueled:
(1) Disconnect fuel inlet line to injector.
(2) Turn electric fuel pump ON to flush lines.
(3) While flushing, move fuel selector back and forth from one tank to another.
PAGE 2
Aug 15/07 28-20-00 3H24
MAINTENANCE MANUAL
Fuel Selector Valve and Filter Assembly

Figure 2
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3. Fuel System Leakage Inspection (PIR-PPS60049-4, Rev. B.)
CAUTION: THE FUEL CELLS AND/OR TANKS MAY BE DAMAGED IF MORE THAN 1.5 PSI
PRESSURE IS INTRODUCED INTO THE SYSTEM.
A. Setup
(1) Ensure the fuel lines and components of the fuel system are readily accessible.
(2) Defuel the airplane prior to performing any of the following tests.
(3) A test fixture containing the following features is required to perfor m this test:
(See Figure 3 to fabricate.)
- Two air filters
- Pressure Regulator
- Two fuel filler test caps each incorporating a 5 psi gauge and a shut-off valve
- Main pressure gauge (0 - 5 psi; marked red above 1.5 psi)
- Two main air supply needle valve
- Manometer
- Manometer needle valve
- Flow meter (0.0 - 0.5 SCFH)
- Two flow meter shut-off valves
(4) Ensure appropriate caps are available for closing open lines and vents.
(5) Apply bubble testing liquid (P/N 279-246) to surfaces being checked for leaks.
B. Fuel System Leak Test
(1) Cap all fuel vent outlets on the left and right wings.
(2) Verify fuel sump drain valves are in the closed position.
(3) On the test fixture ensure that the following valves are selected to the OFF position:
(a) #1 and #2 main air supply shut-off valves
(b) Manometer needle valve, valve #3
(c) Main air supply needle valve, valve #4
(d) Shut-off valve on each fuel test cap
(e) Both flow meter shut-off valves
(4) Disconnect the main fuel line forward of the firewall.
(5) Connect the test fixture’s left flow-meter hose to the main fuel line at the firewall.
(6) Select the Fuel Selector Valve to “LEFT TANK.”
(7) Install test unit fuel caps at the fuel filler port in each wing.
(8) Connect shop air to the test fixture.
CAUTION: DO NOT EXCEED THE 1.5 PSI LIMIT OR FUEL CELL DAMAGE MAY OCCUR.
(9) Select the test fixture “Valve 2” and “Valve 3” to the “ON” position, and using “Valve 1,” slowly
pressurize the line to 1.0 psi minimum; 1.5 psi maximum.
NOTE: Monitor pressure on the main pressure gauge so as not to exceed 1.5 psi.
(10) Open both test cap shut-off valves. Slowly open “Valve 4” and monitor pressure on the main
pressure gauge. Monitor, and close “Valve 1” immediately if pressure exceeds 1.5 psi. Open
flow meter valves to bleed excess pressure.
(11) Select the test fixture “Valve 1” to the “OFF” position, then “Valve 3” to the “OFF” position, and
then “Valve 2” to the “OFF” position.
PAGE 4
Aug 15/07 28-20-00 3I2
MAINTENANCE MANUAL
“0-5 PSI MAIN

#1 MAIN AIR PRESSURE GUAGE #3 MAIN AIR
SUPPLY
SUPPLY SHUT-OFF
SHUT-OFF
VALVE
VALVE
OFF
ON
ON
OFF
VALVE #3
MANOMETRE
NEEDLE VALVE
VALVE #4
MAIN AIR SUPPLY
NEEDLE VALVE
MANOMETER
RH FLOW
METER
LH FLOW SHUT-OFF
METER VALVE
SHUT-OFF
VALVE FLOW METER TO AMBIENT
LH FLOW
METER INLET
PRESSURE
SHOP AIR AIR AIR REGULATOR
FILTER FILTER
TO LEFT WING TO RIGHT WING

FUEL TEST CAP FUEL TEST CAP
Fuel System Leakage Test Fixture

Figure 3
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(12) Disconnect shop air from the test fixture and monitor the leakage rate.
NOTE: No leakage should occur over a 5-minute period.
If leaks are found in fuel tanks or cells, repair per the appropriate Repair procedure in
28-10-00. For leaks in other areas, if upon inspection and tightening the leak cannot
be stopped, component replacement is required.
(13) Remove all test equipment and reconfigure aircraft fuel system to production configuration.
C. Fuel System Flow Test
(1) Close test-cap valves and open “Valve 3” and “Valve 2” on the test machine. With the Fuel
Selector Valve to “LEFT TANK” (inside fuselage), open the flow meter valve that’s connected to
the firewall. Monitor that the flow meter gauge reads at least “0.5” SCFH.
(2) Select the Fuel Selector Valve to “OFF” (inside fuselage) and verify flow meter gauge drops to
“0” SCFH.
(3) Select the Fuel Selector Valve to “RIGHT TANK” (inside fuselage) and verify flow meter gauge
reads at least “0.5” SCFH.
(4) Select the Fuel Selector Valve to “OFF” (inside fuselage) and verify flow meter gauge drops to
“0” SCFH.
(5) Select the left flow-meter valve to the “OFF” position.
(6) Select the Fuel Selector Valve to “LEFT TANK” (inside fuselage). Press down on the Fuel
Selector drain lever and verify pressure inside left tank is decreasing. Release lever.
(7) Select the Fuel Selector Valve to “RIGHT TANK” (inside fuselage). Press down on the Fuel
Selector drain lever and verify pressure inside right tank is decreasing. Release lever.
(8) Select the Fuel Selector Valves to “OFF” (inside fuselage).
(9) Push open each fuel sump drain valve (located underneath the LH and RH wings), and verify
that air flows outside the fuel tanks. Close the fuel sump drain valves.
(10) Remove all fuel vent caps (LH and RH wings) and verify that the remaining fuel cell pressure
bleeds off through each vent.
(11) Remove all test equipment and reconfigure aircraft fuel system to production configuration.
4. Electric Fuel Pump (See Figure 4.)
A. Inspection
Each 50 hours, visually inspect the fuel pump overboard drain line outlet (i.e. - underside of aircraft,
on the left side, opposite the fuel selector filter access plate) for evidence of fuel discharge. Fuel
discharge through this drain line is indicative of internal seal failure and cause for fuel pump
replacement.
B. Removal
(1) Turn fuel selector to off position.
(2) Remove center seats, seat belt attachments. Remove floor panel located directly aft of main
spar by removing screws that secure panel. Lift panel and remove it from the airplane.
(3) Disconnect electrical lead from pump.
(4) Disconnect pump inlet, outlet, and drain lines.
(5) Remove pump by removing pump attachment hardware.
PAGE 6
Aug 15/07 28-20-00 3I4
MAINTENANCE MANUAL
C. Installation
(1) Position pump in airplane. Secure with attachment hardware and safety.
(2) Connect pump inlet, outlet, and drain lines.
(3) Attach electrical leads to pump.
(4) Install floor panel in airplane and secure with screws. Install center seats and seat belt
attachments.
(5) Set fuel selector to desired position.
Electric Fuel Pump

Figure 4
3I5 28-20-00 AugPAGE 7

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PAGE 8
Aug 15/07 28-20-00 3I6
MAINTENANCE MANUAL
3I7 28-20-00 AugPAGE 9

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PAGE 10
Aug 15/07 28-20-00 3I8
MAINTENANCE MANUAL
INDICATING
1. Cockpit
A. Standard Installation
In the standard installation, these airplanes are equipped with traditional analog dual gauges to
indicate fuel quantity. Inboard and outboard fuel tanks in each wing are interconnected and have a
total capacity of 53.5 gallons per wing. The cumulative quantity of fuel in each set of tanks is read
on a single fuel quantity gauge with dual (left and right) indications (see Figure 1). The gauge is
mounted at the bottom right of the pilot’s flight instruments.
(1) Fuel Quantity Sender and Gauge Check (PIR-PPS60032-16, Rev. A.)
To check fuel quantity sender units and fuel quantity

gauge while installed in airplane:
(a) Level airplane laterally and longitudinally ± 1°
(refer to Leveling, 8-20-00).
(b) Place battery switch in OFF position.
(c) Connect external power supply to airplane.
Adjust to provide 28 ± 1 Vdc.
(d) Full Range Check.
1 Completely drain fuel tanks on the side to
be checked. Then add fuel in increments
specified in Chart 1; or,
2 With tanks completely full, defuel each
tank 10 gallons at a time. Fuel Quantity Dual Gauge
Figure 1
3 After measured amount has been added or
drained, vibrate tank by bumping lower
wing surface. Vibrate gauge by tapping
gauge glass with fingers.
WARNING: WHEN TESTING FUEL SENDER ELECTRICAL RESISTANCE, WITH
SENDER INSTALLED IN THE AIRPLANE, ENSURE ONLY A HIGH
IMPEDANCE OHM-METER IS USED.
4 If gauge does not read within tolerances specified in Char t 1, verify
sender’s resistance is as specified in Chart 1.
5 If senders check out OK, remove gauge and bench test/adjust as specified below.
6 If gauge or sender fails to meet accuracy requirements in Chart 1, replace gauge or
sender, as applicable.
NOTE: Bench test a new gauge before installation. See Fuel Quantity Gauge Bench
Test/Adjustment, below.
3I9 28-40-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
CHART 1
FUEL QUANTITY ANALOG GAUGE / SENDER TOLERANCES
Total Fuel in Tanks Tolerance
[Side Being Tested] Required Gauge (Plus or Minus) Resistance (Ohms)
Gallons Reading Needle Widths* Both Senders
2 1/2 0 +0, -1 5
12 1/2 10 ± 3/4 21
22 1/2 20 ±1 32
32 1/2 30 ± 1 1/2 46
42 1/2 40 ± 1 1/2 63
53 1/2 F ± 1 1/2 90
* See Figure 2
1/2 Needle Width
Radial Mark
As Appropriate
NEEDLE DEVIATION
Needle
Needle Deviation
Figure 2
PAGE 2
Aug 15/07 28-40-00 3I10
MAINTENANCE MANUAL
(2) Fuel Quantity Gauge Bench Test/Adjustment (Refer to Figure 3.) (PIR-PPS60032-16, Rev. A.)
Perform the following test before installing a new gauge and on any suspect gauge.
(a) Install 5 ohm dummy resistor across sender terminal not to be tested as shown.
(b) Connect resistance decade across sender terminal to be tested as shown.
(c) Connect power supply as shown and adjust to provide 28 ± 1 Vdc.
(d) Low End Adjustment
Select position “F” on resistance decade. Verify that instrument needle points to “0”. If not,
adjust respective “NULL” potentiometer to center needle on “O” radial.
(e) High End Adjustment
Select position “A” on resistance decade. Verify that instrument needle points to “F”. If not,
adjust respective “GAIN” potentiometer to center needle on “F” radial.
(f) Full Range Check
After low and high end adjustments have been made, verify that for each resistance value,
the gauge indication is as shown in Chart 2.
(3) Post-Installation Check
(a) Low End Check.
1 Drain fuel system completely per Fuel System, Fuel Tanks, Draining Entirely,
12-10-00.
2 Turn fuel selctor to LEFT or RIGHT.
3 Add two and one-half (2 1/2) gallons of (unusable) fuel to each sie.
4 Check that the needle of each gauge points to zero (0). If not, adjust the respective
“NULL” trim potentiometer until the needle centers on 0, +0, -1/2.
(b) Full End Check.
Perform Low End Check, above.
1 Continue adding fuel until each side is FULL.
2 Check that the needle of each gauge points to “F.” If not, adjust the respective “GAIN”
trim potentiometer until the needle centers on “F.”
(c) Perform Full Range Check. See Fuel Quantity Sender and Gauge Check, above.
3I11 28-40-00 AugPAGE 3

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MAINTENANCE MANUAL
RESISTANCE DECADE
FUEL QUANTITY 90 OHMS

INDICATOR
28 VDC
A B 63 OHMS
GND
C 46 OHMS
5 OHM DUMMY
RESISTOR D 32 OHMS
LEFT RIGHT SWITCH
E 21 OHMS
SEND
F 5 OHMS
LEFT NULL RIGHT NULL

AND GAIN AND GAIN
ADJUSTMENTS ADJUSTMENTS
Fuel Quantity Gauge Bench Test/Adjust Set-Up

Figure 3
CHART 2
FUEL QUANTITY GAUGE BENCH TEST TOLERANCES
Tolerance
Switch Position** Required Gauge (Plus or Minus) Resistance (Ohms)
Reading Needle Widths*
F 0 +0, -1/2 5
E 10 ± 1/2 21
D 20 ± 1/2 32
C 30 ± 1/2 46
B 40 ± 1/2 63
A F ± 1/2 90
** See Figure 3 * See Figure 2
PAGE 4
Aug 15/07 28-40-00 3I12
MAINTENANCE MANUAL
B. Avidyne Entegra EFIS Installation (PIR-PPS60208, Rev. B / PPS60208-1, Rev. New.)
(1) Description
In Piper 6X S/N’s 3232014 and up and Piper 6XT S/N’s 3255015 and up with the Avidyne
Entegra EFIS installed, fuel quantity information is collected by the DAU and displayed on the
MFD.
(2) Calibration
Whenever the MFD, DAU, or any fuel sender is replaced, calibrate the Fuel Quantity Indicator
as follows:
(a) This process requires that the aircraft be placed in a leveled condition per the appropriate
aircraft leveling instructions.
(b) From the maintenance page, depress LSK (L4) to access the Engine setup page.
(c) Depress the Fuel Cal button (L1) to enter the fuel calibration page.
(d) Depress “Begin Cal” button (R3) and follow the on-screen calibration Procedure for left &
right tank zero fuel (2.5 +.1-0 gal. unusable) and full fuel calibration (51 +0;-1 gal. usable)
points.
(e) Use the Left Knob to select the current calibration point. The selected calibration point is
highlighted and the value displayed is the current reported fuel quantity from the DAU. A
message at the bottom of the screen prompts the operator to add the appropriate amount
of fuel and then to select “Accept Value” once the value reported from the DAU has
stabilized.
If the DAU reported value is not within 2 gallons of the test point value, a message “DAU
Reported Fuel Quantity Out of Tolerance” will be presented and the value will not be
accepted.
(f) Once all points have been calibrated, the operator presses “Calibration Complete” to
cause the calibration factors to be computed and applied to the DAU reported fuel
quantity.
(g) Other options from the Calibration Underway state are to “Restore Last Cal”and “Clear
Cal”.
1 Pressing “Restore Last Cal” causes the calibration values from the last completed
calibration to be restored and the state to change to Calibrated.
2 Pressing “Clear Cal” causes all calibration values to be cleared and the state to
change to “Not Calibrated”. An “Are You Sure?” prompt will give the operator a
chance to reconsider the decision to either “Restore Last Cal” or “Clear Cal”.
(h) When the calibration procedure has been completed, press the Save button. If you decide
not to save the changes, pressing the Cancel button from the Underway state causes the
current calibration session to be aborted with any unsaved interim calibration values being
discarded. Changes will not take effect until the MFD has been restarted.
NOTE: The “empty” and “full” fuel readings on this set-up page will NOT display zero (0)
or 51 gallons usable fuel for the respective empty and full calibration points.
However, the appropriate zero and full (51 U.S. gallons) will be displayed on the
MFD in normal operation mode (not maintenance set-up).
(i) For airplanes with MFD Software 530-00180-002 (latest revision) installed, two additional
steps are necessary:
1 Verify DAU Status box reads: “DAU(s) configured for Piper PA-32 (correct model).”
2 Verify Calibration Status box reads: “Fuel Tank Calibration Status: Calibrated.”
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MAINTENANCE MANUAL
C. Garmin 1000 EFIS Installation

(1) Description
In airplanes with the Garmin 1000 EFIS installed, fuel quantity information is collected by the
GEA 71 Engine / Airframe Unit and displayed on the GDU 1040 MFD.
(2) Calibration
Whenever the MFD, GEA 71, or any fuel sender is replaced, calibrate the Fuel Quantity
Indicator as follows:
(a) Initial Fuel Tank Calibration
1 Drain the fuel system as described in 12-10-00.
2 Enter the Configuration Mode by pulling the MFD and PFD circuit breakers and then
holding ENT until “INITIALIZING SYSTEM” appears in the upper left corner of the MFD
and PFD.
NOTE: The G1000 must be powered for three minutes before proceeding. After
adding any fuel, wait five minutes for the fuel level to stabilize.
3 Level the aircraft per 8-20-00, to within ±.25 degrees of zero pitch and roll.
4 Fill each fuel tank with 2.5 gallons of fuel (unusable) and wait 5 minutes for the fuel
level to stabilize.
5 Go to the CAL Page Group on the PFD.
6 Select the Fuel Calibration page (1st page in CAL group).
7 To perform the Fuel Calibration, press the following softkeys:
a 12 (Far Right softkey)
b 11
c 10
d 9
8 Ensure that the CALIBRATION VALUE indication for the Left tank is stable.
9 Press the EMPTY softkey.
NOTE: If the EMPTY key is not active, .5 gallons (3.0 gallons unusable) may be
added to activate the EMPTY softkey. If required, note in the airplane
logbook.
10 Obser ve the CALIBRATION VALUE indication for the Left 1 Sub-Tank.
The CAL VAL values should fall between -1 and 0.
11 Press the TNK SEL softkey.
12 Turn the cursor knob to select the right fuel tank.
13 Ensure that the CALIBRATION VALUE indication for the Right Tank is stable
14 Press the EMPTY softkey.
NOTE: If the EMPTY key is not active, .5 gallons (3.0 gallons unusable) may be
added to activate the EMPTY softkey. If required, note in the airplane
logbook.
15 Obser ve the CALIBRATION VALUE indication for the Right 1 Sub-Tank.
The CAL VAL values should fall between -1 and 0.
PAGE 6
Aug 15/07 28-40-00 3I14
MAINTENANCE MANUAL
(b) Full Tank Calibration

1 Fill each tank with 51 gallons, ±0/-1 gallon, and wait 5 minutes for the fuel level to
stabilize.
2 Select the Left tank and press the FULL softkey. Press Enter.
3 Select the Right tank and press the FULL softkey. Press Enter.
4 Restart the PFD and MFD in the Normal mode.
5 Verify that the fuel values are Full.
(c) If either calibration procedure fails, then the quantity system requires service.
(d) Calibration Table Delete/Edit
NOTE: This procedure can be used to edit or delete an existing calibration point within
the calibration table.
1 Press the CAL TBL softkey.
2 Scroll down to the entry to edited or deleted.
3 To edit the entry, press the EDIT softkey. Fill the selected tank to the level of the
selected entry. Allow the CALIBRATION VALUE to stabilize.
4 Press Enter and confirm you want to overwrite the existing calibration point.
5 To delete the entry, press the DELETE softkey.
6 Press and confirm you want to delete the calibration point.
3I15 28-40-00 AugPAGE 7

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MAINTENANCE MANUAL
2. Wing
Fuel Sight-Gauge (Refer to Figure 8.)
These airplanes are equipped with wing-mounted fuel sight-gauges, providing a secondary means
of indicating fuel quantity. Because the fuel tanks in each wing are interconnected, one sight-gauge
indicates the cumulative quantity of fuel in either wing. Two sight-gauges are used (one per wing),
and each is located on the upper wing surface, in the inboard fuel tank (right and left wings). A dial
assembly on the gauge indicates a wing’s fuel quantity.
Dial Assembly
(a) Removal
1 Pry the gauge’s dial assembly from its pocket in the wing skin.
2 Clean the old silicone rubber adhesive from the wing skin pocket.
(b) Installation
1 Apply a 1/2-inch blob of RTV-108 silicone rubber adhesive to the dial assembly’s
stem (see Figure 8).
2 Set the dial assembly into the wing skin pocket, placing the assembly’s positioning
tab into the notch in the pocket.
3 Press on the dial’s face to adhere the dial assembly to the wing skin pocket.
NOTE: The sight-gauge’s dial is self-calibrating.
PAGE 8
Aug 15/07 28-40-00 3I16
MAINTENANCE MANUAL
38517 D
DIAL FACE
WING SKIN
RTV-108
SILICONE
RUBBER
FUEL
GAUGE
DIAL ASSEMBLY
WING SKIN
POSITIONING
TAB
15 20
25
10
30
5
U S GAL 35
.
.A
RO
HE
U.S
C
ST S,
ER LA
D
GAU I AL NO. 5 - 20 50 , DAL
GES AS
INC. OF TEX
Fuel Sight-Gauge Dial Assembly Installation

Figure 8
3I17 28-40-00 AugPAGE 9

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MAINTENANCE MANUAL
GRIDS 3I18 THRU 4B24

INTENTIONALLY BLANK
PAGE 10
Feb 28/09 28-40-00 3I18
MAINTENANCE MANUAL
CHAPTER
30
ICE AND RAIN
PROTECTION
4C1
MAINTENANCE MANUAL
4C2
MAINTENANCE MANUAL
CHAPTER 30
CHAPTER CHAPTER
30-List of 1 Aug 15/07 30-10-00 (cont.) 37 Aug 15/07

30-Table of Contents 1 Aug 15/07 30-30-00 1 Aug 15/07

2 Aug 15/07 2 Aug 15/07
3 Aug 15/07
30-00-00 1 Aug 15/07 4 Aug 15/07
2 Aug 15/07
30-60-00 1 Aug 15/07
30-10-00 1 Aug 15/07 2 Aug 15/07
2 Aug 15/07 3 Aug 15/07
3 Aug 15/07 4 Aug 15/07
4 Aug 15/07 5 Aug 15/07
5 Aug 15/07 6 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
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10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
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30 Aug 15/07
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32 Aug 15/07
33 Aug 15/07
34 Aug 15/07
35 Aug 15/07
36 Aug 15/07

Aug 15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 30 - ICE AND RAIN PROTECTION
TABLE OF CONTENTS
GENERAL 30-00-00 1 4C7

Standard 1 4C7
Optional 1 4C7
AIRFOIL 30-10-00 1 4C9

Inadvertent Ice Protection System (TKS) (optional) 1 4C9
Description 1 4C9
Troubleshooting 2 4C10
50 Hour Inspection 2 4C10
Annual Inspection 2 4C10
Testing 5 4C13
Components 8 4C16
Porous Panels 8 4C16
Pump 19 4D3
Fluid Tank 21 4D5
Fluid Tank Strainer 23 4D7
Fluid Quantity Sender 24 4D8
Fluid Quantity Indicator 25 4D9
Filter 26 4D10
Proportioning Units 28 4D12
Tubing 34 4D18
Electrical 34 4D18
PITOT AND STATIC 30-30-00 1 4D23
PROPELLER 30-60-00 1 4E3

Inadvertent Ice Protection System (TKS) (optional) 1 4E3
Description 1 4E3
Components 2 4E4
Slinger Ring 2 4E4
Propeller Blade Feed Tubes 2 4E4
Grooved Rubber Boots 2 4E4

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
GENERAL

The Piper 6X and Piper 6XT are not approved for operation in icing conditions.
1. Standard
The only ice and rain protection provided is a heated pitot-static mast.
The pitot-static heat system is activated by the PITOT HEAT switch located on the center instrument
panel just above the engine power quadrant. In addition to the switch, the system incorporates a
heated pitot-static head and the 10 amp PITOT HEAT circuit breaker.
NOTE: Refer to Chapter 91 for pitot heat wiring schematic.
2. Optional (Inadvertent Ice Protection System (TKS))
The Piper Inadvertent Ice Protection System (PIIPS) is optional in 6X S/N’s 3232054 and up, and in 6XT
S/N’s 3255048 thru 3255051. PIIPS is a TKS “weeping wings” system which pumps a glycol-based
deicing fluid out the wing and stabilator leading edges and along the propeller blades to reduce ice
formation and adherence. This is intended to allow a pilot inadvertently encountering icing conditions
additional time to find non-icing conditions safely.
4C7 30-00-00 AugPAGE 1

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PAGE 2
Aug 15/07 30-00-00 4C8
MAINTENANCE MANUAL
AIRFOIL
Inadvertent Ice Protection System (TKS) (Optional)

WARNING: INTENTIONAL FLIGHT INTO KNOWN ICING IS PROHIBITED. NO DETERMINATION HAS
BEEN MADE AS TO THE CAPABILITY OF THIS SYSTEM TO REMOVE OR PREVENT
ICE ACCUMULATION.
The optional Inadvertent Ice Protection System (TKS) is a “weeping wings” system which pumps a
glycol-based deicing fluid out the wing and stabilator leading edges and along the propeller blades to
reduce ice formation and adherence. This is intended to allow a pilot inadvertently encountering icing
conditions additional time to find non-icing conditions safely.
A. Description
The TKS system consists of laser-drilled titanium porous panels attached to the leading edges of
the wings and stabilator. Grooved rubber boots are attached to the inner leading edge of each
propeller blade. Nylon and stainless steel tubing feed these panels and boots from a deice fluid tank
mounted in the right wing. A two-speed pump and four proportioning units meter the fluid flow. A
micro-filter ensures contaminants are removed from the deice fluid and not allowed to clog the
porous panels. A deice fluid quantity indicator and a control switch are mounted in the instrument
panel.
AS&T-12751-01
Ice Protection Systems
FLUID
TANK POROUS PANELS
(ONE EACH SIDE)
PUMP
ASSEMBLY
FILTER (LATE)
PROPORTIONING UNIT
(TAIL)
POROUS PANELS
(EACH WING) PROPORTIONING UNIT
(EACH WING)
PROPELLER
FLUID SUPPLY
FILTER
(EARLY)
Inadvertent Ice Protection System (TKS)

Figure 1
4C9 30-10-00 AugPAGE 1

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B. Troubleshooting
See Charts 1 and 7. See also Figure 14 and Chart 6 to identify specific components.
NOTE: A common occurance with all TKS porous panels is “leaking” when not in use. Specifically,
panels will stream very small quantities of fluid in flight or drip while parked. This fluid
comes from the porous panel reservoirs only, typically in 60 to 70 °F temperatures. This is
a normal characteristic of the design and not a maintenance issue.
It is, however; an operational issue. If panel reservoirs are drained it can take 5 to 10
minutes of system operation to refill them. Proper observation of TKS pre-flight procedures
assures that the system will be ready and fully operational when activated.
C. 50 Hour Inspection
Each 50 hours time-in-service and as part of the annual inspection:
(1) Remove engine cowling, if not already removed.
(2) Check security and condition of visible components. Pay particular attention to those
components attached to the engine and propeller.
(3) Switch ON electrical power. Check that deice fluid quantity indicator illuminates and stabilizes
at a sensible value within 1.5 minutes. Replenish tank contents if required.
CAUTION: FLOOR/GROUND MAY BECOME SLIPPERY IN THE VICINITY OF THE
AIRPLANE WHEN FLOW TESTING THE TKS SYSTEM.
NOTE: Placing trays under the wing leading edges and propeller to catch deice fluid is
recommended.
(4) Set TKS Switch to “MAX”, check that deicing fluid flows evenly from the active zone of each
porous panel and that fluid is discharged into the propeller slinger ring from the nozzle fitted at
the front of the engine.
NOTE: Fluid should be exuded evenly over the active zone of the porous panels. At high
ambient temperatures a "waterline" may be observed at the top of some panels due to
insufficient pressure being developed to expel entrained air. This is acceptable unless
performance of the panel in icing conditions indicates that this is other than of a
temporary nature.
NOTE: It can take as long as 15 minutes for fluid to begin flowing from one or more porous
panels.
(5) Set TKS Switch from “MAX” to “NORM”, check that pump speed reduces (audible check) and
that deicing fluid continues to flow evenly from the active zone of each porous panel and that
fluid continues to be discharged into the propeller slinger ring from the nozzle fitted at the front
of the engine.
(6) Switch OFF electrical power.
D. Annual Inspection
Each 12 months:
(1) Remove floor and wing access panels; and, tailcone fairing. Check security and condition of
components, pipelines, and wiring paying particular attention to those components close to
control cables and other moving parts, etc.
(2) Remove deicing fluid tank per Components, Fluid Tank, Removal, below.
(3) Clean Fluid Tank Strainer.
(4) Install deicing fluid tank per Components, Fluid Tank, Installation, below. While refilling tank,
check accuracy of fluid quantity indicator.
PAGE 2
Aug 15/07 30-10-00 4C10
MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING INADVERTENT ICE PROTECTION SYSTEM (TKS)
No deicing fluid flow from Various See Chart 2.
entire airframe/propeller system.
No deicing fluid flow from Various See Chart 3.
individual parts of
airframe/propeller system.
CHART 2
TKS FAULT ISOLATION - ENTIRE SYSTEM INOPERATIVE
DEICE FLUID FAILS TO FLOW FROM

WINGS, STABILATOR AND PROPELLER.
IS FLUID QUANTITY INDICATOR ILLUMINATED? YES ARE FLUID LEVELS ADEQUATE?
NO NO YES
CHECK ELECTRICAL SUPPLY. REPLENISH DOES PUMP OPERATE?

(I.E. - MASTER SWITCH ON, OTHER FLUID. (AUDIBLE CHECK.)
ELECTRICAL COMPONENTS ENERGIZED.)
NO YES
CHECK ELECTRICAL SUPPLY AT PUMP. PUMP PRIMED, PRIME PUMP.

SYTEM STILL INOP. (SEE 12-10-00.)
NOT OK OK
CHECK SUPPLY AND FEED TUBING
FOR LEAKS, KINKS, OR BLOCKAGE. OK
CHECK TKS SWITCH ON. REPAIR/REPLACE

PUMP.
TUBING OK, SYSTEM STILL INOP.
SWITCH ON,
SYSTEM STILL INOP. CHECK TANK OUTLET STRAINER
FOR BLOCKAGE.
CHECK WIRING.
STRAINER OK, SYSTEM STILL INOP.
REPLACE SYSTEM FILTER ELEMENT.
FILTER OK, SYSTEM STILL INOP.
REPAIR/REPLACE PUMP.
4C11 30-10-00 AugPAGE 3

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MAINTENANCE MANUAL
CHART 3
TKS FAULT ISOLATION - SYSTEM PARTLY INOPERATIVE
NO FLUID FLOW AT PROPELLER BOOTS. CHECK SUPPLY AND FEED TUBING AND HOSE FOR
LEAKS, KINKS, OR BLOCKAGE.
SUPPLY AND FEED TUBING AND HOSE OK, STILL NO FLOW.
CHECK NOZZLE AND SLINGER RING FOR CORRECT

MOUNTING AND ALIGNMENT.
NOZZLE AND SLINGER RING OK, STILL NO FLOW.
REPLACE PROPELLER PROPORTIONING UNIT.
NO FLUID FLOW FROM LEFT WING PANELS. FROM TEE IN FUSELAGE, CHECK LEFT WING SUPPLY AND
FEED TUBING FOR LEAKS, KINKS, OR BLOCKAGE.
SUPPLY AND FEED TUBING OK, STILL NO FLOW.
REPLACE LEFT WING PROPORTIONING UNIT.
NO FLUID FLOW FROM RIGHT WING PANELS. FROM TEE IN FUSELAGE, CHECK RIGHT WING SUPPLY AND
REPLACE RIGHT WING PROPORTIONING UNIT.
NO FLUID FLOW FROM STABILATOR PANELS. FROM TEE IN FUSELAGE, CHECK EMPENAGE SUPPLY AND
REPLACE TAIL PROPORTIONING UNIT.
NO FLUID FLOW FROM AN INDIVIDUAL PANEL. CHECK APPROPRIATE FEED TUBING FOR LEAKS, KINKS,
OR BLOCKAGE.
FEED TUBING OK, STILL NO FLOW.
CHECK APPROPRIATE PROPORTIONING UNIT OUTLET(S)

FOR BLOCKAGE.
PROPORTIONING UNIT OK, STILL NO FLOW.
CHECK PANEL, REPLACE IF REQUIRED.
PAGE 4
Aug 15/07 30-10-00 4C12
MAINTENANCE MANUAL
(5) Conduct 50 Hour Inspection, above.

(6) Reinstall wing and floor access panels; and, tailcone fairing.
E. Testing (PIR-PPS60220-1, Rev. New.)
(1) System Functional Test - Use 50 Hour Inspection, above.

(2) Component Tests - Porous panel, pump, fluid quantity indicator/sender, and proportioning unit
tests are listed under the individual component, below.
(3) System Flow Test - The following test validates fluid distribution from the test port (adjacent to
the system filter) through the proportioning units and the porous panels. It can also be used to
overcome the “waterline” effect encountered when testing porous panels on a hot day. (See
Porous Panels, Testing, under Components, below.)
recommended.
(a) Access the test port (see Figure 12 for location). Remove 5/16 nut and nylon ball plug
from the test port (i.e. - bulkhead tee). See Figure 14.
(b) Connect the supply line from the TKS Test Apparatus to the test port.
(c) Test Apparatus Set-up (See Figure 2.)
CAUTION: RESERVOIR MAY BE UNDER PRESSURE. ADJUST PRESSURE
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR BY
PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO REFILL.
1 Check which pop-off (i.e. - pressure relief) valve is installed. If required, install the
75 PSI relief valve on the test apparatus fluid reservoir (i.e. - pressure vessel).
2 Open the top of the test apparatus fluid reservoir. Fill reservoir ¾ full with approved
TKS deice fluid. Close top.
3 Adjust pressure regulator to zero.
4 Connect shop air to pressure regulator.
5 Remove fluid tank filler cap and leave the fluid tank filler open throughout the test.
(d) Slowly increase pressure downstream of the pressure regulator to 60 PSI.
(e) Inspect flow distribution along porous panels (wings and stabilator). Wipe leading edges
as flow becomes evident.
NOTE: It can take as long as 15 minutes for fluid to begin flowing from one or more
porous panels.
(f) Allow flow to continue up to 30 minutes, if required, to determine if panel flow is consistent
and even along the entire leading edge between rivet rows on each porous panel.
(g) Inspect flow at the propeller nozzle tube and verify that flow is directed inside propeller
slinger ring groove.
(h) Reduce air pressure at pressure regulator until appropriate pressure for the ambient
temperature is reached as defined in Chart 4.
(i) Verify that flow of propeller nozzle tube is adequate and directed inside the propeller
slinger ring groove.
(j) If flow is adequate on all panels and propeller nozzle, the flow test is completed.
(k) Disconnect shop air and close pressure regulator.
(l) Pull pop-off valve to depressurize the test apparatus fluid reservoir.
4C13 30-10-00 AugPAGE 5

15/07
MAINTENANCE MANUAL
FULL SYSTEM TEST
TEST PORT
TO FULL SYSTEM
FULL PANEL TEST
FLOW
MANIFOLD
3/16 FEED LINES
FLOW FLOW
FLOW
SINGLE ACTIVE AREA TEST

PORUS PANEL
5/16 INCH NYLON

"TKS" TUBING
3/16 FEED LINES
5 TO 10 GALLON POP-OFF (RELIEF) VALVE

PRESSURE VESSEL (75 PSI FOR FULL SYSTEM TEST,
(RATED TO 170 PSI) 25 PSI FOR PANEL TESTS.)
PRESSURE GAUGE
(0 to 100 PSI)
PRESSURE
REGULATOR
0.8 MICRON FILTER

SHOP AIR
SOURCE
QUICK DISCONNECT
TKS Test Apparatus

Figure 2
PAGE 6
Aug 15/07 30-10-00 4C14
MAINTENANCE MANUAL
CHART 4
PROPELLER NOZZLE FLOW TEST PRESSURE VS. TEMPERATURE
(PIR-PPS60220-1, Rev. New.)
30
AIR PRESSURE (PSI)
20
10
0 50 68 86
(32) (10) (20) (30)
AMBIENT TEMPERATURE - F°
(C°)
(m) Disconnect supply line at the test port and re-install nylon ball plug and 5/16 nut on test
port.
(n) Replace fluid tank filler cap.
(o) For any porous panels which did not demonstrate adequate flow evenly over the active
zone, proceed with Proportioning Units, Testing; and, Porous Panel, Testing; under
Components, below.
4C15 30-10-00 AugPAGE 7

15/07
MAINTENANCE MANUAL
F. Components
(1) Porous Panels
Ice protection with a TKS system is achieved by mounting laser-drilled titanium panels to the
leading edges of the wings and horizontal stabilizer.
The outer skin of the ice protection panels is manufactured with 0.9 mm thick titanium.
Titanium provides excellent strength, durability, light weight, and corrosion resistance. The
panel skin is perforated by laser drilling holes, 0.0025 inches in diameter, 800 per square inch.
The porous area of the titanium panels is designed to assure fluid coverage from best rate of
climb speed to maximum operational speed.
The back plate of a typical panel is manufactured from titanium. It is formed to create a
reservoir for the ice protection fluid, allowing fluid supply to the entire porous area. A porous
membrane between the outer skin and the reservoir assure even flow and distribution through
the entire porous area of the panel.
The porous panels are bonded to the leading edges of the protected surfaces with a two-part
adhesive. Porous panels cover a majority of the leading edges of the wings. Likewise, the
horizontal stabilizer is completely protected with porous panels.
TKS Porous Panel Cross-Section

Figure 3
PAGE 8
Aug 15/07 30-10-00 4C16
MAINTENANCE MANUAL
(a) Testing
Perform when a blockage or uneven flow is suspected in an individual panel.
recommended.
NOTE: The following procedure describes the “Full Panel Test” as shown in Figure 2. If
desired, individual “active areas” can be tested by connecting the appropriate
3/16 inch single feed line directly to the TKS Test Apparatus 5/16 inch supply line
using a male/male straight or bulkhead coupling, as available.
1 Gain access to the proportioning unit feeding the suspect porous panel.
2 Disconnect suspect panel’s feed lines from proportioning unit outlet ports. Mark the
feed lines to facilitate reconnecting them to the correct proportioning unit outlet ports.
See also Chart 6 and Figure 14.
3 Using a locally produced manifold, connect the 5/16 inch supply line from the TKS
Test Apparatus to the 3/16 inch feed lines to the suspect porous panel.
4 Test Apparatus Set-up (See Figure 2.)
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR
BY PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO
REFILL.
a Check which pop-off (i.e. - pressure relief) valve is installed. If required, install
the 25 PSI relief valve on the test apparatus fluid reservoir (i.e. - pressure
vessel).
b Open top of test apparatus fluid reservoir (i.e. - pressure vessel). Drain and
rinse reservoir with water. Fill reservoir ¾ full with water. Close top.
c Adjust pressure regulator to zero.
d Connect shop air to pressure regulator.
CAUTION: ENSURE PRESSURE DOES NOT EXCEED 20 PSI.
5 Slowly increase pressure downstream of the pressure regulator to 20 PSI.
6 Inspect porous panel to ensure deice fluid is being purged from the system.
REGULATOR TO ZERO AND BLEED PRESSURE FROM RESERVOIR
BY PULLING THE POP-OFF VALVE, BEFORE ATTEMPTING TO
REFILL.
7 Refill reservoir with water as required to maintain 30 minutes of water flow.
8 After the system has been flushed with water for 30 minutes, allow reservoir to empty
and purge system with air, adjusting pressure regulator to maintain 15 PSI.
NOTE: When water empties from the reservoir, the pressure will drop.
9 Purge system with air for 10 minutes.
10 Adjust pressure regulator to zero and depressurize fluid reservoir by pulling pop-off
valve.
11 Open top of test apparatus fluid reservoir. Fill reservoir ¾ full with approved TKS
deice fluid. Close top.
4C17 30-10-00 AugPAGE 9

15/07
MAINTENANCE MANUAL
CAUTION: ENSURE PRESSURE DOES NOT EXCEED 20 PSI.

12 Slowly increase pressure downstream of the pressure regulator to 20 PSI.
13 Inspect flow distribution along porous panel being checked. Wipe leading edge as
flow becomes evident. Let fluid flow for 5 to 15 minutes after first evidence of flow
through panel. Determine if panel flow is consistent and even along its entire length
between rivet rows.
14 If flow is adequate, the panel is good.
a Disconnect shop air and adjust pressure regulator to zero. Depressurize fluid
reservoir by pulling pop-off valve.
b Disconnect panel feed lines and the test apparatus supply line from the
manifold. Reconnect the panel feed lines to the proportioning unit outlet ports
per the markings made during disconnection. See also Chart 6 and Figure 14.
Use new seals, if required.
c If desired, a full system test can now be conducted per Testing - System Flow
Test, above.
15 If fluid fails to flow evenly from each active zone of the porous panel:
a first, inspect the appropriate 3/16 inch feed line(s) for blockage or kinks;
b if feed line(s) is(are) good, replace panel.
NOTE: Fluid should be exuded evenly over the active zone of the porous panels. At
high ambient temperatures a "waterline" may be observed at the top of
some panels due to insufficient pressure being developed to expel entrained
air. This is acceptable unless performance of the panel in icing conditions
indicates that this is other than of a temporary nature.
(b) Removal
Porous panels are bonded to the wing and stabilator leading edges using polysulfide
rubber sealant material. Rivets are inserted through the corners of all but the inboard wing
panels (see Note), primarily for electrical bonding purposes. Removal of these panels
without causing a significant amount of damage to them is extremely difficult. In most
cases reuse of a removed panel is impractical.
NOTE: Inboard wing panels are electrically bonded with screws, washers, and nuts on
the inboard end.
NOTE: If the porous panel being replaced has a stall strip installed, the location of the
stall strip must be marked and the stall strip removed before panel removal.
Likewise, the stall strip must be reinstalled after panel installation. See Stall
Strips, below.
1 Observe the porous panel to be removed and compare it to the new panel to be
installed. Note any cutouts or trimming on the panel to be removed.
2 Protect wing and/or stabilator skins behind the edges of the porous panel to be
removed. Use masking tape or other suitable material.
3 Drill out rivets (or remove screws, washers, and nuts) attaching panel to skin.
4 If the panel is unserviceable and not repairable, the most expedient means of
removal is to peel the panel from the wing by tearing the outer panel skin and
winding the edges of the panel around a pair of pliers to peel them from the skin.
With the edges removed the central part of the panel can be pulled away from the
skin by working inwards from the ends.
PAGE 10
Aug 15/07 30-10-00 4C18
MAINTENANCE MANUAL
5 If the panel is serviceable and/or repairable it may be possible with care to remove it
in a relatively undamaged condition by progressively cutting and parting the sealant
which attaches the panel to the skin using a thin flexible blade. (A suitable blade can
be made by grinding a hacksaw blade.)
6 Withdraw the panel and disconnect the nylon feed tubing. Cap the end of each line to
prevent contamination/blockage. Mark each line to facilitate reconnecting to the
correct inlet port.
(c) Installation (See Figure 4.) (PIR-PPS50074, Rev. C.)
CAUTION: IF INSTALLING A POROUS PANEL ON EITHER OR BOTH SIDES OF THE

STABILATOR, BE SURE TO REBALANCE THE STABILATOR AFTER
POROUS PANEL INSTALLATION IS COMPLETE. SEE BALANCING, 55-20-00.
1 Dry fit the panel as follows:
a Using notes made during removal of the old panel, trim the new panel to fit.
Avoid trimming closer than .05 inch to the ends of the inner skin or to the air
bleed tube where it is routed across the end of the panel.
b Position panels and adjust edges by hand, bending panel to achieve a snug fit
at the top and bottom trailing edge of the panels. With panels held firmly in
place, the panel edges should be in continuous contact with the wing skin.
NOTE: Align top edge and roll panel down by hand, applying pressure
sufficient to form panel to wing contour.
c Inboard corners of the inboard wing panels only can be rounded up to 0.125
inch radius maximum to prevent interference with skin.
d With porous panels fitted in place, drill holes to match those in the leading edge skin.
NOTE: For all but the inboard wing panels, use a #30 drill bit and allow a
minimum of two-diameter edge distance from the porous panel edge.
On the inboard wing panels only, drill 0.156 inch holes as shown in
Figure 4, Sheet 2.
e Secure panel in place with clecos at each rivet or screw hole.
f Review fit of panel and adjust as required.
g When installing the center and outboard panels (P/N’s 680-886 and 680-876,
respectively) on the left wing, trim panels to have positive clearance around stall
vane plates (maximum acceptable gap is 0.14 inch).
h When installing the center panel on the left wing (P/N 680-886) and the
outboard panel on the right wing (P/N 680-878), notch the inboard end of the
panel 0.078 inch radius for the stall strip feed line.
2 Clean and degrease rear surfaces of panel using alcohol. Do not touch rear surfaces
after this operation.
3 Clean and degrease leading edge where panel is to be attached. Do not touch
leading edge surface after this operation.
4 Connect fluid feed lines to fluid inlet ports on the panel. See Chart 6 and Figure 14,
as well as markings on the lines made during disassembly to ensure connecting the
correct feed line to the correct inlet port. Be sure to install O-ring seal as described in
Nylon Tubing Couplings, 20-00-00.
4C19 30-10-00 Aug

PAGE 11
15/07
MAINTENANCE MANUAL
SEE SHEET 2 FOR

INBOARD WING PANEL INSTALLATION LEADING EDGE SKIN
POROUS PANEL
NYLON TUBING COUPLING
NYLON TUBING
VIEW OUTBOARD
SEALANT BEAD
(APPROX. 0.2 INCH DIAMETER)
OUTBOARD
NYLON TUBING COUPLING
AIR BLEED VALVE
BACKSIDE OF PANEL - TYPICAL VIEW
COUPLING COVERED
WITH SEALANT
RIVETS (0, 4, or 6 PLACES)
AS&T 12751-30 VIEW OUTBOARD
TKS Porous Panel Installation

PAGE 12
Aug 15/07 30-10-00 4C20
MAINTENANCE MANUAL
105401 G
105410 A W.S. 4.5 INCH UPPER SURFACE
55.75 3.4 INCH LOWER SURFACE
LEFT WING SHOWN, SCREW (MS51957-30)

RIGHT WING OPPOSITE WASHER (19513-024)
WASHER (NAS1149FN632P) (UNDER NUT)
W.S. * 0.156 INCH HOLE (4 PLACES) NUT (MS21045C06)
106.27 (4 PLACES)
POROUS PANEL
.31 INCH
(TYP)
PILOTS OPERATING HANDBOOK

T.K.S. SUPPLEMENT TO
REFER TO SECTION 8 OF
BE DAMAGED BY CERTAIN SOLVENTS.
POROUS DE-ICING PANELS MAY
CAUTION
T.K.S. ICE PROTECTION
TYPE 1 TYPE 2 * In replacement panels, ensure 0.156 inch holes

SEALANT SEALANT match existing holes in leading edge skin.
Allow a minimum two-diameter edge distance.
W.S. W.S.
57.00 49.25
INBOARD WING PANEL INSTALLATION

TKS Porous Panel Installation
5 Apply a sealant bead (approx. 0.2 inch diameter) (see Note) along the edges of the
panel (along backplate joggle) and around each feed inlet/nylon tubing coupling and
each air bleed valve. Also apply a sealant bead around each drilled rivet (or screw)
hole in the aircraft leading edge skin (see Figure 4).
NOTE: For all but the inboard wing panels, use Type 1 sealant (see Chart 5). On the
inboard wing panels only, apply Type 1 sealant along the portion of the panel
which will cover the fuel tank and Type 2 sealant (see Chart 5) along the
small portion of the panel inboard of the fuel tank. (See Figure 4, Sheet 2.)
6 Apply sealant to cover each fluid inlet and coupling. Cover exposed connector
threads, nut and feed line for at least 1/2 inch beyond the nut.
7 Press panel into place, and hold with sufficient force to help sealant flow into place.
Insert clecos in rivet or screw holes to ensure panel is properly located on aircraft.
8 Wrap panel and wing or stabilator with load straps. Cinch tight ensuring that panel is
pressed onto leading edge.
9 Remove any surplus sealant from edges using alcohol.
10 Allow sealant to cure as specified in Chart 5, then remove load straps.
11 Countersink holes and install rivets wet.
4C21 30-10-00 Aug

PAGE 13
15/07
MAINTENANCE MANUAL
CHART 5
APPROVED SEALANTS
Vendor Vendor Part Number Piper Part Number (Quantity)
Type 1 (High Adhesion)
PRC DeSoto (PPG Aerospace) PR-1422-B2 179-754 (One Gallon)
PR-1440-B2 279-192 (One Tube)
Advanced Chemistry and Technology AC-350B-2 279-187 (One Gallon)
JDL Industries Inc. CS-3204B-2 279-212 (One Kit)
Type 2 (Low Adhesion)
PRC DeSoto (PPG Aerospace) PR-1428-B2 TBD
Advanced Chemistry and Technology AC-215B-2 279-184 (One Quart)
Application and Curing Properties at 77 °F / 50% Relative Humidity
Sealant Work Life (Hrs) Tack-Free Time (Hrs) Cure Time (Hrs)
PR-1422-B2 2 20 36
PR-1440-B2 2 36 48
AC-350B-2 2 7 7
CS-3204B-2 2 24 72
PR-1428-B2 2 8 24
AC-215B-2 2 24 48
12 If the panel installed replaces a panel which had a stall strip installed, reinstall the
stall strip per Stall Strips, Installation, below.
13 Finish installation as shown in Figure 5 using Type 1 sealant. Allow sealant to cure as
specified in Chart 5.
14 Prime pump per Pump Priming, Inadvertent Ice Protection System, 12-10-00.
15 Perform 50 Hour Inspection, above. Check for leaks while pump is running.
PAGE 14
Aug 15/07 30-10-00 4C22
MAINTENANCE MANUAL
AS&T 12751-41
FILL INBOARD PANEL

END GAP WITH SEALANT
(BOTH STABILIZERS)
FILL OUTBOARD PANEL

END GAP WITH SEALANT
(BOTH STABILIZERS)
FILL AND FAIR WITH

SEALANT THE AREA
AROUND THE
STALL STRIP
(BOTH WINGS)
FILL PANEL END GAP

FILL AND FAIR WITH SEALANT B
WITH SEALANT
AREA "B" BETWEEN STALL VANE
(BOTH WINGS)
AND POROUS PANEL.
Finishing Panel Installation with Sealant

Figure 5
4C23 30-10-00 Aug

PAGE 15
15/07
MAINTENANCE MANUAL
(d) Stall Strips

If a porous panel being replaced has a stall strip installed, the location of the stall strip
must be marked prior to panel removal. With care, the stall strip can be removed from the
existing porous panel and reused, but installation of a new stall strip is always
recommended. In either case, a new or serviceable stall strip must be installed after
installation of the new porous panel.
1 Marking and Removal (See Figure 6.)
a Measure horizontally from a reference point to either the inboard or outboard
edge of the stall strip. Record the measurement and which edge it was from.
b Place a piece of masking tape on the top surface of the wing, approximately
nine (9) inches aft of the the inboard and outboard apex of stall strip. Write the
number "10" on each strip of masking tape.
c Place the measuring tape’s 10-inch mark on the inboard apex of the stall strip.
d With the measuring tape taut, mark where the end of the measuring tape falls
on the masking tape.
e Repeat steps c and d for the outboard apex of the same stall strip.
f Repeat steps a thru e on the underside of that wing.
g Repeat steps a thru f for the opposite wing.
h Remove stall strip only if you intend to reuse it on another porous panel.
i Stall strips are installed with adhesive sealant and can be removed by
progressively cutting and parting the sealant which attaches the stall strip to the
panel by using a thin flexible blade. (A suitable blade can be made by grinding a
hacksaw blade.)
AS&T 12751-08
TAPE MARKED AT END OF MEASURING TAPE
REFERENCE POINT
MEASURE AND RECORD

THIS DISTANCE
10 INCH MARK
STALL STRIP APEX

MASKING TAPE
(TOP AND BOTTOM)
Marking and Removing Stall Strips

Figure 6
PAGE 16
Aug 15/07 30-10-00 4C24
MAINTENANCE MANUAL
2 Installation (See Figure 7.) (PPS-PIR50074, Rev. C.)
Install only the TKS stall strip. Standard stall strips will not work on porous panels.
a Attach the stall strip to the leading edge of the titanium panel with masking tape
at the approximate location it was removed from.
b Measure from either mark on the masking tape on the top of the wing over the
apex of the stall strip to the corresponding mark on the masking tape on the
underside of the wing. Keep measuring tape taut.
c Take the measurement and divide it by two. This is the index value.
d Measure from the inboard mark on the top of the wing to the inboard apex of the
stall strip. Adjust the stall strip to match the index value.
e Repeat step 4 for the outboard mark and apex of the stall strip.
f Verify steps d and e by repeating and measuring from the marks on the tape on
the underside of the wing.
g After the stall strip has been positioned correctly, outline the stall strip with
masking tape. This will keep excess adhesive off of the panel.
h Mark the masking tape outline with alignment marks to show the exact location
of the stall strip.
i Remove the stall strip and cover the face of the stall strip completely with
masking tape to prevent any sealant from covering the holes.
j If not already present, notch the stall strip at inboard end 0.078 inch radius to
allow the air bleed line to fit behind.
k Pull the stainless steel line from the wing porous panel through the notch in
panel end and then feed it through the notch in the stall strip.
l Degrease the mating surfaces of the porous panel and stall strip with alcohol.
m Re-wet the TKS stall strip foam inserts. Remove excess water and install the
foam inserts inside the stall strip.
n Apply Type 1 sealant (see Chart 5) to the mating surfaces of the stall strip using
a brush.
o Align the stall strip with the marks on the masking tape outline and press into
place. Put tape across the stall strip to hold it against the panel. Re-measure
and adjust if necessary (see steps d, e, and f, above).
p Allow adhesive to cure as specified in Chart 5, then remove tape.
4D1 30-10-00 Aug

PAGE 17
15/07
MAINTENANCE MANUAL
AS&T 12751-31
PANEL
INBOARD
STALL STRIP
FOAM INSERT
AIR BLEED LINE
NOTCH
SIDE VIEW FRONT VIEW
PANEL
STALL
STRIP
ALIGNMENT MARKS TAPE TAPE
FINAL POSITIONING SECURING STALL STRIP

WHILE SEALANT CURES
Installing Stall Strips

Figure 7
PAGE 18
Aug 15/07 30-10-00 4D2
MAINTENANCE MANUAL
(2) Pump (See Figure 8.)

Fluid is supplied to the panels and propeller by a positive displacement, constant volume
metering pump located in the right wing just inboard of W.S. 49.25 and forward of the main
spar. The two-speed pump provides two flow rates to the panels and propeller and operates at
a nominal system pressure of 50 PSI. The low speed (NORM) supplies fluid for the design
point of anti-icing during a typical icing conditions. The high speed (MAX) doubles the flow rate
for removing accumulated ice or providing ice protection for more severe conditions.
If the pump is run dry, it must be primed. See Pump Priming, Inadvertent Ice Protection
System, 12-10-00.
(a) Testing
1 Fill tank to top of filler tube.
2 Operate pump at NORM for a timed period.
3 Refill tank, measuring the quantity necessary to replenish to the original level.
4 Operate pump at MAX for a timed period.
5 Refill tank, measuring the quantity necessary to replenish to the original level.
6 Using the quantities required to refill the tank, above, versus the time of pump
operation at each pump speed, calculate flow rate.
Permitted limits are:
NORM = 140 to 150 ml/minute
MAX = 280 to 300 ml/minute
7 If pump fails to meet the above specifications, replace or rebuild.
(b) Removal
1 Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
2 Remove wing access plate adjacent to system drain valve.
3 Disconnect and cap the deice fluid tubing from the pump inlet, outlet, and drain ports.
4 Disconnect pump electrical harness.
5 Remove four (4) bolts, washers, and nuts securing pump to wing.
6 Remove pump.
(c) Installation
1 Position pump in wing and secure with four (4) bolts, washers, and nuts.
2 Connect pump electrical harness.
3 Uncap and connect the appropriate deice fluid tubing to the pump inlet, outlet, and
drain ports.
4 Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
5 Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
7 Replace and secure wing access plate.
4D3 30-10-00 Aug

PAGE 19
15/07
MAINTENANCE MANUAL
PUMP
PUMP SYSTEM DRAIN VALVE
MA
IN
SP
W.S. 49.25 AR
BOLT, WASHER, NUT SCREWS PUMP & VALVE

AS&T 12751-20
(4 PLACES) (3 EA.) ACCESS
TKS Pump and Drain Valve Installation

Figure 8
PAGE 20
Aug 15/07 30-10-00 4D4
MAINTENANCE MANUAL
(3) Fluid Tank (See Figure 9.) (PPS-PIR50074, Rev. C.)
The TKS deice fluid tank is located in the right wing between the ribs at W.S. 106.19 and
117.50 and forward of the main spar. This tank is serviced through a single filler located on the
right wing, inboard of the fuel filler. The tank has a capacity of 4.25 US gallons useable. A
minimum indication of ¼ tank is required before takeoff if the system is to be considered
operational.
Fluid quantity is measured by a sender (see below) which transmits an electrical signal to the
fluid quantity indicator (see below).
A strainer (see Figure 10) is fitted inside the tank outlet nipple.
(a) Removal
System, 12-10-00.
2 Remove filler cap.
3 Remove wing access plate aft of tank and inboard W. S. 117.50.
4 Loosen and remove six (6) screws securing filler throat to wing skin and tank bladder
nutplate.
5 Loosen and remove two (2) bolts and washers securing fluid quantity sender
mounting bracket to stringer.
6 Pull the top, sides, and bottom of the tank away from the “Dual Lock” (i.e. - hook and
loop) strips securing it to the wing skin and ribs.
CAUTION: TAKE CARE NOT TO CRUSH OR DEFORM THE STRAINER OR
FLUID QUANTITY SENDER.
7 Collapse tank bladder sufficient to fit through the access plate opening and pull it
through.
8 Disconnect fluid quantity sender electrical leads.
9 Loosen two (2) hose clamps and remove fluid tank vent tubing from fluid tank vent
nipple. Cap vent tubing.
10 Loosen two (2) hose clamps and remove strainer from tank outlet nipple.
11 Remove fluid tank from airplane.
(b) Installation
1 Apply sealant to strainer as shown in Figure 10.
2 Place two (2) hose clamps over the fluid tank outlet nipple and insert strainer,
ensuring strainer outlet elbow faces aft and strainer retaining loop captures strainer
inside tank bladder.
3 Tighten both hose clamps.
4 Place two (2) hose clamps over the fluid tank vent nipple. Uncap fluid tank vent
tubing and insert tubing into nipple.
5 Tighten both hose clamps.
CAUTION: TAKE CARE NOT TO CRUSH OR DEFORM THE STRAINER OR
FLUID QUANTITY SENDER.
6 Connect fluid quantity sender electrical leads.
7 Collapse tank bladder sufficient to fit through the access plate opening and place it in
the wing.
4D5 30-10-00 Aug

PAGE 21
15/07
MAINTENANCE MANUAL
105401 G
FLUID TANK W.S. 105410 A
117.50
BOLT (AN3-4A)
WASHER (NAS1149F0332P)
DOUBLER (2 PLACES)
FILLER CAP ASSY MOUNTING BRACKET

(SEE DETAIL A) FLANGE
FWD DETAIL C
(LOOKING OUTBOARD)
OUTBD
F.S.
92.35
MOUNTING BRACKET
(SEE DETAIL C)
FLUID QUANTITY SENDER
(SEE DETAIL B)
STRAINER
(SEE FIGURE 10) VENT NIPPLE
STRAINER RETAINING LOOP
RIGHT WING LOOKING DOWN

(WING SKIN REMOVED FOR CLARITY)
FILLER CAP BOLT (AN3-5A)

SCREW (MS35191-273)
FILLER LOCTITE 222MS WASHER (NAS1149F0332P)
THROAT (6 PLACES) (5 PLACES)
TORQUE TO 20 IN.-LBS. MAX. TORQUE TO 30 IN.-LBS.
CORK SEAL SENDER ASSY.

WING
SKIN
CORK
GASKET
TYPE 1 SEALANT
FLUID TANK (SEE CHART 5)
FLUID TANK BONDED DOMED NUTPLATE
BONDED DOMED NUTPLATE MOUNTING BRACKET
W.S. DETAIL B
117.50
DETAIL A
(LOOKING AFT) (LOOKING OUTBOARD)
TKS Fluid Tank Installation

Figure 9
PAGE 22
Aug 15/07 30-10-00 4D6
MAINTENANCE MANUAL
8 Ensure it completely fills the space forward of the access plate and that the “Dual
Lock” (i.e. - hook and loop) strips on the tank bladder top, bottom, and sides fully
engage the corresponding “Dual Lock” (i.e. - hook and loop) strips on the wing skins
and ribs.
9 Position filler throat through cork seal into wing skin filler opening and into tank
bladder filler opening. Secure filler throat to wing skin and tank bladder nutplate with
six (6) screws. Apply Loctite and torque as specifed in Figure 9.
10 Put fluid quantity sender mounting bracket in position and secure to stringer with
bolts and washers.
12-10-00.
12 Reinstall filler cap.
15 Replace and secure wing access plate.
(4) Fluid Tank Strainer (See Figure 10.)
A strainer is fitted inside the fluid tank (see above) outlet.
(a) Inspection
Remove and clean the fluid tank strainer each 100 hours.
(b) Removal and Installation
See Fluid Tank: Removal; and Installation, above.
W.S.106.19 W.S.117.50 AS&T 12751-09
SEAL AROUND FITTING AND STRAINER WITH TYPE 1 SEALANT (SEE CHART 5)
STRAINER
FLUID TANK
FLUID
TANK
STRAINER CLAMPS NIPPLE
RETAINING OUTLET
A A LOOP FITTING
LOOKING FWD VIEW A - A
TKS Fluid Tank Strainer Installation

Figure 10
4D7 30-10-00 Aug

PAGE 23
15/07
MAINTENANCE MANUAL
(5) Fluid Quantity Sender (See Figures 9 and 11.)

Fluid quantity is measured by a sender in the fluid tank (see above) which transmits an
electrical signal to the fluid quantity indicator (see Figure 11).
(a) Testing / Calibration
The fluid quantity sender can be bench tested and calibrated as follows:
1 Remove sender from airplane per removal, below.
2 Connect the sender to a 28 Vdc regulated power supply and a voltmeter as shown in
Figure 11.
3 Apply power to the sender and verify that the voltmeter shows zero Vdc for EMPTY.
Turn power OFF.
4 Submerge the sender in TKS-approved deicing fluid in a container sufficiently deep
to cover the full length of the sender as if it were installed in the fluid tank. See
Figure 11.
5 Apply power to the sender and verify that the voltmeter shows five (5) Vdc for FULL.
If not, adjust the gain potentiometer on the top of the sender until the voltmeter
shows five (5) Vdc.
6 Turn power OFF. Calibration is complete.
(b) Removal
1 Remove fluid tank per Fluid Tank, Removal, above.
2 Remove five (5) bolts and washers securing fluid quantity sender to mounting
bracket and tank bladder nutplate.
3 Remove sender.
(c) Installation
1 Position fluid quantity sender into fluid tank bladder.
2 Secure fluid quantity sender to mounting bracket and tank bladder nutplate with five
(5) bolts and washers. Torque as specified in Figure 9.
3 Install fluid tank per Fluid Tank, Installation, above.
(Female)
FLUID QUANTITY
C5 Power
SENDER
28 Vdc
REGULATED Signal
POWER Ground FLUID LEVEL
SUPPLY
(FULL = COVERS THE
ENTIRE LENGTH OF
THE SENDER)
EMPTY = 0
FULL = 5 TKS
CONTAINER
DEICE
FLUID
Vdc
TKS Fluid Quantity Sender Calibration

Figure 11
PAGE 24
Aug 15/07 30-10-00 4D8
MAINTENANCE MANUAL
(6) Fluid Quantity Indicator

Fluid quantity is measured by a sender (see above) in the fluid tank (see above) which
transmits an electrical signal to the lighted fluid quantity indicator. The fluid quantity indicator is
an analog gauge. This display dims for night operation.
(a) Removal and Installation
See Removal and Installation, Face-Mounted Instruments, 39-10-00.
(b) Full Range Check
To verify fluid quantity indication accuracy:
1 Drain the system per Deicing Fluid Tank, Draining, under Inadvertant Ice Protection
System (TKS), in 12-10-00.
2 Turn ON the master switch.
3 Confirm that the Fluid Quantity Indicator reads “E”.
4 Add 2.125 gallons per Filling, Deicing Fluid Tank, Inadvertent Ice Protection System,
12-10-00.
5 Confirm that the Fluid Quantity Indicator reads “1/2” ± 1/8.
6 Add an additional 2.125 gallons per Filling, Deicing Fluid Tank, Inadvertent Ice
Protection System, 12-10-00.
7 Confirm that the Fluid Quantity Indicator reads “F”.
8 If the Fluid Quantity Indicator reads as required above, replace the fluid tank filler
cap.
9 If the Fluid Quantity Indicator fails to read as required above:
a first, recalibrate the fluid quantity sender per Fluid Quantity Sender,
Testing/Calibration, above;
b if sender recalibration fails to correct the problem, replace the Fluid Quantity
Indicator.
4D9 30-10-00 Aug

PAGE 25
15/07
MAINTENANCE MANUAL
(7) Filter (See Figure 12.)

The deicing fluid passes through a microfilter (located under the forward baggage
compartment floor - left side, or in later airplanes, in the right wing root) prior to distribution to
the porous panels and propeller. The filter assures all contaminants are removed from the fluid
and prevents panel blockage.
(a) Removal
System, 12-10-00.
2 Remove the forward baggage compartment floor and the access panel on the left
side of the nose, or in later airplanes, the right wing access panels.
3 Disconnect and cap the deice fluid tubing from the filter inlet and outlet.
4 Remove four (4) nuts and washers and remove filter.
(b) Installation
1 Place filter into position, sliding its mounting lugs over the four (4) studs.
2 Secure with four (4) nuts and washers.
3 Uncap and connect the deice fluid tubing to the filter inlet and outlet.
12-10-00.
7 Replace and secure either the forward baggage compartment floor and the access
panel on the left side of the nose, or in later airplanes, the right wing access panels.
PAGE 26
Aug 15/07 30-10-00 4D10
MAINTENANCE MANUAL
S/N’S 3232054 THRU 3232066; AND, 105401 G

3255048 THRU 3255051
TEST PORT
F.S.
33.40
FWD
W
O
FL
FLOW
BAGGAGE
DOOR
FILTER
F.S.
FL
O
W
49.50
FLOW
FLOW FLOW
FIREWALL FUEL LINE (REF)
S/N’S 3255067 AND UP

105410 NEW
SYSTEM
W.S. DRAIN
36.92 PUMP
W.S.
49.25
TEST PORT
FWD
RIGHT WING
FLOW
FILTER
TKS System Filter Installation

Figure 12
4D11 30-10-00 Aug

PAGE 27
15/07
MAINTENANCE MANUAL
(8) Proportioning Units

The proportioning units divide the flow into the volumetric requirements of each panel or
device supplied through the unit. Four units are installed: one in each wing, one in the tail, and
one under the forward baggage compartment floor. See Figure 13 for specific locations.
(a) Testing
The following test provides a simple flow / no-flow check and can be used when a
blockage is suspected.
1 Gain access to the specific unit.
2 For wing or stabilator, consult Chart 6 and Figure 14 to determine which port feeds
the suspect area of the panel in question.
3 Disconnect the installed feed line from the outlet port feeding the suspect panel area.
NOTE: If desired, a length of nylon tubing with the appropriate coupling can be
fashioned and installed to route fluid to a collection jar.
4 Turn ON the master switch and then set the TKS switch to NORM. Observe (or have
an assistant observe) the suspect port (or tubing routed to a collection jar from the
suspect port). If fluid flow is observed from the outlet port, the proportioning unit is
OK. If no flow observed, replace proportioning unit.
5 Turn OFF TKS switch and turn OFF master switch.
6 If used, disconnect the nylon test tubing from the suspect port. Remove it and the
collection jar.
7 Reconnect the nylon feed line from the porous panel or propeller to the outlet port
just tested. Clean up any split fluid.
8 Replace and secure any access plates or panels previously removed.
CHART 6
PROPORTIONING UNIT PORT USAGE
Unit Port Panel No./Feed Location

Left Wing 1 680-886 / Center (Outboard)
2 680-876 / Outboard
3&6 Blank
4 680-886 / Center (Inboard)
5 680-875 / Inboard
7 690-929 / Stall Strip
Right Wing 1 680-877 / Inboard
2 Blank
3&6 Blank
4 680-878 / Outboard (Inboard)
5 680-878 / Outboard (Outboard)
7 690-929 / Stall Strip
Tail 1 Blank
2 (Aft) 680-884 / Right Stabilator
3 (Fwd) 680-883 / Left Stabilator
Propeller 1 Slinger Ring
PAGE 28
Aug 15/07 30-10-00 4D12
MAINTENANCE MANUAL
(b) Removal
1 Wing unit
The wing units are outboard the rib at W. S. 140.090 and just forward of the rear spar.
Access is via the adjacent access plates on the underside of the wing.
a Drain TKS system. See Draining, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
b Remove wing access plates inboard and outboard of W. S. 140.090.
c Via the outboard access: disconnect four (4) (right wing) or five (5) (left wing)
nylon feed tubes from the outlet ports.
NOTE: Refer to Figure 13 to identify outlet Port 1 and label each feed tube with
its corresponding port number as it is disconnected. Outlet ports are
numbered clockwise from Port 1.
d Via the inboard access: disconnect the nylon supply tubing from the inlet port.
e Via the outboard access: loosen and remove two (2) bolts, washers, and
spacers.
f Remove proportioning unit.
2 Tail unit
The tail unit is aft of the cabin rear closeout panel (i.e. - aft of the bulkhead at F. S.
187.837).
System, 12-10-00.
b Remove cabin rear closeout panel.
c Disconnect two (2) nylon feed tubes from the outlet ports.
NOTE: Refer to Figure 13 to identify the outlet ports and label each feed tube
with its corresponding port number as it is disconnected.
d Disconnect the nylon supply tubing from the inlet port.
e Loosen and remove two (2) screws, lockwashers, and washers.
3 Propeller unit
The propeller unit is clamped to a fuel line aft of the firewall and under the forward
baggage compartment floor. It is on the left side, near F.S. 41.45. (See Figure 13.)
System, 12-10-00.
b Remove forward baggage compartment floor.
c Disconnect nylon feed tubing from the outlet port.
d Disconnect the nylon supply tubing from the inlet port.
e Loosen and remove bolt, washer, and nut from clamp.
4D13 30-10-00 Aug

PAGE 29
15/07
MAINTENANCE MANUAL
105401 G
AS&T 12751-22
105410 NEW
PROPORTIONING UNIT PROPORTIONING UNIT

FWD
FWD
W.S. 140.090 RE
R AR
PA
ARS SP
AR
RE
PORT 1
PORT 1
BOLT, WASHER, AND SPACER BOLT, WASHER, AND SPACER

(2 PLACES) (2 PLACES)
DETAIL A DETAIL B
(RIGHT WING) (LEFT WING)
SCREW, LOCK WASHER,

F.S.
AND WASHER (2 PLACES)
187.837
C
PROPORTIONING UNIT
A D FWD
PORT 3 PORT 2
LEFT (FWD) (AFT)
DETAIL C
(TAIL)
F.S. F.S.
33.40 33.40
F.S. F.S.
TEST PORT L.B.L.
49.50 49.50
6.00
FWD
FUEL LINE (REF)
FILTER
W
O
FL
VIEW E - E
FLOW
PROPORTIONING
UNIT
PROPORTIONING
UNIT
FL
O
W
FLOW
FUEL LINE (REF)
FLOW FLOW
FIREWALL
E E
S/N’S 3232054 THRU 3232066; AND, DETAIL D
3255048 THRU 3255051 (PROPELLER) S/N’S 3255067 AND UP
TKS Proportioning Unit Installation

Figure 13
PAGE 30
Aug 15/07 30-10-00 4D14
MAINTENANCE MANUAL
(c) Installation
1 Wing unit
The wing units are outboard the rib at W. S. 140.090 and just forward of the rear spar.
Access is via the adjacent access plates on the underside of the wing.
a Place proportioning unit in position and secure with two (2) bolts, washers, and
spacers.
b Via the inboard access: connect the nylon supply tubing to the inlet port.
c Via the outboard access: connect four (4) (right wing) or five (5) (left wing) nylon
feed tubes to the appropriate outlet ports as marked on each tube during
removal.
d Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
e Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
f Perform 50 Hour Inspection, above. Check for leaks while pump is running.
g Reinstall wing access plates inboard and outboard of W. S. 140.090.
2 Tail unit
The tail unit is aft of the cabin rear closeout panel (i.e. - aft of the bulkhead at F. S.
187.837).
a Place propor tioning unit in position and secure with two (2) screws,
lockwashers, and washers.
b Connect the nylon supply tubing to the inlet port.
c Connect the two (2) nylon feed tubes to the appropriate outlet ports as marked
on each tube during removal.
d Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
e Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
f Perform 50 Hour Inspection, above. Check for leaks while pump is running.
g Replace and secure cabin rear closeout panel.
3 Propeller unit
The propeller unit is clamped to a fuel line aft of the firewall and under the forward
baggage compartment floor. It is on the left side, near F.S. 41.45. (See Figure 13.)
a Place proportioning unit in position at clamp.
b Secure with bolt, washer, and nut.
c Connect the nylon supply tubing to the inlet port.
d Connect nylon feed tubing to the outlet port.
e Refill TKS system. See Filling, Deicing Fluid Tank, Inadvertent Ice Protection
System, 12-10-00.
f Prime pump. See Pump Priming, Inadvertent Ice Protection System, 12-10-00.
g Perform 50 Hour Inspection, above. Check for leaks while pump is running.
h Reinstall forward baggage compartment floor.
4D15 30-10-00 Aug

PAGE 31
15/07
MAINTENANCE MANUAL
105401 G
13
2 1 1 2
1 1
680-875
5 680-877
680-886 14 680-878
680-876
5 5
10
9
FLOW
7
12
FLUID LINES 15 11
3/16 IN. Stainless Steel
3/16 IN. O.D. Nylon
5/16 IN. O.D. Nylon 8
1 1
680-883 680-884
1. POROUS PANEL
2. STALL STRIP (P/N 690-929)
3. PROPELLER BOOT
4. PROPELLER SLINGER
5. PROPORTIONING UNIT
6. SYSTEM FILTER
7. FLUID PUMP
8. SYSTEM DRAIN
9. FLUID TANK
10. FLUID QUANTITY SENDER
11. STRAINER
12. FLUID TANK VENT
13. FLEXIBLE HOSE
14. TEST PORT
15. CHECK VALVE
Note: Part numbers shown are reference only. See Parts Catalog before ordering.
Effectivity
3232054 thru 3232066, TKS Fluid Schematic
and 3255048 thru 3255051 Figure 14 (Sheet 1 of 2)
PAGE 32
Aug 15/07 30-10-00 4D16
MAINTENANCE MANUAL
105410 NEW
13
2 1 1 2
1 1
680-875
5 680-877
680-886 14 680-878
680-876
5 5
10
9
7
12
FLUID LINES
11
3/16 IN. Stainless Steel
3/16 IN. O.D. Nylon
1/2 IN. O.D. Nylon 5 15
6
FLOW
1 1
680-883 680-884
1. POROUS PANEL
2. STALL STRIP (P/N 690-929)
3. PROPELLER BOOT
4. PROPELLER SLINGER
5. PROPORTIONING UNIT
6. SYSTEM FILTER
7. FLUID PUMP
8. SYSTEM DRAIN
9. FLUID TANK
10. FLUID QUANTITY SENDER
11. STRAINER
12. FLUID TANK VENT
13. FLEXIBLE HOSE
14. TEST PORT
15. CHECK VALVE
Note: Part numbers shown are reference only. See Parts Catalog before ordering.
TKS Fluid Schematic Effectivity

Figure 14 (Sheet 2 of 2) 3232067 and up
4D17 30-10-00 Aug

PAGE 33
15/07
MAINTENANCE MANUAL
(9) Tubing
A system of nylon and stainless steel tubing distributes the deice fluid from the fluid tank to
proportioning units (supply tubing). And from the proportioning units to the porous panels and
propeller blades (feed tubing). See Figure 14.
(a) Troubleshooting
See Chart 5.
(b) Inspection
See Inspection, Nylon Tubing Couplings, 20-00-00.
(c) Removal and Installation
See Nylon Tubing Couplings, 20-00-00.
G. Electrical
See Figure 15.
CHART 7
TROUBLESHOOTING TKS TUBING
Loose olive. Insufficient clenching Apply additional
torque applied. tightening action.
Clenching tool or Renew clenching tool
coupling body worn. or coupling body and
reclench olive.
Distorted olive. Overtightening during Discard tubing with
clenching operation. distorted olives,
remake joints with
new components using
less torque.
Leakage from Sealing damaged, Reassemble joint as
coupling joint. omitted or incorrectly detailed in 20-00-00.
fitted.
Olive loose, damaged Renew olive and tubing
or incorrectly fitted. as necessary.
Coupling body worn or Renew coupling body
damaged. as necessary.
Coupling nut loose. Tighten coupling nut
as detailed in 20-00-00.
PAGE 34
Aug 15/07 30-10-00 4D18
MAINTENANCE MANUAL
TKS GAUGE
POST LIGHT
LEVEL INDICATOR TO EXISTING SWITCH
LIGHTING
GROUND 9
C2 C4
C1
FLUID QTY
SENDER
POWER (OUT) 5 4 4 3 3 POWER

GROUND (OUT) 8 3 3 2 2 GROUND
POWER (28 VDC) 1
C3
GND METERING PUMP
CIRCUIT BREAKER PANEL
TKS GAUGE
MAIN 4 4 0V
BUS 1
CB31 REF ICE PROTECTION 3 3 GROUND
2 2 2 2 HI
A B
MAX
CIRCUIT BREAKER PANEL 6
5 4 1 1 1 1 LO
TKS PWR
OFF
MAIN 1
BUS 5 2 3
CB32 REF MIN
CONNECTORS FLUID
QUANTITY
1 2 3 4 5 3 1 INDICATOR
6 4
6 7 8 9 9 7 FRONT
C1 C2 C3, C4 F
FLUID 1/2
QTY
E
Electrical Load Schedule

Current - Ampere Power Watts
Component Type of Load Normal Starting (Nominal)
BACK
Operating Peak
D.C. Motor
Metering 42
MAX 1.5 12 approx 1 2 3 4 5
Pump 36
NORM 1.3 12 approx 6 7 8 9
Fluid Quantity
Indicator Resistive 0.1 - 2.8 C1
Fluid Qty Indicator
Lamp .01 - .28
E.L. Light
TKS Electrical Schematic

Figure 15
4D19 30-10-00 Aug

PAGE 35
15/07
MAINTENANCE MANUAL
PAGE 36
Aug 15/07 30-10-00 4D20
MAINTENANCE MANUAL
4D21 30-10-00 Aug

PAGE 37
15/07
MAINTENANCE MANUAL
PAGE 38
Aug 15/07 30-10-00 4D22
MAINTENANCE MANUAL
PITOT AND STATIC
The heated pitot-static mast installed in these airplanes is controlled by a single switch in the center of
the instrument panel.
The system is quite simple in that it comprises only a heated pitot-static head, an ON-OFF switch, and a
circuit breaker to protect the circuit. The pitot-static head is installed on the left wing.
Pitot/Static System Installation

Figure 1
4D23 30-30-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
RIVETS (10 PLCS)
MAST ASSY
COVER
SEE CHAPTER 91 FOR WIRING DETAIL

PRESSURE
SCREW
AND
LOCKWASHER (4 PLCS)
PITOT TUBE
Heated Pitot Head

Figure 2
PAGE 2
Aug 15/07 30-30-00 4D24
MAINTENANCE MANUAL
4E1 30-30-00 AugPAGE 3

15/07
MAINTENANCE MANUAL
PAGE 4
Aug 15/07 30-30-00 4E2
MAINTENANCE MANUAL
PROPELLER
Inadvertent Ice Protection System (TKS) (Optional)

The optional Inadvertent Ice Protection System (TKS) is a “weeping wings” system which pumps a
glycol-based deicing fluid out the wing and stabilator leading edges and along the propeller blades to
reduce ice formation and adherence. This is intended to allow a pilot inadvertently encountering icing
conditions additional time to find non-icing conditions safely.
A. Description
(1) General
The TKS system consists of laser-drilled titanium porous panels attached to the leading edges
of the wings and stabilator. Grooved rubber boots are attached to the inner leading edge of
each propeller blade. Nylon and stainless steel tubing feed these panels and boots from a
deice fluid tank mounted in the right wing. A two-speed pump and four proportioning units
meter the fluid flow. A micro-filter ensures contaminants are removed from the deice fluid and
not allowed to clog the porous panels. A deice fluid quantity indicator and a control switch are
mounted in the instrument panel.
See 30-10-00 for details of the fluid storage and distribution system.
(2) Propeller
The feed to the propeller consists of nylon tubing from the system filter to the proportioning unit
and then to the firewall. A flexible hose then runs from the firewall to the rear engine baffle and
stainless steel tubing is used from the rear engine baffle to the front of the engine. There a
nozzle is fitted to direct fluid into the slinger ring which is attached to the spinner backplate.
The slinger ring has three outlets which feed fluid through a tube to the root of each propeller
blade. Grooved rubber boots attached to the inner leading edge of each propeller blade aid the
even distribution of deicing fluid over the propeller blades.
B. Troubleshooting
See Chart 1, 30-10-00.
4E3 30-60-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
C. Components
(1) Slinger Ring (See Figure 1.)
The slinger ring is mounted on the aft side of the spinner bulkhead. Deice fluid is caught in the
inner lip of the slinger ring and routed through the slinger ring and spinner bulkhead to a
stainless steel feed-tube mounted at the root of each propeller blade via three hollow feed-
bolts.
(a) Removal
1 Remove propeller per 61-10-00.
2 Loosen the propeller blade feed-tube connector nut at each of the three slinger ring
feed-bolts.
3 Cut safetywire at each of the three slinger ring feed-bolts.
4 Remove three (3) feed-bolts, bonded seals, O-rings, spacers, washers, and nuts; and
remove slinger ring.
(b) Installation
1 Install spinner bulkhead, if not already.
2 Assemble three (3) feed-bolts, bonded seals, O-rings, and spacers on slinger ring
and position slinger ring on spinner bulkhead.
3 Secure feed-bolts with washers and nuts, and tighten.
4 Safetywire feed-bolt nuts to adjacent safetywire screws.
5 Connect each of the three (3) feed-tube nuts to the corresponding slinger ring feed-
bolt and tighten.
6 Install propeller per 61-10-00.
(2) Propeller Blade Feed-Tubes (See Figure 1.)
A stainless steel feed-tube mounted at the root of each propeller blade routes deice fluid from
the slinger ring feed-bolt to the grooved rubber boot on the blade.
(a) Removal
1 Loosen the connector nut at the slinger ring feed-bolt.
2 Loosen the propeller hub bolt securing the P-clip and slide the feed tube inboard until
the tube end clears the P-clip.
(b) Installation
1 Insert the outlet end of the feed-tube into the inboard side of the P-clip and slide the
feed-tube outboard until the inlet tube end aligns with the slinger ring feed-bolt.
2 Connect the feed-tube nut to the slinger ring feed-bolt and tighten.
3 If not already, set the propeller fully in fine pitch.
4 Position the outlet end of the feed-tube approximately .25 inch above the second
groove (from forward edge) of the propeller boot and tighten propeller hub bolt to
hold P-clip and feed tube in that position.
(3) Grooved Rubber Boots
Grooved rubber boots are attached to the inner leading edge of each propeller blade to aid the
even distribution of deicing fluid over the propeller blades.
(a) Removal
See Hartzell Manual No. 133C, Revision 17 or later.
(b) Installation
Trim and locate the new boot as shown in Figure 30-16. Install per Hartzell Manual No.
133C, Revision 17 or later.
PAGE 2
Aug 15/07 30-60-00 4E4
MAINTENANCE MANUAL
AS&T 12751-37
SAFETYWIRE SCREW, WASHER, & LOCKNUT
(3 PLACES)
SAFETYWIRE
SPINNER BULKHEAD
FEED TUBE
NUT SLINGER RING
FEED BOLT
A
FEED TUBE BONDED SEAL
NUT O-RING
WASHER SPACER
FEED TUBE
2ND GROOVE
PROP BOOT
P-CLIP
FEED TUBE
PROP HUB
BOLT
AFT FWD
VIEW A
(ROTATED 90°) FEED TUBE / PROP BOOT ALIGNMENT
TKS Propeller Installation

Figure 1
4E5 30-60-00 AugPAGE 3

15/07
MAINTENANCE MANUAL
AS&T 12751-33
12.5 IN.
TRIM BOOT TO 12.5 IN. LENGTH

WITH A 2.0 IN. RADIUS.
BOOT
C/L
R 2.0 IN.
1.5 IN.
HUB
BLADE
THIS DIMENSION MUST BE SYMMETRICAL ON BOTH SIDES OF THE

PROPELLER BLADE TO PLACE THE CENTER RIB OF THE RUBBER
BOOT DIRECTLY OVER THE LEADING EDGE OF THE PROPELLER.
TKS Propeller Boot Trimming and Alignment

Figure 2
PAGE 4
Aug 15/07 30-60-00 4E6
MAINTENANCE MANUAL
4E7 30-60-00 AugPAGE 5

15/07
MAINTENANCE MANUAL
PAGE 6
Aug 15/07 30-60-00 4E8
MAINTENANCE MANUAL
CHAPTER
31
INDICATING /
RECORDING
SYSTEMS
4E9
MAINTENANCE MANUAL
4E10
MAINTENANCE MANUAL
CHAPTER 31
CHAPTER CHAPTER


2 Aug 15/07
31-50-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
11 Aug 15/07
12 Aug 15/07
13 Aug 15/07
14 Aug 15/07
4E11 31 - LIST OF EFFECTIVE PAGES PAGE 1

Aug 15/07
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 31 - LIST OF EFFECTIVE PAGES 4E12
MAINTENANCE MANUAL
CHAPTER 31 - INDICATING / RECORDING SYSTEMS
TABLE OF CONTENTS
CENTRAL WARNING SYSTEMS 31-50-00 1 4E15

Description and Operation 1 4E15
Annunciator Panel 1 4E15
4E13 31 - CONTENTS AugPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 31 - CONTENTS 4E14
MAINTENANCE MANUAL
CENTRAL WARNING SYSTEMS

A. Standard and Avidyne Entegra EFIS-equipped
An annunciator panel mounted in the top center of the instrument panel provides centralized
warning for the following systems: oil pressure, alternator, bus voltage, vacuum, starter, baggage
door, pitot heat, and air conditioning (if installed). Annunciator panel lights are provided only as a
warning to the pilot that a system may not be operating properly. The applicable system indicators
(i.e. - gauges) should be checked and monitored to determine when, or if, any action is required.
B. Garmin 1000 EFIS-equipped
Annunciation in airplanes equipped with the optional Garmin 1000 EFIS is integrated into the PFD
with the exception of landing gear warning. See Chart 2 for an explanation of the Garmin 1000
annunciation and alerts.
2. Troubleshooting
See Chart 1 for standard and Avidyne Entegra EFIS-equipped airplanes. See Chart 2 for Garmin 1000
EFIS-equipped airplanes.
When checking the annunciator panel lighting system, the master switch must be on in order for lights to
operate. Ensure that the appropriate circuit breaker is pushed ON.
NOTE: Press-to-Test switch tests only the operation of the annunciator light bulbs. It does not test
functioning of the warning circuit.
See 33-10-00, for annunciator panel light bulb replacement procedure.
3. Annunciator Panel (Standard and Avidyne Entegra EFIS-equipped airplanes only) (See Figure 1.)
The annunciator panel consists of two rows of eight (8) colored lights which warn of malfunctions in
various circuits or systems. A malfunction is identified by illumination of an individual warning light. There
will typically be eight (8) or nine (9) warning lights (depending on installed options). Power is supplied
from bus bar through a 5 amp ANNUN PANEL circuit breaker.
VACUUM NO.1 INOP warning light is controlled by a vacuum sensor switch located below the forward
baggage compartment floor and is attached to a vacuum regulator. The switch will activate when
differential pressure from the upper engine-driven vacuum pump (i.e. - NO.1) is below 3.5 in. hg.
VACUUM NO.2 INOP warning light is controlled by a vacuum sensor switch located below the forward
baggage compartment floor and is attached to a vacuum regulator. The switch will activate when
differential pressure from the lower engine-driven vacuum pump (i.e. - NO.2) is below 3.5 in. hg.
NOTE: In S/N’s 3232014 & up and S/N’s 3255015 & up equipped with the Avidyne Entegra EFIS, no
vacuum system is installed.
OIL PRESSURE warning light is controlled by an oil pressure switch in oil line, located at bulkhead.
Sensor switch will activate when oil pressure is below 35 psi.
ALTERNATOR INOP warning light comes from the alternator winding through a fuse to an alternator out
switch which controls the annunciator light.
BAGGAGE DOOR annunciator lights when baggage door is not properly closed
PITOT HEAT OFF/INOP annunciator lights when pitot heat fails or is selected off.
STARTER ENGAGE annunciator lights to indicate when the starter is engaged.
LOW BUS VOLTAGE annunciator lights to indicate low voltage supply to the bus.
AIR/COND DOOR OPEN ( optional ) annunciator lights when air conditioner door is not properly closed.
4E15 31-50-00 AugPAGE 1

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MAINTENANCE MANUAL
STANDBY ALTERNATOR ON (with Avidyne Entegra installed). If the primary alternator fails in flight, the
standby regulator will sense the drop in system voltage and automatically activate the standby alternator.
If the current requirement is over 20 amps when the standby alternator is activated, the STBY ALT ON
annunciator light will flash. Reducing the current usage to 20 amps or less will cause the annunciator
light to cease flashing and light steadily.
The press-to-test button is used to check operation of lights when engine is running. Lights will work
when engine is not running with master switch turned on.
85316 P
OIL ALTERNATOR LOW BUS VACUUM STARTER BAGGAGE

PRESSURE INOP VOLTAGE NO.1 INOP ENGAGE DOOR
PITOT HEAT VACUUM

OFF / INOP NO.2 INOP
STANDARD
OIL ALTERNATOR LOW BUS STARTER BAGGAGE

PRESSURE INOP VOLTAGE ENGAGE DOOR
PITOT HEAT
OFF / INOP
WITH AVIDYNE ENTEGRA EFIS
OIL ALTERNATOR LOW BUS STARTER BAGGAGE

PRESSURE INOP VOLTAGE ENGAGE DOOR
PITOT HEAT STBY ALTR

OFF / INOP ON
WITH AVIDYNE ENTEGRA EFIS AND STANDBY ALTERNATOR
NOTE: When the Garmin 1000 EFIS is installed, annuciation is included in the PFD.
Annunciator Panel
Figure 1
PAGE 2
Aug 15/07 31-50-00 4E16
MAINTENANCE MANUAL
TROUBLESHOOTING ANNUNCIATOR
All warning lights Defective/tripped Reset/replace 5 amp CB.

fail to operate circuit breaker.
No current from bus. Check all wire segments,
connections, and the
receptacle at the left side of
the annunciator panel.
All the warning lights fail to Test switch grounded out. Check terminals and
extinguish after engine is replace switch if necessary.
running
OIL PRESSURE warning light Bulb burned out. Replace.
fails to operate.
No ground to sensor. Check all wire segments
and connections
Sensor activates at too low Replace.
a setting.
Defective sensor. Replace.
OIL PRESSURE warning light Sensor activates at too high Replace sensor.
fails to extinguish. a setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace sensor.
VACUUM INOP warning light(s) Bulb(s) burned out. Replace bulb(s).
fails to operate.
No ground to sensor. Check all wire segments
and connections.
Sensor(s) activates at too low a Replace sensor(s).
setting.
Defective sensor(s). Replace sensor(s).
VACUUM INOP warning light(s) Sensor(s) activates at too high a Replace sensor(s).
fails to extinguish. setting.
Sensor(s) terminals bridged. Remove material between
terminals.
Defective sensor(s). Replace sensor(s).
ALTERNATOR INOP warning Bulb burned out. Replace bulb.
light fails to operate.
No current from bus Check all wire segments
to resistor. and connections.
Defective Alt out switch. Replace switch.
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MAINTENANCE MANUAL
ALTERNATOR INOP warning Blown fuse. Replace 1/4 amp fuse near
light fails to extinguish. the alternator.
No current from the fuse to Check all wire segments
the Alternator out switch. and connections.
Test switch fails to activate Bad switch or connections. Check wires and replace
warning lights. switch if necessary
ALTERNATOR INOP warning Diode heat sink shorted Replace teflon insulating
light fails to extinguish, ammeter to airframe. washers. Do not tighten
reads full output. screws excessively.
BAGGAGE DOOR light Bulb burned out. Replace bulb.
fails to operate.
No ground to switch. Check all wire segments
and connections.
Defective switch. Replace switch.
BAGGAGE DOOR light Switch terminals bridged. Remove material between
fails to extinguish. terminals.
Defective switch. Replace switch.
LOW BUS VOLTAGE light Bulb burned out. Replace bulb.
fails to operate.
No ground to monitor. Check wiring to monitor.
Sensor activates at too low
a setting. Replace sensor.
LOW BUS VOLTAGE light 1A fuse open. Replace fuse.
fails to extinguish.
Sensor activates at too high
AIR/COND DOOR OPEN light Bulb burned out. Replace bulb.
fails to operate.
No current to sensor. Check all wire segments
and connections.
PAGE 4
Aug 15/07 31-50-00 4E18
MAINTENANCE MANUAL
AIR/COND DOOR OPEN light Sensor terminals bridged. Remove material between
fails to extinguish. terminals.
STARTER ENGAGE light Bulb burned out. Replace bulb.
fails to operate.
5A fuse open. Replace fuse.
STARTER ENGAGE light Starter contactor terminal Replace contactor.
fails to extinguish. shorted.
Defective annunciator. Replace annunciator.
PITOT HEAT OFF/INOP light Bulb burned out. Replace bulb.
fails to operate.
No current to sensor. Check all wire segments
and connections.
PITOT HEAT OFF/INOP light Heat switch fails to open. Replace switch.
fails to extinguish.
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MAINTENANCE MANUAL
TROUBLESHOOTING GARMIN 1000 ANNUNCIATION
Annunciation Window (Color) Alert Message Solution
ALTNTR INOP (Red) No output from alternator. Ensure that ALTNR FIELD
circuit breaker is closed and
engine is running.
Ensure that the
ALTERNATOR SWITCH is
ON.
Ensure that the EMER
BATT SWITCH is OFF.
Check the fuse between the
alternator and the ALT OUT
SWITCH.
Check wiring between
ALT OUT SWITCH and the
GEA 71.
Troubleshoot alternator and
aircraft electrical system per
24-30-00.
STARTER ENGD (Red) Starter is engaged. Start engine and turn
engine off to see if the
annunciation extinguishes.
Check the fuse between the
starter contactor and the
GEA 71.
Check wiring between the
starter contactor and the
GEA 71.
Troubleshoot starter system
per 81-10-00.
ESS BUS LOW (Red) Essential bus voltage is Start engine to engage
less than 24.5V. alternator.
Ensure that ALTNR FIELD
circuit breaker is closed.
Check for ALTNTR INOP
annunciation.
Check ALT LOAD gauge to
verify that alternator is
outputting current.
Replace voltage regulator.
PAGE 6
Aug 15/07 31-50-00 4E20
MAINTENANCE MANUAL
EMER BATT LOW (Red) Emergency battery voltage is Ensure that the emergency
less than 24V. battery is fully charged
(refer to Concorde Owner /
or Operator manual).
Emergency battery state of Ensure that EMER BAT
charge is less than 75%. circuit breaker is closed.
Plug in Ground Power Unit
or start engine to engage
alternator.
annunciation.
outputting current.
BATT switch is in the ‘Off’
position.
If the EMER BAT voltage is
shown as zero, check the
EMER BAT VOLT fuse.
Check the wiring between
the emergency battery and
the GEA 71.
emergency battery and the
GEA 71.
NO STBY ALT (Red) No output from standby Ensure that the STBY
alternator. ALTNR circuit breaker is
closed.
Ensure that the STBY ALTR
SWITCH is ON.
Check the fuses connecting
the standby alternator shunt
to the GEA.
standby alternator shunt
and the GEA.
standby alternator and the
Essential Bus.
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MAINTENANCE MANUAL
NO STBY ALT (Red) (cont.) No output from standby Troubleshoot the voltage
alternator. (cont.) regulator and standby
alternator per 24-30-00.
OIL PRES LOW (Red) Oil pressure is below 25 psi. Check aircraft oil level.
Sometimes caused by high
temperatures and low
engine RPM. Raise engine
RPM above idle to see if oil
pressure increases.
Troubleshoot oil pressure
sensor for proper operation.
See also 79-30-00.
If oil pressure sensor is OK,
troubleshoot engine oil
system.
OIL PRES HI (Red) Oil pressure is above 115 psi. Check to see if the oil
pressure drops as the
engine oil warms up.
Troubleshoot oil pressure
sensor for proper operation.
If the oil pressure remains
high, troubleshoot engine
oil system.
BAGGAGE DOOR (Yellow) Baggage door is open. Close baggage door.
If annunciation does not
extinguish, check door
switch for proper operation.
Check wiring between
baggage door switch and
GEA 71.
AIR COND DR (Yellow) Air conditioning door is open. Ensure that the A/C-AIR
BLOWER circuit breaker is
closed.
BATT switch is in the ‘Off’
position.
Close air conditioning door.
extinguish, check door
switches for proper operation.
switches and the GEA 71.
PAGE 8
Aug 15/07 31-50-00 4E22
MAINTENANCE MANUAL
EMER BAT NC (Yellow) The emergency battery is not Plug in Ground Power Unit
charging. or start engine to engage
alternator. The voltage of
the GPU or the alternator
needs to be at least 27 V.
Check to see that EMER
BAT circuit breaker is
closed.
annunciation.
outputting current.
Check to see that the
EMER BATT switch is in the
‘Off’ position.
circuit breaker panel and
the emergency battery.
PITOT FAIL (Yellow) Pitot heat is inoperative. Ensure that PITOT HEAT
Cycle pitot heat switch to
see if the annunciation
extinguishes.
Check both of the discrete
inputs to the GEA 71 and
the associated wiring.
Troubleshoot pitot heat
system.
PITOT OFF (Yellow) Pitot heat is off. Turn on pitot heat.
Ensure that PITOT HEAT
Carefully feel the pitot tube
to see if it is warm.
Check both of the discrete
inputs to the GEA 71 and
the associated wiring.
Troubleshoot pitot heat
system.
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MAINTENANCE MANUAL
SHED LOAD (Yellow) Shed electrical load. The SHED LOAD
annunciation is only active
when the main alternator is
offline, causing the standby
alternator to supply more
than 20 amps.
Troubleshoot the loss of the
main alternator per the
instructions for the ALTNTR
INOP warning, above.
Shed non-essential loads
by turning OFF switches or
opening circuit breakers.
NOTE: The SHED LOAD annunciation begins as a white advisory message, see below, then after
five (5) minutes it transitions to a CAUTION alert.
None DISPLAY FAN – The cooling fan This advisory applies to
for the display is inoperative. both the PFD and MFD fan.
Ensure that the AVIONICS
COOLING circuit breaker is
closed.
Check cooling fan wiring.
Replace cooling fan.
None AVIONICS FAN – The cooling fan Ensure that the AVIONICS
for the remote avionics is inop. COOLING circuit breaker is
closed.
Check cooling fan wiring.
Replace cooling fan.
None STBY ALT ON - Standby Normal when main
alternator is ON. alternator is offline. If this
message is present at other
times, check the voltage
regulator setting for the
main alternator and the
standby alternator. The
standby alternator voltage
should be set to 27.0 VDC.
PAGE 10
Aug 15/07 31-50-00 4E24
MAINTENANCE MANUAL
None SHED LOAD - Shed electrical load. The SHED LOAD
annunciation is only active
when the main alternator is
offline, causing the standby
alternator to supply more
than 20 amps.
Troubleshoot the loss of the
main alternator per the
instructions for the ALTNTR
INOP warning, above.
Shed non-essential loads
by turning OFF switches or
opening circuit breakers.
NOTE: The SHED LOAD annunciation begins as a white advisory message, then after 5 minutes it
transitions to a CAUTION alert.
None Air COND DR - Air conditioning Normal when the air
conditioning door is open.
Ensure that the A/C-AIR
BLOWER circuit breaker is
closed.
extinguish when the door is
closed, check the K3 logic
relay for proper operation.
Measure the voltage at pin
66 of P701. 28 VDC should
be present when the air
conditioning door is open,
and zero volts (open)
should be measured at the
pin when the air
conditioning door is closed.
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PAGE 12
Aug 15/07 31-50-00 4F2
MAINTENANCE MANUAL
4F3 31-50-00 Aug

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MAINTENANCE MANUAL
PAGE 14
Aug 15/07 31-50-00 4F4
MAINTENANCE MANUAL
CHAPTER
32
LANDING GEAR
4F5
MAINTENANCE MANUAL
4F6
MAINTENANCE MANUAL
CHAPTER 32
CHAPTER CHAPTER
32-List of 1 Aug 15/07 32-40-00 1 Aug 15/07

3 Aug 15/07
2 Aug 15/07 5 Aug 15/07
6 Aug 15/07
32-00-00 1 Aug 15/07 7 Aug 15/07
2 Aug 15/07 8 Aug 15/07
3 Aug 15/07 9 Aug 15/07
4 Aug 15/07 10 Aug 15/07
11 Aug 15/07
32-10-00 1 Aug 15/07 12 Aug 15/07
2 Aug 15/07 13 Aug 15/07
3 Aug 15/07 14 Aug 15/07
4 Aug 15/07 15 Aug 15/07
5 Aug 15/07 16 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
32-20-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07

Aug 15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 32 - LANDING GEAR
TABLE OF CONTENTS
GENERAL 32-00-00 1 4F11

Description and Operation 1 4F11
MAIN GEAR 32-10-00 1 4F15

Main Gear Oleo 1 4F15
Disassembly 1 4F15
Cleaning, Inspection and Repair 1 4F15
Assembly 2 4F16
Main Landing Gear 4 4F18
Removal 4 4F18
Installation 4 4F18
Main Gear Strut and Wheel Fairings 6 4F20
Removal 6 4F20
Installation 6 4F20
NOSE GEAR 32-20-00 1 4F23

Nose Gear Oleo 1 4F23
Disassembly 1 4F23
Oil Orifice Retainer Ring Installation 2 4F24
Assembly 2 4F24
Nose Landing Gear 4 4G2
Removal 4 4G2
Cleaning, Inspection and Repair 4 4G2
Installation 4 4G2
Alignment 6 4G4
Nose Gear Wheel Fairing 7 4G5
Removal 7 4G5
Installation 7 4G5

15/07
MAINTENANCE MANUAL
CHAPTER 32 - LANDING GEAR
WHEELS AND BRAKES 32-40-00 1 4G9

Wheels 1 4G9
Main Wheel Assembly 1 4G9
Removal and Disassembly 1 4G9
Inspection 2 4G10
Assembly and Installation 2 4G10
Nose Wheel Assembly 2 4G10
Inspection 2 4G10
Repair 3 4G11
Bearing Cup Replacement 4 4G12
Brakes 4 4G12
Brake Adjustment and Lining Tolerance 4 4G12
Wheel Brake Assembly 4 4G12
Hand/Parking Brake Master Cylinder 7 4G15
Removal 7 4G15
Disassembly 7 4G15
Assembly 9 4G17
Toe Brake Cylinder(s) 10 4G18
Removal 10 4G18
Disassembly 10 4G18
Assembly 10 4G18
Brake System Leak Check 12 4G20
Bleeding Brakes 12 4G20
Gravity Procedure 12 4G20
Pressure Procedure 13 4G21
After a Unit Has Been Changed 13 4G21
PAGE 2
MAINTENANCE MANUAL
GENERAL
1. Description
The landing gear is a fixed tricycle type, fitted with 6:00 x 6 main and nose gear wheels. The landing
gear struts are of the air-oil type. The nose gear, steerable through a wide arc, enables a short turning
radius in each direction. To aid in nose wheel and rudder centering and to provide rudder trim there is a
spring device attached to the rudder pedal torque tube assembly. A shimmy dampener is also
incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with a single disc hydraulic brake assembly which is actuated by a
hand lever connected to a cylinder located below and behind the center of the instrument panel, or by
individual cylinders attached to each rudder pedal. The hand lever also doubles as a parking brake and
may be operated by pulling back on the handle and depressing the knob attached to the top of the
handle. To release the parking brake, pull back on the brake handle to disengage the catch mechanism:
then allow the handle to swing, forward. A brake fluid reservoir is installed on the left forward face of the
engine firewall.
2. Troubleshooting
Troubles peculiar to the landing gear are listed in Chart 1, along with their probable causes and
suggested remedies. When troubleshooting the landing gear system, it may be necessary to place the
airplane on jacks. If so, see Jacking, 7-10-00.
4F11 32-00-00 AugPAGE 1

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MAINTENANCE MANUAL
TROUBLESHOOTING LANDING GEAR
Nose landing gear shimmies Internal wear in shimmy Replace shimmy

during fast taxi, take-off, dampener. dampener.
or landing.
Shimmy dampener or Replace necessary parts
bracket loose at mounting. and bolts.
Tire out of balance. Check balance and replace
tire if necessary.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Improper nose wheel Replace with proper fairing.
fairing.
Excessive or uneven wear Incorrect operating Inflate tire to correct
on nose tire. pressure. pressure.
Wear resulting from See “nose landing gear
shimmy. shimmies .....,” above.
Nose gear fails to steer Oleo cylinder binding in Lubricate strut housing.
properly. strut housing. (See Lubrication Chart,
12-20-00.)
Cylinder and/or strut
housing bushings
damaged.
One brake dragging. Determine cause and
correct.
Steering bellcrank loose on Readjust and tighten.
attachment plate.
Steering bellcrank bearing Replace bearing and/or
and/or bolt worn. bolt.
Shimmy dampener galling Replace.
or bending.
Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, take-off, tire if necessary.
or landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
PAGE 2
Aug 15/07 32-00-00 4F12
MAINTENANCE MANUAL
TROUBLESHOOTING LANDING GEAR
Excessive or uneven wear Incorrect operating pressure. Inflate tire to correct

on main tires. pressure.
Wheel out of alignment Check wheel alignment.
(toe in or out).
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or taxiing on rough fluid in strut. and/or fluid.
ground.
Defective internal parts in Replace defective parts.
strut.
4F13 32-00-00 AugPAGE 3

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MAINTENANCE MANUAL
PAGE 4
Aug 15/07 32-00-00 4F14
MAINTENANCE MANUAL
MAIN GEAR
1. Main Gear Oleo (See Figure 1.)

A. Disassembly
The main gear axle and piston tube assembly may be removed from the cylinder housing with the
gear removed from or installed on the airplane. On some airplanes the metering components of the
gear that are located in the top of the housing may be removed, but only with the gear removed
from the airplane. (See Main Gear Assembly - Removal, below.)
(1) Place the airplane on jacks. (Refer to 7-10-00.)
(2) Place a drip pan under the main gear to catch spillage.
(3) The gear axle and piston tube assembly may be removed by the following procedure:
(a) Remove the air from the oleo chamber by depressing the air valve core pin found in the
inspection hole on top of the wing. After the pressure in the oleo chamber has diminished,
remove the valve core pin, attach a small hose to the air valve, and drain the fluid by
slowly compressing the piston tube. If it is desirable to extract more fluid from the
chamber, remove the filler plug, insert a siphon hose and drain fluid from the upper area
of the housing.
(b) Disconnect the flexible brake line at the elbow on the brake assembly.
(c) Disconnect the torque link assembly by removing any one of the three cotter pins,
nuts,washers and bolts. Note arrangement of the components for reinstallation. Carefully
slide the piston tube from the cylinder housing.
(d) The scraper ring located inside the lower end of the cylinder housing may be removed by
first removing the retainer ring, spacer ring and then the scraper ring.
(e) The O-ring seal located just before the scraper ring may be removed by using a curved
wire or spoon shaped tool and inserting it under the ring.
(4) The cylinder head and the orifice assembly, may be removed by the following procedure:
(a) Cut safety wire and remove the bolts that secure the cylinder head in the top of the
housing. Remove the assembly from the housing.
(b) Lubricate and install an O-ring on the cylinder head assembly.
(c) The orifice assembly may be removed from within the housing by rotating it
counterclockwise out of the housing with the use of a .50x .125 stud type spanner
wrench. (Refer to Chapter 95.) Do not remove orifice unless it necessitates replacement.
B. Cleaning, Inspection, and Repair
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect the landing gear oleo components for the following:
(a) Bearing surfaces of housing for excess wear, corrosion, scratches and overall damage.
(b) Retaining ring for cracks, burrs, etc.
(c) Cylinder tube for corrosion, scratches, nicks, excessive wear and misalignment.
(d) Air valve for operation and general condition.
(e) Orifice plate for hole restriction.
(3) Repair of the oleo is limited to smoothing out minor scratches, nicks and dents, and
replacement of parts.
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MAINTENANCE MANUAL
C. Assembly
(1) Install the orifice assembly. if removed. by the following procedure:
(a) Lubricate with hydraulic fluid (MIL-H-5606) and install an O-ring in the annular slot in the
metering orifice.
(b) Insert the orifice through the opening in the top of the gear housing and turn it into the
threaded hole web. Tighten the orifice with the use of a stud type spanner wrench.
(c) Lubricate and install an O-ring or apply a thin layer of Permatex Forma-Gasket No. 6
Sealant, directly underneath the flange of the cylinder head.
(d) Insert the tube of the metering assembly through the opening in the top of the housing
and into the orifice. Use caution not to cut or dislodge the O-ring slot in the orifice.
(e) Secure the metering tube assembly with bolts and safety with MS20995-C32 wire.
(2) Assemble the components of the piston tube on the tube by placing, in order, the retainer ring.
spacer ring and scraper ring. Insert an O-ring into the annular slot in the bottom of the housing.
(3) Lubricate the wall of the piston and carefully insert it into the housing being careful not to
damage or dislocate the O-ring in the housing.
(4) Ascertain that the bushings are installed in the upper and lower torque links and then install
links. At cable end of each link. install with the use of brake line bracket. bearing washers. bolt.
washer. nut and cotter pin. Do not over tighten causing binding or damage to the link. At the
connection point of the upper and lower links. attach with the use of brake line brackets. spacer
washers. grease bolt. washers, nut and cotter pins. Install washers (AN960-816L) under the
head of the bolt to allow a firm sliding fit between the two links.
(5) Slide the scraper and spacer rings into place and secure with the retainer ring in the annular
slot in the bottom of the housing.
(6) Install the hydraulic brake line.
(7) If removed, install the landing gear. (See Main Gear Assembly - Installation, below.)
(8) Service-the oleo strut as given in Servicing Oleo Struts, 12-10-00.
(9) Actuate the gear several times by hand to be certain it operates freely.
NOTE: Links should be loose enough to allow free action of the gear, but also resist side play.
For lubrication of links, refer to 12-20-00.
(10) Remove the drip pan and slowly lower the airplane from the jacks.
(11) If necessary, bleed brakes. (See Bleeding Brakes, 32-40-00.)
PAGE 2
Aug 15/07 32-10-00 4F16
MAINTENANCE MANUAL
Main Gear Oleo Strut

Figure 1
4F17 32-10-00 AugPAGE 3

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MAINTENANCE MANUAL
2. Main Landing Gear (See Figure 2.)

A. Removal
(2) Place a drip pan under the main gear to catch spillage.
(3) If desired, remove the air from the oleo chamber by depressing the air valve core pin found in
the inspection hole on top of the wing. After the pressure in the oleo chamber has diminished,
remove the valve core pin and attach a small hose to the air valve and drain the fluid by slowly
compressing the piston tube. If it is desirable to extract more fluid from the chamber, remove
the filler plug, insert the siphon hose and drain fluid from the upper area of the housing.
(4) Remove the fairing from around the cylinder housing.
(5) Unhook the hydraulic brake line inside the wing assembly. This is accessible through the
access plate. Cap the line by use of a threaded cap or wrapping with plastic.
(6) Remove the top four bolts by holding them with a slotted screwdriver and turning the nut with
the appropriate wrench. Remove the remaining six by use of a wrench. Carefully remove the
gear assembly from the wing.
(2) Inspect the gear components for excessive wear, corrosion and damage. Check the cylinder
housing and torque links for cracks, nicks and misalignment.
(3) Repair of the landing gear is limited to reconditioning of parts, replacement of parts. smoothing
out minor nicks and scratches and repainting areas where paint has chipped or peeled.
C. Installation
(1) Install the main landing gear assembly on the wing as follows:
(a) Position the gear up in the wing through the access opening and secure with bolts,
washers, and nuts.
(b) Reconnect the brake line at the point of disconnection.
(2) Service the oleo strut. (Refer to 12-10-00.)
(3) Service the brake system. (Refer to 12-10-00.)
(4) Install the access plate to the bottom of the wing and the oleo housing fairing to the gear.
(5) Slide the drip pan from under the gear and remove the airplane from the jacks.
PAGE 4
Aug 15/07 32-10-00 4F18
MAINTENANCE MANUAL
Main Gear Installation

Figure 2
4F19 32-10-00 AugPAGE 5

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MAINTENANCE MANUAL
3. Main Gear Strut and Wheel Fairings (See Figure 3.)

A. Removal
(1) Wheel Fairing
(a) Remove the bolt and washer securing the wheel fairing to the wheel fairing support
assembly.
(b) Remove the two screws on the top of the wheel fairing, outboard of the landing gear
fairing.
(c) Loosen the eleven 1/4 turn fasteners securing the wheel fairing shell to the wheel fairing
panel and remove the shell.
(d) If removal of the wheel fairing panel is desired, remove the wheel fairing panel attachment
bolt. Remove the panel.
(2) Strut Fairing
(a) Remove wheel fairing as described above.
(b) Loosen the eight (four inboard, four outboard) 1/4 turn fasteners which secure the forward
fairing half to the aft fairing half.
(c) Remove the six screws and washers securing the forward fairing half to the wing. Remove
the forward fairing half.
(d) Remove the seven screws and washers securing the aft fairing half to the wing. Remove
the aft fairing half.
B. Installation
Reverse the removal procedure.
Main Gear Strut and Wheel Fairings

Figure 3
PAGE 6
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PAGE 8
Aug 15/07 32-10-00 4F22
MAINTENANCE MANUAL
NOSE GEAR
1. Nose Gear Oleo (See Figure 1.)

A. Disassembly
The nose gear oleo strut assembly may be removed and disassembled from the strut housing with
the gear removed from or installed on the airplane.
(1) Remove the lower engine cowling. (Refer to 71-10-00.)
(2) Place airplane on jacks. (Refer to 7-10-00.)
(3) Place a drip pan under the nose gear to catch spillage.
(4) To remove air from the strut, depress the air valve core pin found at the top of the strut
assembly. After the pressure in the strut chamber has diminished, remove the valve core pin,
and attach a small hose to the air valve, and drain the fluid by slowly compressing the piston
tube. If it is desirable to extract more fluid from the strut chamber, remove the filler plug, insert
the siphon hose and drain fluid from the upper area of the housing.
(5) To remove the strut assembly from the strut housing, cut the safety wire at the top of the
housing that secures the steering horn attaching bolt to the tube retainer nut. Then remove the
steering horn attaching bolts thus relieving the steering horn from the top of the strut housing.
(6) Loosen the strut assembly retainer nut that secures the strut assembly in the strut housing. At
the same time, slide the strut assembly out through the bottom of the strut housing. Remove
the nut and washer from the top of the strut housing after the assembly is removed.
NOTE: The strut assembly may fit tight inside of the housing. It may be necessary to tap the
top of the fork with a plastic mallet.
(7) If desired, remove the top and bottom bearing from the strut housing. The bearings are
compressed slightly into place, and light tapping may be needed to free them.
(8) To remove the piston tube and fork assembly from the cylinder, proceed as follows:
(a) Separate the upper and lower torque links by removing the connecting nut, washer and
bolt.
(b) Compress the piston tube and fork assembly slightly and remove the retainer ring from
the annular slot in the bottom of the cylinder tube. Then remove piston tube and fork
assembly by sliding out from the bottom of the cylinder tube.
(9) To remove the bearing assembly from the piston tube, release the snap ring from the top of the
piston tube and slide bearing assembly off the end. If desired, carefully remove the wiper strip,
back-up washer and quad ring or O-ring from the inside of the bearing sleeve, and also the
O-ring gasket from the outside of the bearing sleeve.
(10) To remove the piston tube plug with O-ring located in the lower end of the tube, the following
procedure may be used:
(a) Remove the nose wheel from the fork. (Refer to Nose Wheel - Removal, 32-40-00.)
(b) Loosen and remove the bolt, washer and nut that extends through the piston tube and
block assembly.
(c) Push the plug through the top of the piston tube by use of a rod inserted through the
bottom of the tube.
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(2) Inspect the landing gear oleo assembly for the following:
(a) Cylinder tube assembly for corrosion, scratches, nicks and excessive wear.
(b) Lock rings for cracks, burrs. wear.
(c) Fork assembly for corrosion. scratches, nicks. and misalignment.
(d) Link assembly for elongated holes, cracks, corrosion, scratches, nicks and straightness.
(e) General condition of air valve.
(3) Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and
replacement of parts.
C. Oil Orifice Retainer Ring Installation
(1) With the piston tube and fork removed from the cylinder, ascertain that all traces of the old
retainer ring are removed from the metering tube.
(2) A tool can be fabricated to simplify the installation of the new retainer ring. (Refer to 95-00-00.)
(3) With the use of the fabricated tool, position the new retainer ring on the end of the tool with the
locating stud.
(4) Insert the tool into the cylinder, with the centering stud positioned into the hole in the base of
the metering tube.
(5) Hold the tool tightly against the metering tube and slide the sleeve of the tool towards the
metering tube. This will move the new retainer ring over the end of the metering tube and
position itself into the groove of the metering tube.
D. Assembly
(1) Ascertain that all parts are cleaned and inspected.
(2) To install the piston tube plug, proceed as follows:
(a) Lubricate the tube plug and O-ring with hydraulic fluid (MIL-H-5606) and install the O-ring
on the plug.
(b) Lubricate the inside wall of the piston tube, and insert the plug into the top of the tube,
pushing it to the fork end.
(c) Align the bolt holes of the fork, tube and plug: install the bolt, washer and nut.
(3) Carefully install in the bearing sleeve the quad ring, back-up washer and the wiper strip. Slide
the O-ring in place on the outside of the sleeve.
(4) Lubricate the bearing assembly and carefully install it on the piston tube.
(5) Position the snap ring on the upper end of the piston tube.
(6) Insert the piston tube with bearing assembly in the cylinder tube. Secure it with the retainer
ring in the annular slot at the bottom of the tube.
(7) Connect the torque links on the tube and fork securing them with a bolt. washer and nut.
Tighten the nuts only tight enough to retard side play, but still allowing the links to rotate freely.
(8) Ascertain that the upper and lower bearings are installed in the strut housing. Bearings are a
press fit with the grooves in the inner and outer races in the up position.
(9) Position washer and strut assembly retainer nut on top of the strut housing. Insert the strut
assembly up through the washer until it contacts the nut. Tighten the nut to a snug fit.
(10) To install the steering horn assembly, insert the hex bolt through the side of the horn and top of
the strut assembly. When it protrudes through the other side of the steering horn, install the
washer and nut.
PAGE 2
Aug 15/07 32-20-00 4F24
MAINTENANCE MANUAL
Nose Gear Oleo Strut

Figure 1
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(11) Install the steering horn attaching bolt through the top of the horn into the strut assembly. Do
not tighten bolt at this time. If a space appears between the steering horn plate and the top of
the strut assembly, it will then be necessary to install spacer washer(s), (AN960-4l6L), between
the horn and strut. Then tighten the bolt and safety the bolt to the strut assembly retainer nut
with MS20995C40 wire.
(12) Compress and extend the strut several times to ascertain that the strut will operate freely. The
weight of the gear wheel and fork should allow the strut to extend.
(13) Service the oleo strut with fluid and air. (See 12-10-00.)
(14) Check the gear for alignment. (Refer to Nose Landing Gear, Alignment, below.)
2. Nose Landing Gear (See Figure 2.)
The nose gear strut housing is an integral part of the engine mount.
A. Removal
(1) Remove the engine cowling. (See 71-10-00.)
(2) Remove the propeller. (See 61-10-00.)
(3) Place the airplane on jacks. (See 7-10-00.)
(4) Remove the engine. (See 71-00-00.)
(5) Disconnect the two steering rods at the nose gear horn assembly by removing the cotter pins,
nuts, washers and bolts.
(6) Disconnect the oil lines, vacuum lines, fuel lines, hoses and wires which are secured to the
mount with clamps and Koroseal lacing. Mark all wires and lines for identification and
reinstallation.
(7) Remove the nose gear and engine mount by removing the five bolts which attach the mount to
the firewall.
(2) Inspect the nose gear assembly for the following:
(a) Bolts, bearings and bushings for excess wear, corrosion and damage.
(b) Strut housing and torque links for cracks, bends or misalignment.
(3) The shimmy dampener requires no service other than routine inspection. In case of damage or
malfunction, the dampener should be replaced rather than repaired.
(4) Repair to the landing gear is limited to reconditioning of parts, such as replacing bearing and
bushings, smoothing out minor nicks and scratches, repainting of areas where paint has
chipped or peeled and replacement of parts.
C. Installation
(1) Install the nose gear and engine mount assembly to the firewall with bolts, washers and nuts.
Torque nuts as specified in Figure 2, 71-20-00.
(2) Attach the two steering rods to the nose gear steering horn with bolts, washers and nuts.
(3) If removed, connect the shimmy dampener to the steering horn with bolts, washers and nuts. A
spacer bushing and cotter pin are required at the body attachment point.
(4) Install the engine and connect controls. (See 71-00-00.)
(5) Attach hoses, wires and cables to engine mount tubing, securing with clamps and Koroseal
lacing where required.
(6) Check the alignment of the nose gear. (Refer to Nose Landing Gear, Alignment, below.)
PAGE 4
Aug 15/07 32-20-00 4G2
MAINTENANCE MANUAL
Nose Gear Installation

Figure 2
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MAINTENANCE MANUAL
(7) Remove the airplane from the jacks.

(8) Install the propeller (61-10-00) and engine cowling (71-10-00).
D. Alignment
(1) Place the airplane on a smooth level floor that will accommodate the striking of a chalk line.
(3) Level the airplane laterally and longitudinally. (Refer to 8-20-00.)
(4) From the center of the tail skid, extend a plumb bob and mark the contact point on the floor.
(5) Extend a chalk line from the mark on the floor below the tail skid to a point approximately three
feet forward of the nose wheel. Allow the line to pass under the wheel at the center line of the
tire. Snap the chalk line.
(6) Ascertain that the rudder is properly rigged and the rudder cable tension is correct. (Refer to
27-20-00.)
(7) Clamp the rudder pedals to align in a lateral position. Ensure that rudder pedals are in a
neutral position. (Refer to Figures 3 and 4.)
(8) Ascertain that the nose wheel is in alignment with the longitudinal axis of the airplane or chalk
line.
(9) Install the steering assemblies between the steering horn and rudder pedals without any load
on the rods. Adjust the rod ends to obtain this no load condition, and connect the rods to the
steering horn.
NOTE: Check that the rod ends have sufficient thread engagement, by use of the check holes
in the rods or a minimum of three-eighths of an inch thread engagement.
(10) Ascertain that the rudder pedal stops are adjusted in accordance with instructions given in
27-20-00.
(11) To check the nose gear steering for its maximum right and left travel, mark on each side of the
nose wheel an angle line from the center line and wheel pivot point. (Refer to Chart 1 for nose
wheel turning angle.) Turn the wheel to its maximum travel in both directions to check for
allowable travel. Should travel be exceeded in one direction and not enough in the other
direction, check for possible damage to the gear fork or torque links.
(12) When the wheel is turned to its extreme right or left travel, there should be .06 to .12 of an inch
clearance between the nose wheel steering stops. This is due to the stops on the rudder
making contact ahead of the nose gear stops. Prior to checking and/or making this adjustment,
ascertain that the rudder travel is correct. (Refer to 27-20-00.)
(13) Adjust the shimmy dampener by turning the nose wheel against its stops and adjusting the rod
end of the dampener for adequate travel to both directions.
(14) Remove the aircraft from jacks.
CHART 1
NOSE GEAR ALIGNMENT TOLERANCES
Rudder Pedal Neutral Angle 14 degrees + 3°
(Aft of Vertical) - 1°
Nose Wheel Travel 29 degrees left Minimum

29 degrees right Minimum
PAGE 6
Aug 15/07 32-20-00 4G4
MAINTENANCE MANUAL
Clamping Rudder Pedals Rudder Pedals at Neutral

Figure 3 Figure 4
3. Nose Gear Wheel Fairing See Figure 5.)

A. Removal
(1) Remove the four bolts (two on each side) securing the nose gear fairing to the strut assembly.
(2) Remove the screws securing the forward and aft fairing cover assemblies to the nose gear
fairing.
(3 Slide the fairing up on the strut assembly to allow access to the nose wheel assembly.
(4) Remove nose wheel as described in 32-40-00.
(5) Turn the fairing sideways and slide down and off of fork assembly.
B. Installation
Reverse the removal procedure.
Nose Gear Strut and Wheel Fairings

Figure 5
4G5 32-20-00 AugPAGE 7

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PAGE 10
Aug 15/07 32-20-00 4G8
MAINTENANCE MANUAL
WHEELS AND BRAKES
1. Wheels
A. Main Wheel Assembly (See Figure 1.)
(1) Removal and Disassembly
(a) Place airplane on jacks. (Refer to Jacking, 7-10-00.)
(b) To remove main wheel, remove cap bolts that join brake cylinder housing and lining back
plate assemblies. Remove back plate from between brake disk and wheel.
(c) Remove dust cover, cotter pin and flat head pin that safeties wheel nut, and slide wheel
from axle.
(d) Wheel halves may be separated by first deflating tire. With tire sufficiently deflated,
remove wheel through bolts. Pull wheel halves from tire by removing inner half from tire
first, and then outer half.
(e) Wheel bearing assemblies may be removed from each wheel half by first removing
retainer snap rings that secure grease seal retainers, and then retainers, grease seals
and bearing cone. Bearing cups should not be removed only for replacement. See Repair
of Nose and Main Wheel Assemblies for bearing cup replacement instructions.
Main Wheel Assembly

Figure 1
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MAINTENANCE MANUAL
(2) Inspection
Inspect brake disk for cracks, excessive wear or scoring, rust, corrosion and warpage. Remove
rust and blend out nicks, using fine 400 grit sandpaper. Replace disk if cracked or when disk is
worn below minimum thickness. (Refer to Cleaning, Inspection and Repair of Wheel Brake
Assembly.) In addition also perform same inspection for nose wheel in Inspection of Nose
Wheel Assembly.
(3) Assembly and Installation
(a) Check that bearing cup for each wheel is properly installed. Install tire with tube and
wheel half with valve stem hole. Ascertain that index mark is aligned with index mark on
tire to ensure proper tire, tube and wheel balance. Join two wheel halves and position
brake disk in inner wheel half. Install through-bolts with nuts on valve stem side. then
tighten the bolts in a criss-cross pattern to about 20 inch-pounds. Remove all pressure in
the tire. Torque each nut again in a criss-cross pattern to about 45 inch-pounds before
setting the final torque specified on the wheel placard. Do not use power tools to torque
nuts.
(b) Lubricate bearing cones and install cones, grease seals and seal retainer rings. Secure
retainer with snap ring.
(c) Slide wheel on axle and secure with retainer nut. Tighten nut to allow no side-play, yet
allow wheel to rotate freely. Safety nut with a flat head pin, washer and cotter pin. Install
dust cover.
(d) Position brake lining back plates between wheel and brake disk and brake cylinder on
torque plate. Insert spacer blocks between back plates and cylinder, and install four bolts
to secure assembly. If brake was disconnected, connect line and bleed brakes.
B. Nose Wheel Assembly (See Figure 2.)
(a) Jack airplane enough to raise nose wheel clear of ground. (Refer to Jacking, 7-10-00.)
(b) To remove nose wheel, first remove cotter pin and washer that secures safety clevis pin of
wheel nut. Next remove clevis pin, wheel nut and then slide wheel from axle.
(c) Wheel halves may be separated by first deflating tire. With tire sufficiently deflated,
remove wheel through bolts. Pull wheel halves from tire by removing wheel half opposite
valve stem first and then other half.
(d) Wheel bearing assemblies may be removed from each wheel half by first removing snap
rings that secure grease seal retainers, and then retainers, grease seals and bearing
cones. Bearing cups should be removed by tapping out evenly from inside.
(2) Inspection
(a) Visually check all parts for cracks, distortion, defects and excess wear.
(b) Check tie bolts for looseness or failure.
(c) Check internal diameter of felt grease seals. Replace felt grease seal if surface is hard or
gritty.
(d) Check tire for cuts, internal bruises and deterioration.
(e) Check bearing cones and cups for wear and pitting and relubricate.
(f) Replace any wheel casting having visible cracks.
PAGE 2
Aug 15/07 32-40-00 4G10
MAINTENANCE MANUAL
Nose Wheel Assembly

Figure 2

(a) Check that bearing cup for each wheel is properly installed. Install tire with tube on wheel
half with valve stem hole and then join two wheel halves. Install through bolts with
washers and nuts to valve stem side then tighten the bolts in a criss-cross pattern to
about 20 inch-pounds. Remove all pressure in the tire. Torque each nut again in a criss-
cross pattern to about 45 inch-pounds before setting the final torque specified on the
wheel placard. Do not use power tools to torque nuts.
(b) Lubricate bearing cones and install cones, grease seals, felt rings and seal retainer rings.
Secure with snap rings.
(c) Slide wheel on axle and secure with retainer nut. Tighten nut to allow no side play, yet
allow wheel to rotate freely. Safety nut with clevis pin and secure pin with washer and
cotter pin.
(d) Ensure nose gear is down and locked. Remove jack.
C. Repair
NOTE: Remove rust and blend out small nicks, using fine 400 grit sandpaper.
Repairs are limited to blending out small nicks, scratches, gouges and areas of slight corrosion,
plus replacement of parts which are cracked or badly corroded.
NOTE: Never paint working surfaces of bearing cups.
Wheels may also be repainted if parts have been repaired and thoroughly cleaned. Paint exposed
areas with one coat zinc chromate primer and one coat of aluminum lacquer.
4G11 32-40-00 AugPAGE 3

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D. Bearing Cup Replacement

(1) Removal
(a) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250°F (121°C) for 15 minutes.
(b) Remove from source of heat and invert wheel half. If cup does not drop out, tap cup
evenly from axle bore with a fiber drift pin or suitable arbor press.
(2) Installation
(a) To replace a new cup, apply one coat of zinc chromate primer to wheel half bearing bore.
(b) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding
250°F (121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15
minutes.
(c) Remove wheel half from source of heat and bearing cup from dry ice. Install chilled
bearing cup into bearing bore of heated wheel half. Tap gently to seat evenly in
place,using a fiber drift pin or suitable arbor press.
2. Brakes (See Figure 5.)
A. Brake Adjustment and Lining Tolerance
Because they are self-adjusting, no adjustment of brake lining clearance is necessary. Inspection of
lining is necessary, and may be inspected visually while installed on airplane.
B. Wheel Brake Assembly (See Figure 3.)
(a) Disconnect brake line from brake cylinder at tube fitting.
(b) Remove cap bolts that join brake cylinder housing and lining back plate assembly.
Remove back plate from between brake disk and wheel.
(c) Slide brake cylinder housing from torque plate.
(d) Remove pressure plate by sliding off anchor bolts of housing.
(e) Piston(s) may be removed by injecting low air pressure in cylinder fluid inlet and forcing
piston from housing.
(f) Check anchor bolt for wear.
(g) Remove anchor bolt by the following procedure:
1 Position cylinder assembly on a holding fixture. (Refer to Figure 4.)
2 Use a suitable arbor press to remove anchor bolt from cylinder body.
(h) Install anchor bolt by the following procedure:
1 Support anchor bolt in a holding fixture. (Refer to Figure 4, step A.)
2 Align cylinder body over anchor bolt. (Refer to Figure 4, step B.)
3 Use a suitable arbor press and apply pressure on spot face directly over anchor bolt
hole. (Refer to Figure 4, step C.)
(2) Cleaning, Inspection and Repair
(a) Clean assembly with a suitable solvent and dry thoroughly.
(b) Check wall of cylinder housing and piston for scratches, burrs, corrosion, etc., that may
damage O-rings.
(c) Check general condition of brake bleeder screw and lines.
PAGE 4
Aug 15/07 32-40-00 4G12
MAINTENANCE MANUAL
Wheel Brake Assembly (Typical)

Figure 3
4G13 32-40-00 AugPAGE 5

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MAINTENANCE MANUAL
Anchor Bolt
Figure 4
PAGE 6
Aug 15/07 32-40-00 4G14
MAINTENANCE MANUAL
(d) Check brake disk for wear, grooves, scratches, or pits. Minimum disk thickness of disk
used on Wheel Assembly 40-120C is 0.405 (see Figure 1). A single groove or isolated
grooves up to .030 of an inch deep would not necessitate disk replacement. A grooving of
entire disk surface would reduce lining life and should be replaced. If necessary to remove
wheel disk, refer to Removal and Disassembly of Main Wheel.
(e) Check lining expansion groove. If groove is not showing replace linings. Remove linings by
prying loose with a screwdriver or a thin flat wedge. To install linings:
1 Position linings onto pins
2 Apply pressure to snap into position.
NOTE: After installation, condition new linings by performing two (2) consecutive full stop
braking applications from 30 to 35 kts. Do not allow brake discs to cool
substantially between stops.
(a) Lubricate piston O-ring(s) with fluid MIL-H-5606A and install on piston(s). Slide piston(s)
in cylinder housing until flush with surface of housing.
(b) Slide lining pressure plate onto anchor bolts of housing.
(c) Slide cylinder housing assembly on torque plate of gear.
(d) Position lining back plate between wheel and brake disc. Install bolts and torque to 40
inch -pounds to secure assembly.
(e) Connect brake line to brake cylinder housing.
(f) Bleed brake system as described in Bleeding Brakes.
C. Hand/Parking Brake Master Cylinder (See Figures 5 and 6.)
(1) Removal
(a) To remove brake master cylinder, first disconnect inlet supply line from fitting at top of
cylinder and allow fluid to drain from reservoir and line into a suitable container.
(b) Disconnect pressure line from fitting on cylinder and allow fluid to drain from cylinder line.
(c) Disconnect end of cylinder rod from brake handle by removing cotter pin that safeties
connecting clevis pin. Remove clevis pin and spacer washers.
(d) Disconnect base of cylinder from its mounting bracket by removing attaching bolt
assembly.
(e) Handle assembly may be removed by removing attaching bolt assembly that secures
handle to its mounting bracket.
(2) Disassembly
(a) Remove cylinder from its mounting bracket as per Removal of Brake Master Cylinder.
(b) To disassemble cylinder, first remove piston rod assembly by removing snap ring from
annular slot at rod end of cylinder. Draw piston rod assembly from cylinder.
(c) Piston rod assembly may be disassembled by first removing small snap ring securing
retainer bushing, spring, piston, seal, gland, and, if desired, large return spring.
(d) Remove o-rings from piston and gland.
(a) Clean cylinder parts with a suitable solvent and dry thoroughly.
(b) Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
(c) Inspect general condition of fitting threads of cylinder.
4G15 32-40-00 AugPAGE 7

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Brake System Installation

Figure 5
PAGE 8
Aug 15/07 32-40-00 4G16
MAINTENANCE MANUAL
Hand / Parking Brake Master Cylinder

Figure 6
(d) Check piston for scratches, burrs, corrosion, etc.

(e) Repairs to cylinder are limited to polishing out small scratches, burrs, etc., and replace O-
rings.
(4) Assembly
NOTE: Use a small amount of hydraulic fluid (MIL-H-5606A) on O-ring and component parts
to prevent damage and ease of handling during assembly.
(a) Install new O-rings on outside of packing gland and on outside of piston. (Install teflon
O-ring on piston, with use of a cone placed against piston. Cone may be constructed of
plastic or metal with dimensions shown in Figure 6.)
(b) To assemble piston rod assembly, install on rod, in order:
1 Roll pins.
2 Return spring retainer washer.
3 Return spring, packing gland with O-rings.
4 Seal.
5 Piston with O-ring.
6 Spring and retainer bushing.
7 Secure with small snap ring on end of rod.
(c) Insert piston rod assembly in cylinder and secure packing gland with snap ring.
(d) Install cylinder per Installation, below.
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(5) Installation
(a) Install brake handle assembly between its mounting bracket and secure with bolt,
washers, nut and cotter pin. Place washers on each side of handle, between bracket and
under nut.
(b) Place the cylinder between the mounting bracket and secure the base end with bolt,
washers,nut and cotter pin. Place washers on each side of the cylinder and under the nut.
(c) Connect rod end of cylinder to brake handle with a clevis pin and thin washers Safety
clevis with a cotter pin.
(d) Connect pressure line to fitting at bottom of cylinder.
(e) Connect inlet supply line to fitting at top of cylinder and secure with spring clamp.
(f) Bleed brake system per Bleeding Brakes, below.
D. Toe Brake Cylinder(s) (10-30) (See Figures 7 and 8.)
(1) Removal
(a) Disconnect upper and lower lines from cylinder to be removed and cap lines to prevent
fluid leakage or drain fluid from brake reservoir and master cylinder.
(b) Remove cylinder from its attachment fittings by first removing cotter pins that safety
cylinder attaching pins and then removing pins.
(2) Disassembly
(a) Remove cylinder from its mounting bracket per Removal, above.
(b) To disassemble cylinder, first remove piston rod assembly by removing retaining ring from
annular slot in cylinder housing. Draw piston rod assembly from cylinder.
(c) Piston rod assembly may be disassembled by first removing retaining ring, sleeve, spring,
and then piston assembly, O-ring, and gland, washer wiper, and if desired, return spring.
(d) Remove O-ring from piston and packing gland.
(a) Clean cylinder components with a suitable solvent and dry thoroughly.
(b) Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
(c) Inspect general condition of fitting threads.
(d) Inspect piston for scratches, burrs, corrosion, etc.
(e) Repairs to cylinder are limited to polishing out small scratches and burrs, and replacing
seal and O-rings.
(4) Assembly
NOTE: Rub a small amount of hydraulic fluid (MIL-H-5606A) on all O-rings and component
parts for ease of handling during reassembly and to prevent damage.
(a) Install new O-rings on inside and outside of packing gland and on outside of piston.
(b) To assemble piston rod assembly, install on rod, in order, roll pin, washer, spring, washer,
packing gland with O-rings, seal, piston assembly with O-ring, sleeve and retaining ring.
(c) Insert piston rod assembly in cylinder and secure with retaining ring.
(d) Install cylinder per Installation, below.
(5) Installation
(a) Position cylinder at its mounting points and attach with clevis pins. Safety pins with cotter
pins.
(b) Connect brake lines to cylinder fittings.
(c) Bleed brakes per Bleeding Brakes, below.
PAGE 10
Aug 15/07 32-40-00 4G18
MAINTENANCE MANUAL
Toe Brake Installation

Figure 7
4G19 32-40-00 Aug

PAGE 11
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MAINTENANCE MANUAL
Toe Brake Cylinder (10-30)

Figure 8
E. Brake System Leak Check

Pull for a good firm hand brake and lock parking brake mechanism. Allow system to stand for
approximately 10 minutes; then by gripping parking brake handle, it should not be able to be pulled
aft further than original set. Should handle be able to be pulled towards panel and feel spongy, a
leak is present at some point in system. This leak may appear at any one of the connections
throughout system or internally in master brake cylinder or wheel brake assemblies.
F. Bleeding Brakes
(1) Gravity Procedure
(a) On both main landing gear wheel brake assemblies, attach a clear plastic hose to brake
bleeders and extend into container partially filled with hydraulic fluid, MIL-H-5606A. Ends
of this hose should be submerged in the fluid. Open both bleeders approximately one and
one-half to two turns.
(b) Fill brake reservoir on firewall with hydraulic fluid, MIL-H-5606A.
(c) Disconnect toe brake cylinders from pedal connection by removing clevis pin, washer and
cotter pin.
(d) Invert toe brake cylinder to aid in releasing trapped air in top of cylinder.
(e) Check toe brake pedals in cockpit to insure pedals are pulled full aft.
PAGE 12
Aug 15/07 32-40-00 4G20
MAINTENANCE MANUAL
(f) Pull hand brake handle, pumping master cylinder very slowly approximately 25 times until
fluid is observed passing through clear plastic hoses at wheel cylinder.
NOTE: Maintain fluid level in reservoir to prevent air from entering line.
(g) Tighten both wheel bleeders.
(h) Pull hand brake until a firm handle is maintained.
(2) Pressure Procedure
(a) Place a small clear plastic hose on vent tube of brake reservoir and place a second small
clear plastic hose on bleeder fitting on one main landing gear. Place open ends of these
tubes in a suitable container to collect fluid overflow. Open bleeder fitting one or two turns.
(b) On other main gear, slide hose of pressure unit over bleeder fitting then open fitting one or
two turns and pressure fill brake system with MIL-H-5606A fluid.
(c) With fluid continually flowing through brake system, SLOWLY and together actuate hand
brake and toe brake pedal of side being bled, several times, to purge cylinders of air. On
dual brake installations, both right and left pedals must be actuated.
NOTE: To determine if any air is left in system, watch fluid passing through the plastic
hose at fluid reservoir and bleeder fitting on gear being bled . If air bubbles are
evident, continue filling system until all air is out of system and a steady flow of
fluid is observed. If brake handle remains spongy, disconnect bottom of toe brake
cylinders (next to pedal) and rotate cylinder horizontally, or above horizontal, and,
by use of hand brake alone, purge air from system.
(d) Close open bleeder fitting on gear being bled. Close open bleeder fitting to which
pressure hose is attached; then close pressure unit and remove hoses from bleeder
fittings. Check brakes for proper pedal pressure. Replace caps over bleeder fittings.
NOTE: It may be necessary to remove any trapped air in top of wheel brake unit by
applying pressure to system with hand brake lever, slowly opening bleeder, and
releasing hand lever.
(e) Repeat this procedure, if necessary, on other gear.
(f) Drain excess fluid from reservoir to fluid level line with a syringe.
(3) After a Unit Has Been Changed
CAUTION: TO PREVENT AIR FROM ENTERING SYSTEM, DO NOT ALLOW PRESSURE
TO BLEED OFF BEFORE CLOSING BLEEDERS. REPEAT PUMPING AND
BLEEDING APPROXIMATELY 10 OR MORE TIMES OR UNTIL ALL AIR IS
RELEASED FROM SYSTEM. MAINTAIN RESERVOIR FLUID LEVEL DURING
ALL BLEEDING.
(a) Actuate hand brake handle until some pressure builds up in system. At this time, crack
attaching B nuts at any of hose connections of replaced unit. Most of handle sponge
feeling should be displaced by this action. Retighten B nuts.
(b) Actuate master cylinder and toe brake cylinder of side on which unit was changed. Bleed
fluid through brake assembly on wheel by pumping pressure and cracking bleeder until
pressure drops.
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CHAPTER
33
LIGHTS
4H1
MAINTENANCE MANUAL
4H2
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CHAPTER 33
CHAPTER CHAPTER


2 Aug 15/07
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CHAPTER 33 - LIGHTS
TABLE OF CONTENTS
GENERAL 33-00-00 1 4H7

Description and Operation 1 4H7
FLIGHT COMPARTMENT 33-10-00 1 4H9

Instrument Post and Overhead Map / Flood Lights 1 4H9
Dimmer Control Assembly 1 4H9
Removal 1 4H9
Installation 1 4H9
Annunciator Panel 1 4H9
Lamp Replacement 1 4H9
EXTERIOR 33-40-00 1 4H11

Landing Lights 1 4H11
Standard 1 4H11
Removal 1 4H11
Installation 1 4H11
Adjustment 1 4H11
Wing Leading Edge Mounted 3 4H13
Removal 3 4H13
Installation 3 4H13
Adjustment 3 4H13
Navigation Lights 6 4H16
Anti-Collision Strobe Light 6 4H16
Removal 6 4H16
Installation 6 4H16
Strobe Power Supply 6 4H16
Removal 6 4H16
Installation 6 4H16
Troubleshooting Procedure 7 4H17

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PAGE 2
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GENERAL

Exterior lighting switches are located in the overhead switch panel. Interior flood/map lights are located
in the overhead switch panel and controlled by adjacent rheostats. Instrument panel and avionics lighting
is controlled by separate dimmer switches located below the pilot’s control wheel.
Circuit breakers are located on lower right instrument panel.
2. Troubleshooting
When checking the lighting system, the master switch must be ON in order for lights to operate. Ensure
also that the appropriate circuit breaker is pushed ON.
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FLIGHT COMPARTMENT
1. Instrument Post and Overhead Map / Flood Lights

Instruments are illuminated by use of instrument post lights. They are powered through the
panel/SWITCH lights 7.5 amp circuit breaker and lights dimmer assembly. The dimmer controls are
located below the pilot’s control wheel. An additional dimmer controls light intensity for all avionic
equipment.
Two lights, located in the overhead panel, provide instrument and cockpit lighting for night flying. They
are controlled by rheostats located adjacent to overhead switches. A map light window in each lens is
actuated by the slide switch.
2. Dimmer Control Assembly
A. Removal
(1) Access to Dimmer Control Assembly is from beneath instrument panel.
(2) Disconnect electrical connection from assembly.
(3) Remove two screws securing assembly to instrument panel.
(4) Remove assembly from airplane.
B. Installation
(1) Position assembly in instrument panel with control knobs inserted into appropriate slots.
(2) Secure assembly to instrument panel with two screws previously removed.
(3) Connect electrical connection to assembly.
(4) Check operation of Dimmer Control Assembly.
3. Annunciator Panel
The annunciator panel, located at the top center of the whole instrument panel, provides visual warning
of critical aircraft systems status. A complete functional description is provided in 31-50-00.
Lamp Replacement
Push in the individual annunciator light until it “clicks”, and release pressure. The cover assembly
will be partially ejected from the annunciator base assembly. Pull the cover from the base and rotate
to expose the lamp bulb. Replace defective bulb and reinstall by pushing the lamp cover assembly
home.
Verify lamp function by pressing the “Press-to-Test” switch.
NOTE: Press-to-Test switch tests only the operation of the annunciator light bulbs. It does not test
functioning of the warning circuit.
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PAGE 2
Aug 15/07 33-10-00 4H10
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EXTERIOR
1. Landing Lights
A. Standard (See Figure 1, Sheet 1.)
The landing light is a single, nose-gear light secured to the nose-gear strut housing with hose
clamps. A single, two-position, rocker-type switch in the overhead switch panel (wired through the
15 amp LANDING LIGHT circuit breaker) controls the light.
(1) Removal
(a) Remove screws (4) securing retainer ring/bezel and shade and remove retainer ring/bezel
and shade.
(b) Pull lamp out and remove electrical leads connected to it. (Make note of wire placement
on lamp to facilitate installation.)
(2) Installation
(a) Reconnect electrical leads and insert lamp into position.
(b) Position shade over upper portion of lamp, capture shade with retainer ring/bezel and
secure with screws (4).
(3) Adjustment
With tires and oleo struts properly serviced, aim landing light as shown in Figure 2, Sheet 1.
Landing Light Installation Effectivity

Figure 1 (Sheet 1 of 2) Standard Installation
4H11 33-40-00 AugPAGE 1

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Effectivity
Wing Leading Edge Landing Light Installation
Installation Figure 1 (Sheet 2 of 2)
PAGE 2
Aug 15/07 33-40-00 4H12
MAINTENANCE MANUAL
B. Wing Leading Edge Mounted. (See Figure 1, Sheet 2.)

In S/N’s 3232035 thru 3232045 and S/N’s 3255026 thru 3255035, two landing lights are installed in
the wing leading edge.
(1) Removal
(a) Remove screws and washers (18 ea.) and remove plexiglas lens and metal shade.
(b) Holding bulb in place, remove screws (4) and remove bezel and spring coils (4).
(c) Pull bulb forward, disconnect wiring harness and remove bulb.
(2) Installation
(a) Connect wiring harness and place bulb in position.
(b) Holding bulb in place, install spring coils (4), bezel, and screws (4).
(c) Check adjustment per Adjustment, below.
(d) Place metal shade and plexiglas lens in position and install screws and washers (18 ea.).
Tighten screws.
(3) Adjustment (See Figure 2, Sheet 2.)
(a) Remove the plexiglass lens(es) and metal shade(s) for access to the landing light
adjustment screws.
(b) Locate the aircraft 20 feet from a target wall as shown. Level the aircraft both
longitudinally and laterally (8-20-00). Connect the aircraft electrical system to a 28 volt
external power source.
(c) Adjust the (4) landing light adjustment screws as required to move the landing light
housing such that the center of the light beam illuminates the target wall at the following
locations. Adjust both left and right hand landing light assemblies.
1 The left wing landing light shines an oval beam of light centered at a point 30.0 ± 1.0
inches up from the floor and centered at a point 12 feet ± 3.0 inches outboard from
the centerline of the aircraft.
2 The right wing landing light shines an oval beam of light centered at a point 30.0 ±
1.0 inches up from the floor. and centered at a point 13 feet ± 3.0 inches outboard
from the centerline of the aircraft.
(d) Install the plexiglass lens(es) and metal shade(s).
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Effectivity Landing Light Adjustment

Standard Installation Figure 2 (Sheet 1 of 2)
PAGE 4
Aug 15/07 33-40-00 4H14
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Effectivity
Landing Light Adjustment Wing Leading Edge
Figure 2 (Sheet 2 of 2) Installation
4H15 33-40-00 AugPAGE 5

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2. Navigation (Position) Lights

Two navigation lights are located in each wing tip in the same assembly as the wing tip strobe light. The
navigation lights are controlled by a single switch and a 10 amp circuit breaker.
3. Anti-Collision Strobe Light
Anti-collision strobe lights are mounted on each wing tip in the same assembly as the navigation lights.
These units are rated to flash at approximately 45 times per minute and are controlled by the STROBE
LT switch through the 10 amp ANTI COLL circuit breaker. A Fin Strobe is also installed on the vertical fin.
(See 39-20-00, Figure 1, Sheet 9.)
A. Removal
(1) Remove screw securing navigation light cover and remove cover.
(2) Remove the three screws securing navigation light bracket assembly and pull out.
(3) Remove strobe lamp by cutting wires on lamp beneath mounting bracket.
(4) Remove defective lamp.
(5) Remove and discard plug with cut wires from its electrical socket.
B. Installation
(1) Route wires from new lamp down through hole in navigation light bracket.
(2) Insert wire terminals in plastic plug supplied with new lamp. Wire according to schematic
diagram located in back of this section. Connect plug to receptacle.
(3) Position strobe lamp on navigation light bracket.
(4) Secure navigation light assembly and bracket with appropriate screw.
C. Strobe Power Supply (See Figures 3 and 4.)
The strobe power supply is located in the aft section of the fuselage. If the fin strobe is installed a
separate power supply that is located just aft of the wing strobe power supply. (See 39-20-00,
Figure 1, Sheet 9.)
(1) Removal
(a) Remove access panel to aft section of fuselage in rear baggage compartment to gain
access to power supply.
(b) Remove power supply disconnect electrical plugs and leads. (Note the placement of plugs
to facilitate installation.)
(c) Remove screws securing power supply to fuselage. Power supply can now be removed.
(2) Installation
(a) Position power supply in place and secure with four screws previously removed.
(b) Connect electrical leads in their proper place.
(c) Connect electrical plugs in their proper place.
(d) Replace access panel in rear baggage compartment.
PAGE 6
Aug 15/07 33-40-00 4H16
MAINTENANCE MANUAL
Strobe Power Supply Installation

Figure 3
D. Troubleshooting Procedure (See Figure 4.)

Strobe light functions as a condenser discharge system. A condenser in the power supply is
charged to approximately 450 volts DC then discharged across Xenon flash tube at intervals of
approximately 45 flashes per minute. Condenser is parallel across the Xenon flash tube which is
designated to hold off the 450 volts DC applied until flash tube is triggered by an external pulse.
This pulse is generated by a solid state timing circuit in power supply.
When troubleshooting the strobe light system, first determine if the trouble is in the flash tube or the
power supply. Replacement of the flash tube will confirm if tube is defective. A normally operating
power supply will emit an audible tone of 1 to 1.5 KHZ. If there is no sound emitted, check system
according to the following instructions. When troubleshooting system, use appropriate schematic in
Chapter 91.
(1) Verify input voltage at power supply is 28 volts.
CAUTION: WHEN DISCONNECTING AND CONNECTING POWER SUPPLY INPUT
CONNECTIONS, DO NOT GET CONNECTIONS REVERSED. REVERSED
POLARITY OF INPUT VOLTAGE FOR JUST AN INSTANT WILL
PERMANENTLY DAMAGE POWER SUPPLY. REVERSED POLARITY
DESTROYS A PROTECTIVE DIODE IN POWER SUPPLY, CAUSING SELF-
DESTRUCTION FROM OVERHEATING OF POWER SUPPLY. THIS DAMAGE IS
SOMETIMES NOT IMMEDIATELY APPARENT, BUT WILL CAUSE FAILURE OF
SYSTEM IN TIME.
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POWER SUPPLY TO FIN STROBE
SEE VIEW B
SEE VIEW
A
GND-BLK
POWER 1 2 3 4
1 (+) TRIGGER TAIL WING WING
2 (-)
MS35206-244 SCREW MS35206-245 SCREW

MS35335-31 WASHER MS35335-31 WASHER
(UNDER TERMINAL) (UNDER TERMINAL)
Strobe Light Connections

Figure 4
PAGE 8
Aug 15/07 33-40-00 4H18
MAINTENANCE MANUAL
(2) Check for malfunction in interconnecting cables.

NOTE: A short of the type described in steps a and b, below, will not cause permanent
damage to the power supply, but the system will be inoperative if such a short exists.
Avoid any connection between pins 1 and 3 of interconnecting cable as this will
discharge the condenser into the power supply and destroy the trigger circuits.
(a) Ascertain pins 1 and 3 of interconnecting cables are not reversed.
(b) Using an ohmmeter, check continuity between pin 1 and 3 of interconnecting cable. If a
reading is obtained on meter, cable is shorted and should be replaced.
CAUTION: WHEN DISCONNECTING POWER SUPPLY, ALLOW FIVE MINUTES OF BLEED
DOWN TIME PRIOR TO HANDLING UNIT.
(3) Check interconnecting cables for shorts.
(a) Disconnect output cables from power supply outlets.
(b) The following continuity checks can be made with an ohmmeter.
(c) Check for continuity between connectors of each interconnecting cable by checking from
pin 1 to pin 1, pin 2 to pin 2, and pin 3 to pin 3. When making these checks if no continuity
exists, cable is broken and should be replaced.
(d) Check continuity between pins 1 and 2, 1 and 3, 2 and 3 of interconnecting cable. If
continuity exists between any of these connections, cable is shorted and should be
replaced.
(4) Check tube socket assembly for shorts.
(a) Disconnect tube socket assembly of anti-collision light from interconnecting cable.
(b) The following continuity checks can be made with an ohmmeter.
(c) Check for continuity between pin 1 of AMP connector to pin 1 of tube socket. Pin 2 of
AMP connector to pins 6 and 7 of tube socket and pin 3 of AMP connector to pin 4 of tube
socket. When making these tests, if no continuity exists, tube socket assembly is broken
and should be replaced.
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34
NAVIGATION
5C1
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CHAPTER 34
CHAPTER CHAPTER
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LIST OF EFFECTIVE PAGES (continued)
CHAPTER CHAPTER
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PAGE 4
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CHAPTER 34 - NAVIGATION
TABLE OF CONTENTS
GENERAL 34-00-00 1 5C11
FLIGHT ENVIRONMENT DATA 34-10-00 1 5C13

Pitot / Static System 1 5C13
Description 1 5C13
Test 1 5C13
Vertical Speed Indicator 5 5C17
Description 5 5C17
Altimeter 5 5C17
Description 5 5C17
Airspeed Indicator 8 5C20
Description 8 5C20
Outside Air Temperature 9 5C21
ATTITUDE AND DIRECTION 34-20-00 1 5D1

Attitude Indicator 1 5D1
Description 1 5D1
Standby Attitude Indicator 2 5D2
Electronic Flight Instrument System (EFIS) - Avidyne 3 5D3
Description 3 5D3
Maintenance 4 5D4
Primary Flight Display (PFD) 4 5D4
Multifunction Display (MFD) 4 5D4
Data Acquisition Unit (DAU) 7 5D7
Magnetometer/OAT Sensor Assembly 7 5D7
Component Locator 9 5D9
Magnetometer / OAT Sensor Assembly 9 5D9
Standby Altitude Indicator 9 5D9
Electronic Flight Instrument System (EFIS) - Garmin 12 5D12
Description 12 5D12
Power Distribution 17 5D17
Recommended Tools 18 5D18
Inspections 25 5E1
Annual / 100 Hour Inspection 25 5E1
1000 Hour Inspection 27 5E3
Components 28 5E4
General 28 5E4
GDU 1040 28 5E4
GMA 1347 Audio Panel 33 5E9

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ATTITUDE AND DIRECTION (cont.) 34-20-00

EFIS - Garmin (cont.)
Components (cont.)
GIA 63W Integrated Avionics 35 5E11
GEA 71 Engine/Airframe Unit 43 5E19
GTX 33 Mode S Transponder 45 5E21
GDC 74A Digital Air Computer 47 5E23
OAT Probe 49 5F1
GRS 77 Attitude and Heading Reference System 50 5F2
GMU 44 Magnetometer 53 5F5
GDL 69/69A Data Link Unit 54 5F6
Configuration Module 56 5F8
GEA 71 Backshell Thermocouple 57 5F9
Spider Grounds 58 5F10
Shield Block Installation 59 5F11
Post-Installation Set-up 60 5F12
Required Test Equipment 60 5F12
Operation 60 5F12
Configuration Mode Overview 60 5F12
Configuration Mode Navigator 66 5F18
Post-Installation Procedures 68 5F20
Bus Power Check 68 5F20
Wiring Harness Checkout 68 5F20
G1000 Hardware/Software Compatibility Check 73 5G1
System Installation 73 5G1
G1000 Software/Configuration Procedure 74 5G2
System Power-Up 74 5G2
MFD & PFD Software Load 74 5G2
System Upload 77 5G5
Software Load Confirmation 78 5G6
Final Configuration and Setup Items 80 5G8
Optional Systems Configuration 80 5G8
Aircraft Registration Number Entry 81 5G9
GMA 1347 Configuration Check 82 5G10
GDC 74A Configuration Check 83 5G11
ADF Fan Fail Configuration (Optional) 83 5G11
TAWS 85 5G13
Chartview 88 5G16
Fuel Quantity Transducer Calibration and Full Tank Calibration 89 5G17
Aviation Database Loading Procedures 91 5G19
Software Image Verification 93 5G21
System Testing and Checkout 93 5G21
Initial Display Testing 93 5G21
Aircraft Interface Testing 96 5G24
Emergency Bus Operation 98 5H2
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ATTITUDE AND DIRECTION (cont.) 34-20-00

EFIS - Garmin (cont.)
Post-Installation Set-up (cont.)
System Testing and Checkout (cont.)
GMA 1347 Testing 98 5H2
GIA 63W Testing 99 5H3
GTX 33 Testing 101 5H5
GDC 74A Testing 101 5H5
GRS 77 / GMU 44 Initial Alignment 102 5H6
Engine / Airframe Transducer Checks 104 5H8
Final GRS 77 / GMU 44 Calibration Procedures 106 5H10
Emergency Power 106 5H10
S-TEC 55X Interface 106 5H10
Optional System Checkouts 108 5H12
Final System Checkout 113 5H17
LRU Failure Tests 113 5H17
Lighting Setup 116 5H20
Directional Gyro 122 5I2
Description 122 5I2
Magnetic Heading Systems 123 5I3
King KCS-55A Slaving Compass (with HSI) 123 5I3
Avidyne Entegra EFIS 125 5I5
Garmin G1000 EFIS 128 5I8
Magnetic Compass 134 5I14
Turn and Bank Indicator 134 5I14
Description 134 5I14
DEPENDENT POSITION DETERMINING 34-50-00 1 5I19

Nav/Com/GPS 1 5I19
General 1 5I19
GNS-430/530 1 5I19
Transponder 7 5J1
6X S/N’s 3232001 thru 3232013 and 6XT S/N’s 3255001 thru 3255014 7 5J1
6X S/N’s 3232014 and up, and 6XT S/N’s 3255015 and up 7 5J1
Post-Installation Setup Procedure 7 5J1
Mode S Transponder Ground Test 12 5J6
Accuracy Requirements 17 5J11
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GENERAL

PUBLICATIONS.)
1. 2003 (S/N’s 3232001 thru 3232013 and 3255001 thru 3255014.)
Traditional 3.25 inch flight instruments are installed as standard equipment. These instruments are face
mounted, see 39-10-00 for removal and installation.
2. 2004 and up (S/N’s 3232014 and up and 3255015 & up.)
A. The Avidyne FlightMax Entegra Electronic Flight Instrument System (EFIS) is installed as standard
equipment.
This system uses two large 10.4-inch diagonal, high-resolution, sunlight-readable full color displays
(PFD and MFD), to provide standard flight instrumentation including attitude direction indicator
(EADI), horizontal situation indicator (EHSI), altitude, airspeed, vertical speed, moving map, weather,
terrain and traffic data, as well as all engine instrumentation. Standard primary flight instruments (i.e.
- airspeed, electric attitude indicator, and altimeter) provide redundancy. (See 34-20-00, Figure 2.)
The EFIS installation consists of the following components: Primary Flight Display (PFD); Multi-function
Display (MFD); Data Acquisition Unit (DAU), and associated sensors; and a Magnetometer/OAT
Sensor Assembly.
Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00.
B. Beginning in 2007 models, the Garmin 1000 Electronic Flight Instrument System (EFIS) is available as
an option.
The G1000 avionics system consists of two displays, one dedicated as a primary flight display
(PFD) and the other as a multi-function display (MFD). Functions provided by the system include
display of attitude, heading, navigation, traffic (future option), air data, engine and airframe status,
and situational awareness of a moving map display with position derived by GPS. In addition to
display functions, GPS navigation, VHF/Com, VOR/ILS and transponder functions are provided by
the system and controlled by knobs and buttons located on the PFD and MFD bezels.
Standard altitude and airspeed indicators and a magnetic compass are also installed as secondary,
independent sources of altitude, airspeed, and (non-stabilized) heading information. An electric
attitude indicator is installed to provide an independent source for attitude information.
Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00.
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FLIGHT ENVIRONMENT DATA
1. Pitot / Static System (See Figure 1.)

NOTE: If any connections in the pitot / static system are opened for maintenance, the entire
system must be rechecked per Pitot / Static System, Test, below.
A. Description
The pitot air system consists of a pitot mast located on underside of left wing, with its related
plumbing. Ram air pressure entering the pitot is transmitted from the pitot inlet through hose and
tubing (routed through the wing) to the airspeed indicator (and to the Primary Flight Display (PFD)
of the Avidyne Entegra or Garmin G1000 EFIS) on the instrument panel. A partially or completely
blocked pitot head will give erratic or zero readings on the instruments.
The static air system consists of two static ports located on the left and right side of the aft
fuselage. The static ports are directly connected to the airspeed, altimeter and rate of climb
indicators in the instrument panel by means of hose and tubing. An alternate static air source is
located below the instrument panel in front of the pilot. The alternate static source is part of the
standard system and has a shutoff valve, which closes the port when it is not needed. A placard
giving instructions for use is located on the instrument panel. The pitot and static lines can be
drained through separate drain valves located on the left lower side of the interior fuselage.
B. Test (PIR-PPS60035, Rev. N.)
This test requires a pitot/static test fixture (i.e. - Aerosonic Air Data Test Set - Model 90000-0168 or
equivalent) and calibrated air source (i.e. - airspeed simulator) and should be performed at any time
an instrument, fitting, line, pitot head, or static button is disconnected. The test should be performed
prior to the next flight.
NOTE: For airplanes equipped with the Garmin 1000 EFIS, see also GDC 74A Testing, under
EFIS - Garmin, Post-Installation Set-up, System Testing and Checkout, in 34-20-00.
NOTE: Ensure the lines and fittings are free of any entrapped moisture or restrictions.
(1) Attach the test fixture to the pitot head. Align the holes in the fixture with the holes in the head.
(2) Attach the airspeed simulator hose to the pitot (pressure) port of the fixture.
(3) When equipped with the Avidyne Entegra or Garmin 1000 EFIS, turn ON the PFDs.
(4) Operate the simulator to obtain a reading of 75 knots on the airplane airspeed indicator(s).
(5) Check that the airspeed indicator needles follow in the same direction as the simulator
airspeed indicator needle.
(6) Raise airspeed to 191 knots and wait 15 seconds to allow the airplane airspeed indicators to
stabilize.
(7) Observe the simulator and airplane airspeed indicators for 15 seconds. If a leak is present, the
indicator needles will move toward zero.
(8) If a leak is present, check the fixture installation, hose connections, and pitot system lines and
fittings. Repair the leak when found, then repeat steps (1) - (7), above.
(9) When equipped with the Avidyne Entegra or Garmin 1000 EFIS only, turn OFF co-pilot’s PFD.
(a) Operate the simulator to indicate 140 knots on the airspeed indicator in the pilot’s PFD.
Verify that the airspeed indicator shows within three (3) knots of the simulator indication.
(b) Turn OFF the pilot’s PFD and turn ON the co-pilot’s PFD.
(c) Operate the simulator to indicate 140 knots on the airspeed indicator in the co-pilot’s PFD.
Verify that the airspeed indicator shows within three (3) knots of the simulator indication.
(10) When equipped with Avidyne Entegra or Garmin 1000 EFIS: turn OFF the PFDs.
5C13 34-10-00 FebPAGE 1

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MAINTENANCE MANUAL
Pitot / Static System Installation

PAGE 2
Aug 15/07 34-10-00 5C14
MAINTENANCE MANUAL
85462 T
PRIMARY FLIGHT DISPLAY (PFD) (REF.)
AIRSPEED
INDICATOR (REF.)
ALTIMETER (REF.)
AUTOPILOT ALTITUDE
(PRESSURE) TRANSDUCER
(REF.) STATIC LINE
TO ENCODER
PITOT LINE
AVIDYNE ENTEGRA INSTALLATION
Effectivity
3232014 and up
Pitot / Static System Installation 3255015 and up
5C15 34-10-00 AugPAGE 3

15/07
MAINTENANCE MANUAL
85462 W
PRIMARY FLIGHT DISPLAY (PFD) (REF.)
AIRSPEED INDICATOR (REF.)
ALTIMETER (REF.)
PITOT LINE
VIEW A - A
LOOKING AFT
AUTOPILOT ALTITUDE STATIC LINE

(REF.)
GARMIN 1000 INSTALLATION
AIRSPEED INDICATOR (REF.)
ALTIMETER (REF.)
AUTOPILOT ALTITUDE
(REF.)
STATIC LINE
PITOT LINE
A
LOOKING INBOARD FROM LEFT
Effectivity Pitot / Static System Installation

PAGE 4
Aug 15/07 34-10-00 5C16
MAINTENANCE MANUAL
(11) Remove the test fixture from the pitot head.

(12) Attach static test fixture to the static port and pitot test port of the aircraft. Tape over the other
static button.
(13) When equipped with Avidyne Entegra or Garmin 1000 EFIS, turn ON the PFDs.
(14) Set the aircraft altimeter needles to read zero altitude. Operate the static simulator to cause the
aircraft altimeter needles to read 1,000 feet altitude. Momentarily open the alternate static port.
There should be a decrease in altimeter indication. If no change occurs the system is blocked
and must be repaired prior to further testing.
(15) Increase altitude to 1,050 feet.
(16) Check that the aircraft altimeter shows an increase.
(17) Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 100 feet in one
minute.
(18) If a leak exceeds the tolerances in step (17), check the fixture installation, plumbing and
fittings. Repair the leak when found and repeat the static system checks above.
(19) When equipped with Avidyne Entegra or Garmin 1000 EFIS, turn OFF the PFDs.
(20) Remove the test fixture and tape from the static button.
2. Vertical Speed Indicator
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or Garmin 1000 EFIS, this function
is performed solely by the Primary Flight Display (PFD).
A. Description
Vertical speed indicator measures rate of change in static pressure when airplane is climbing or
descending. By means of a pointer and dial this instrument will indicate a rate of ascent or descent
of airplane in feet per minute. But due to lag of the instrument, aircraft will be climbing or
descending before instrument starts to read and instrument will continue to read after aircraft has
assumed level flight. In rough air this should not be considered a malfunction.
system must be rechecked per Pitot / Static System, Test, above.
B. Troubleshooting
See Chart 1.
3. Altimeter
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or Garmin 1000 EFIS, the primary
altimeter is the Primary Flight Display (PFD).
A. Description
The altimeter indicates pressure altitude in feet above mean sea level. The indicator has three
pointers and a dial scale; long pointer is read in hundreds of feet, middle pointer in thousands of
feet and short pointer in ten thousands of feet. A barometric pressure window on the right side of
the indicator dial is set by the knob on the lower left corner of the instrument. The altimeter consists
of a sealed diaphragm that is connected to pointers through a mechanical linkage. The instrument
case is vented to the static air system and as static air pressure decreases, a diaphragm expands,
causing the pointers to move via mechanical linkage.
B. Troubleshooting
See Chart 2.
5C17 34-10-00 FebPAGE 5

28/09
MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING VERTICAL SPEED INDICATOR
Pointer does not set on zero. Aging of diaphragm. Reset pointer to zero by
means of setting screw. Tap
instrument while resetting.
Pointer fails to respond. Obstruction in static line. Disconnect all instruments
connected to the static line.
Clear line.
Pitot head frozen over. Water in static line. Check each instrument for
obstruction in lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates. Leak in static lines. Disconnect all instruments
connected to the static line.
Check individual
instruments for leaks.
Reconnect instruments to
static line and test
installation for leaks.
Defective mechanism. Replace instrument.
Vertical speed indicates when Water in static line. Disconnect static lines and
aircraft is banked. blow out lines from cockpit
out to pitot head.
Pointer has to be set before every Temperature compensator Replace instrument.
flight. inoperative.
Pointer cannot be reset to zero. Diaphragm distorted. Replace instrument.
Instrument reads very low Case of instrument broken or Replace instrument.
during climb or descent. leaking.
PAGE 6
Aug 15/07 34-10-00 5C18
MAINTENANCE MANUAL
CHART 2
TROUBLESHOOTING ALTIMETER
Excessive scale error. Improper calibration adjustment. Replace instrument.
Excessive pointer oscillation. Defective mechanism. Replace instrument.
High or low reading. Improper venting. Eliminate leak in static
pressure system and check
alignment of airspeed tube.
Setting knob is hard to turn. Wrong lubrication or lack of Replace instrument.
lubrication.
Inner reference marker fails to Out of engagement. Replace instrument.
move when setting knob is
rotated.
Setting knob set screw loose or Not tight when altimeter was Tighten instrument screw, if
missing. reset. loose. Replace instrument,
if screw is missing.
Cracked or loose cover glass. Case gasket hardened. Replace instrument.
Dull or discolored markings. Age. Replace instrument.
Barometric scale and reference Slippage of mating parts. Replace instrument.
markers out of synchronism.
Barometric scale and reference Drift in mechanism. Refer to the latest revision
markers out of synchronism of AC43.13-1.
with pointers.
Altimeter sticks at altitude or Water or restriction in static Remove static lines from all
does not change with change of line. instruments, blow line clear
altitude. from cockpit to pitot head.
Altimeter charges reading Water in static line. Remove static lines from all
as aircraft is banked. instruments, and blow line
clear from cockpit to pitot
head.
Altimeter requires resetting Temperature compensator Replace instrument.
frequently. inoperative.
5C19 34-10-00 AugPAGE 7

15/07
MAINTENANCE MANUAL
4. Airspeed Indicator
airspeed indicator is the Primary Flight Display (PFD).
A. Description
The airspeed indicator provides a means of indicating speed of airplane passing through air.
Airspeed indication is differential pressure reading between ram air to pressure and static air
pressure. This instrument has diaphragm vented to pitot air source and case is vented to static air
system. As airplane increases speed, pitot air pressure increases, causing diaphragm to expand. A
mechanical linkage picks up this motion and moves instrument pointer to indicated speed.
Instrument dial is calibrated in knots, and also has necessary operating range markings for safe
operation of airplane.
B. Troubleshooting
See Chart 3.
CHART 3
TROUBLESHOOTING AIRSPEED INDICATOR AND LINES
Pointers of stick instruments Leak in instrument case or Check for leak and seal.
do not indicate properly. in pitot lines.
Pointer of instrument Defective mechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot head not aligned correctly. Realign pitot head.
Airspeed changes as aircraft Water in pitot line. Remove lines from static
is banked. instruments and blow out
lines from cockpit to pitot
head.
PAGE 8
Feb 28/09 34-10-00 5C20
MAINTENANCE MANUAL
5. Outside Air Temperature (OAT)

In the standard installation, OAT is provided by a direct reading thermometer mounted in the lower
forward corner of the pilot’s side window.
In 6X S/N’s 3232014 and up and 6XT S/N’s 3255015 and up with the Avidyne Entegra Electronic Flight
Instrument System installed, OAT is provided by the Magnetometer / OAT Sensor Assembly (Mag/OAT)
mounted in the underside of the outboard left wing, which feeds temperature data to the Primary Flight
Display (PFD) and Multifunction Display (MFD). In airplanes equipped with the Garmin G1000 EFIS, the
GTP 59 OAT Probe, mounted to the bottom side of the right wing, provides air temperature data to the
PFD and MFD.
See Electronic Flight Instrument System – Avidyne or Electronic Flight Instrument System – Garmin, in
34-20-00, for additional information.
5C21 34-10-00 AugPAGE 9

15/07
MAINTENANCE MANUAL
PAGE 10
Aug 15/07 34-10-00 5C22
MAINTENANCE MANUAL
5C23 34-10-00 Aug

PAGE 11
15/07
MAINTENANCE MANUAL
PAGE 12
Aug 15/07 34-10-00 5C24
MAINTENANCE MANUAL
ATTITUDE AND DIRECTION
1. Attitude Indicator
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or Garmin 1000 EFIS, no air-driven
attitude indicator is installed. In those installations, this function is provided by the Primary Flight
Display (PFD).
A. Description
Attitude Indicator is essentially an air driven gyroscope rotating in a horizontal plane and is
operated by same principal as directional gyro (see below). Due to gyroscopic inertia, spin axis
continues to point in vertical direction, providing a constant visual reference to attitude of the
airplane relative to pitch and roll axis. A bar across the face of the indicator represents horizon and
aligning miniature airplane to horizon bar simulates alignment of airplane to actual horizon. Any
deviation simulates deviation of airplane from true horizon. The Attitude Indicator is marked for
different degrees of bank.
B. Troubleshooting
See Chart 1.
CHART 1
TROUBLESHOOTING ATTITUDE INDICATOR
Bar fails to respond. Insufficient vacuum. Check pump and tubing.
Filter dirty. Clean or replace filter.
Bar does not settle. Insufficient vacuum. Check line and pump.
Adjust valve.
Incorrect instrument. Check part number.
Defective instrument. Replace.
Bar oscillates or shimmies Instrument loose in panel. Tighten mounting screws.
continuously.
Vacuum too high. Adjust valve.
Defective mechanism. Replace instrument.
Instrument does not indicate Instrument not level in Loosen screws and level
level flight. panel. instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180° turn. Normal,
if it does not exceed 1/16 inch.
Instrument tumbles in flight. Low vacuum. Reset regulator.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose in Replace or tighten plug.
instrument.
5D1 34-20-00 AprPAGE 1

30/08
MAINTENANCE MANUAL
2. Standby Attitude Indicator

PUBLICATIONS.)
attitude indicator is the Primary Flight Display (PFD).
In 6X S/N’s 3232014 and up and 6XT S/N’s 3255015 and up with the Avidyne Entegra EFIS or Garmin
1000 EFIS installed, an electric standby attitude indicator is installed to the left of the Primary Flight
Display (PFD).
Other than removing and replacing the unit itself (see 39-10-00), the only line replaceable part is the
emergency power battery which is located under the instrument panel mounted to a bracket on the left
side of the fuselage (with Avidyne) or under the floor of the forward baggage compartment (Garmin).
Required periodic maintenance is listed in 5-20-00 and 5-30-00. Checkout and test procedures and
Instructions for Continued Airworthiness are provided in Mid-Continent Instruments Manual No.
9015762.
3. Electronic Flight Instrument System (EFIS) – Avidyne
PUBLICATIONS.)
A. Description
The Avidyne Entegra Electronic Flight Instrument System (EFIS) uses two 10.4-inch diagonal, high-
resolution, sunlight-readable full color displays (PFD and MFD) to provide primary flight and engine
information as well as a wide variety of other data. Standard primary flight instruments (i.e. -
airspeed, electric attitude indicator, and altimeter) provide redundancy. (See Figure 1.)
The EFIS installation consists of the following components Primary Flight Display (PFD),
Multifunction Display (MFD), Data Acquisition Unit (DAU) and associated sensors, and
Magnetometer/OAT Sensor Assembly.
B. Maintenance
The Instructions for Continued Airworthiness (ICA) published by Avidyne provide the necessary
information for maintaining this system as installed in Piper airplanes, except as noted below.
Setup and preliminary checks may be made with power supplied by the aircraft battery or,
preferably, an external source. Final checks should be made with the engine running and the aircraft
configured in this procedure.
NOTE: The Avidyne ICA documents cited below are included in Avantext’s Piper Tech Pubs
CDs/DVDs or are available from Avidyne.
(1) Primary Flight Display (PFD)
Use 700-00006-0XX PFD & 700-00011-0XX Mag/OAT ICA, Avidyne Document No. AVPFD-
174, Revision 03, or later, with the following exceptions:
NOTE: Before attempting to set-up the PFD, ensure the GNS-430(s) / GNS-430W(s) have
been configured per the Post-Installation Set-up Procedure under COM/NAV/GPS in
34-50-00.
PAGE 2
Feb 28/09 34-20-00 5D2
MAINTENANCE MANUAL
NOTE: Before attempting to set-up the PFD, ensure the GTX-330 is configured per the Post-
Installation Set-up Procedure under Transponder, S/N’s 3232014 and up, and S/N’s
3255015 and up, in 34-50-00.
system must be rechecked per Pitot / Static System, Test, in 34-10-00, above.
NOTE: Whenever the PFD is replaced perform the setup / calibration procedures specified in
Avidyne Document No. AVPFD-174 as modified below.
(a) In para 6, Troubleshooting Information, in the chart where it says “OAT (Optional),” cross
out “optional.” The OAT is standard in the Piper installation.
(b) In para 7.2 and Figure 7, where the standard Avidyne installation describes alignment
pins and retaining clips on the sides of the PFD, the Piper installation uses a single
alignment pin on the top of the PFD engaging a slot in the upper rear cross bracket (see
Sheet 1, Figure 2.)
(c) In para 7.5.2.2, in the “Main RS232 Configuration Page” chart, for CHNL 3 under GNS-
430 No 2, both Input and Output should read “Crossfill” instead of “Off.”
(d) In para 7.5.4.3, for PFD software earlier than #530-00177-00 only, below the heading
“Autopilot Unit - STEC autopilots,” insert the following:
“If the PFD is replaced, the IRU calibration and Magnetometer calibration must be
completed before continuing with the following steps.”
(e) In lieu of paragraph 7.5.7.2, Magnetometer Calibration Procedure, see Magnetic Heading
Systems, below.
Effectivity
3232014 and up
Avidyne Entegra Instrument Panel 3255015 and up
Figure 1 with Avidyne Entegra
5D3 34-20-00 FebPAGE 3

28/09
MAINTENANCE MANUAL
101844 N
PF
D
MF
D
TORQUE TO 31 - 32 IN.-LBS.
(4 PLACES)
INSTRUMENT PANEL - LOOKING FWD
ALIGNMENT
TURN CO-ORDINATOR (REF) PIN AND SLOT
DC-50 ANTENNA
COUPLER (REF)
RELAY K17 (REF)
GI-106A CDI (REF)

PFD
MFD
DAU
DIODE D1 (REF)
INSTRUMENT PANEL - LOOKING AFT

Effectivity
3232014 and up
with Avidyne Entegra Figure 2 (Sheet 1 of 3)
PAGE 4
Apr 30/08 34-20-00 5D4
MAINTENANCE MANUAL
101844 N
WS WS WS WS WS WS WS WS WS WS WS
24.24 49.25 64.59 86.03 106.19 123.15 140.09 157.00 174.00 190.90 206.70
PITOT HEAD (REF.)
FS
104.25
MAGNETOMETER
(SEE DETAIL, BELOW)
LEFT WING - LOOKING DOWN
Effectivity
3232014 and up
Component Locator 3255015 and up
5D5 34-20-00 AprPAGE 5

30/08
MAINTENANCE MANUAL
(2) Multifunction Display (MFD)

Use 700-00004-0XX-() Multifunction Display ICA, Avidyne Document No. AVMFD-167, with the
following exceptions:
NOTE: Whenever the MFD is replaced, calibrate the Fuel Quantity Indicator as described
under Cockpit - Avidyne Entegra EFIS Installation - Calibration in 28-40-00.
(a) In para 2, items 7 and 8 are standard in the Piper installation.
(b) Engine Setup (PIR-PPS60208, Rev. B / PPS60208-1, Rev. New.)
1 From the MFD maintenance page, depress line select key (L4) to access the Engine
Instrument Setup page.
2 Using the right knob to select the configuration field and the left knob to change the
desired configuration; configure the Engine Setup page for the following conditions:
a Aircraft Model: Make appropriate selection from the menu (relevant choices
shown here):
PA32-301XTC (Piper 6XT)
PA32-301FT (Piper 6X)
b Serial Port: RS232 4
c Vacuum System Installed: Box NOT Checked
d When configuring MFD for the first time only, the following setup appears:
“Select ACFT Model and Port(s)
“Then Press ‘Resync’ to connect to DAU”
Press “Resync”
Press “Save”
e DAU Status Box should indicate proper engine for Aircraft Model selected.
f Press Save line select key (R1).
(c) Aircraft Setup (PIR-PPS60208, Rev. B / PPS60208-1, Rev. New.)
1 From the MFD maintenance page, depress line select key (R2) to access the Aircraft
setup page.
2 Use the right knob to select the configuration field and the left knob to change the
desired configuration; configure the Aircraft Setup page for the following conditions:
NOTE: An upgraded version of Avidyne software is installed in later airplanes.
Accordingly, some items do not appear in earlier airplanes, as cited below.
a Narrowcast, or Datalink: Quake SC
(if Data Link option installed, otherwise “Not Installed”)
b Port: RS232 6
c * Broadcast: XM Radio
d * Port: RS232 1
e Aux Data: Avidyne PFD (Entegra PFD)
f Port: ARINC 429 4
PAGE 6
Apr 30/08 34-20-00 5D6
MAINTENANCE MANUAL
g Dimming Bus Voltage Settings:

Shows current voltage, no setting required (shows 0.0 volts when annunciator
day/night switch on DAY. Dimming bus voltage shown when switch is on NIGHT).
Brightest Dimming Voltage: 24 volts
Darkest Dimming Voltage: 5 volts
h When the Aircraft Setup has been configured correctly, press Save. If you
decide not to save the changes, press the Cancel button. Changes will not take
effect until the MFD has been restarted.
* Only with Avidyne software “#530-00180-002” or later.
(d) Fuel Quantity Indicator Calibration
See 28-40-00.
(3) Data Acquisition Unit (DAU)
Use 200-00041-000 DAU ICA, Avidyne Document No. AVSIU-011, with the following
exceptions:
NOTE: Whenever the DAU is replaced, calibrate the Fuel Quantity Indicator as described
under Cockpit - Avidyne Entegra EFIS Installation - Calibration in 28-40-00.
(a) In para 6, in “Table 2 - DAU Pinout,” pins J1-2 and J1-21 have “No Connection” in the
Piper installation.
(b) In para 6, in “Table 4 - DAU Sensor Compatibility,” parameter “VAC” is not used in the
Piper installation.
(4) Magnetometer/OAT Sensor Assembly
See information under Primary Flight Display, above. Removal and installation instructions are
provided under “Magnetometer/OAT Sensor Assembly,” below.
5D7 34-20-00 AprPAGE 7

30/08
MAINTENANCE MANUAL
101843 A
INSTRUMENT PANEL (REF.)
FS
49.500
FS
73.040
PITOT HEAT CURRENT

SENSOR ASSEMBLY (REF.)
LANDING LIGHT RELAY (REF.)
STANDBY ATTITUDE INDICATOR

BATTERY
MS35206-214 SCREW
(4 PLACES)
REGULATOR ASSEMBLY (REF.)
STANDBY ATTITUDE INDICATOR

BATTERY HARNESS
VIEW A
Effectivity
3232014 and up
PAGE 8
Aug 15/07 34-20-00 5D8
MAINTENANCE MANUAL
C. Component Locator
See Figure 2.
D. Magnetometer/OAT Sensor Assembly (See Figure 2, Sheet 2.)
The Magnetometer / OAT Sensor Assembly (Mag/OAT) is mounted on a wing access cover plate in
the underside of the outboard left wing and supplies magnetic heading information to the Primary
Flight Display (PFD). The cover plate - Mag/OAT sensor assembly is removed and installed as a
unit.
(1) Removal
(a) Remove eight (8) screws and support cover plate with your hand.
(b) Drop cover plate down sufficient to reach inside and disconnect the wiring harness.
(c) Remove cover plate - Mag/OAT sensor assembly.
(2) Installation
(a) Prior to installation, the arrow on the magnetometer must be aligned with the longitudinal
axis of the airplane:
1 Install the cover plate - Mag/OAT sensor assembly upside down with the arrow
pointing forward. Secure with two (2) screws.
2 Loosen the three (3) screws holding the magnetometer to its mounting brackets.
3 Align the arrow. Arrow must point forward and be aligned with the longitudinal axis of
the airplane within ± 2°.
4 Tighten the three (3) magnetometer mounting screws.
5 Remove the two (2) screws holding the cover plate - Mag/OAT sensor assembly the
wing.
(b) Connect the Mag/OAT sensor assembly wiring harness.
(c) Position the cover plate - Mag/OAT sensor assembly in the access hole with the arrow on
the magnetometer pointing forward.
(d) Secure with screws (8).
E. Standby Attitude Indicator
See Standby Attitude Indicator, above.
5D9 34-20-00 AugPAGE 9

15/07
MAINTENANCE MANUAL
P551
AVIONICS SYSTEM HARNESS ASSY
P552
GMA
MFD 340 PFD
55X
P732
P530 P730
P901 P43011 J732 ADI
P43061
DAU GNS 430 #1 J731 P731
K17 J903 J530 J733 J730
P43012
J902
D1 J901 P43016 ASI
GNS 430 #2 P733
JB1 THRU JB6

JB7 THRU JB12 GI
106 ALT
A/P SWITCH
CB2
10 AMP
P729
PFD WIRING HARNESS INSTALLATION (TO LEFT WING ROOT

(LOOKING AFT) PB CONNECTOR)
MFD GMA-340 PFD

55X
P902 P732
P530
P43011
J732 ADI
J731
DAU GNS 430 #1
J903 J530 J733 J730
J902 P43012
J901 ASI
GNS 430 #2
JB1 THRU JB6
JB7 THRU JB12
GI
106 ALT
A/P SWITCH
CB3
7.5 AMP
TO GROUND BLOCK
E7S22
MFD WIRING HARNESS INSTALLATION TO EXCEEDANCE ALERT HORN
J735 (LOOKING AFT)
(TO STORMSCOPE /
SKYWATCH PB CONNECTOR)
Effectivity
3232014 and up
3255015 and up Wiring Harness Installation
PAGE 10
Aug 15/07 34-20-00 5D10
MAINTENANCE MANUAL
DC-50 ANTENNA COUPLER
MFD GMA-340 PFD

P505
P531 55X
P503
J732 ADI
P502
DAU GNS 430 #1 J731
J903 J530
J733 J730
P501 COM ANT
J902
J901 ASI
GNS 430 #2
CB42 GI
106 ALT
COM 2 A/P SWITCH
TO GROUND BLOCK
TO COM2 / DATALINK ANT

ANTENNA COUPLER WIRING HARNESS INSTALLATION
(LOOKING AFT)
Effectivity
3232014 and up
Wiring Harness Installation 3255015 and up
5D11 34-20-00 Aug

PAGE 11
15/07
MAINTENANCE MANUAL
4. Electronic Flight Instrument System (EFIS) – Garmin (PIR-190-00343-03, Rev. C.)

PUBLICATIONS.)
The Garmin 1000 (G1000) Electronic Flight Instrument System (EFIS) installation provides a fully
integrated avionics suite that interfaces with an S-TEC System 55X Autopilot. Standard altitude and
airspeed indicators and a magnetic compass are also installed as secondary, independent sources
of altitude, airspeed, and (non-stabilized) heading information. An electric attitude indicator is
installed to provide an independent source for attitude information.
The G1000 avionics system consists of two displays, one dedicated as a primary flight display
(PFD) and the other as a multi-function display (MFD). Functions provided by the system include
display of attitude, heading, navigation, traffic (optional), air data, engine and airframe status, and
situational awareness of a moving map display with position derived by GPS. In addition to display
functions, GPS navigation, VHF/Com, VOR/ILS and transponder functions are provided by the
system and controlled by knobs and buttons located on the PFD and MFD bezels.
See the Garmin Cockpit Reference Guide and Garmin Airplane Flight Manual Supplement for
system control and operation.
Effectivity Garmin 1000 Displays

with Garmin 1000 Figure 4
PAGE 12
Aug 15/07 34-20-00 5D12
MAINTENANCE MANUAL
GDL 69A
XM Data Link
GMU 44 Receiver
Master Configuration
Module Magnetometer
ETHERNET
RS-232 RS-485
RS-232
AHRS Configuration
GDU 1040 Module GDU 1040
PFD ARINC 429 GRS 77 ARINC 429
MFD
AHRS
ARINC 429
GDC Configuration GTP 59 OAT Probe

Module
ARINC 429 GDC 74A ARINC 429
Air Data RS-232
Computer
ETHERNET ETHERNET
REVERSIONARY SWITCH REVERSIONARY SWITCH
GMA 1347
Audio
ETHERNET
Panel ETHERNET
RS-232 RS-232
No. 1 No. 1
ARINC 429 ARINC 429
GIA 63W GIA 63W
Integrated RS-232 ARINC 429 Integrated
Avionics ARINC 429 RS-232
Avionics
Unit Unit
RS-232
GEA 71 RS-485
RS-485 Engine/Airframe GEA Configuration GTX 33

Unit Module Transponder
RS-232 RS-232
Garmin 1000 System Communications Effectivity

Figure 5 with Garmin 1000
5D13 34-20-00 Aug

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MAINTENANCE MANUAL
(1) Flight Instrumentation (See Figure 6.)

The GRS 77 AHRS, GDC 74A Air Data Computer, and GMU 44 Magnetometer are responsible
for providing the G1000/PA32 system with flight instrumentation. Data consists of aircraft
attitude, heading, altitude, airspeed, vertical speed, and outside air temperature information, all
displayed on the PFD (data is displayed on the MFD in reversionary mode only).
Primary data outputs from the GRS and GDC are sent directly to the PFD via ARINC 429.
Secondary data paths connect the GRS and GDC to the MFD. Additional communications
paths connect the GRS and GDC to both GIA 63W units, providing quadruple redundant
interface.
The GRS 77 receives GPS data from both GIAs, airspeed data from the GDC, and magnetic
heading from the GMU. Using these three external sources, combined with internal sensor
data, the GRS accurately calculates aircraft attitude and heading.
High-Speed Data Bus (Ethernet)
GDU 1040 GDC 74A GDU 1040

PFD Air Data MFD
Display of Flight Computer
Display of Flight
Instrumentation OAT Instrumentation
Airspeed (Reversionary
Altitude Mode Only)
Vertical Speed
No. 1 GIA 63W GRS 77 No. 2 GIA 63W

Integrated AHRS Integrated
Avionics Unit Attitude Avionics Unit
Pitch
Rate of Turn
GPS Slip/Skid GPS
Output Output
GMU 44
Magnetometer
Heading
Effectivity Flight Instrumentation Interface

PAGE 14
Aug 15/07 34-20-00 5D14
MAINTENANCE MANUAL
(2) Engine Indicator System (See Figure 7.)

The GEA 71 provides engine/airframe data to the G1000 system. The unit interfaces to
transducers shown in Figure 6. Analog data is received from the transducers and is converted
to a digital signal by the GEA 71. Digital information is then sent through the primary RS-485
serial path to the #1 GIA 63W. From the GIA, data is sent through the HSDB connection to the
PFD, then on to the MFD for display. A backup data path from the GEA to the #2 GIA 63W, then
on to the MFD, exists in the event the primary path fails.
GDU 1040 GDU 1040

PFD MFD
Display of Display of
Engine/Airframe Engine/Airframe
Instruments Instruments
(Reversionary Mode Only)
No. 1 GIA 63W No. 2 GIA 63W

Integrated Integrated
Avionics Unit Avionics Unit
GEA 71
Engine/Airframe
Unit
Engine/Airframe
Transducers:
RPM, Manifold Air Pressure,
Oil Pressure, Oil Temperature, CHT,
EGT, Fuel Flow, Fuel Quantity, Pitot Heat Sensor,
Open Baggage Door Switch, Start Engage System,
Electrical System Sensors
Engine / Airframe Interface Effectivity

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MAINTENANCE MANUAL
(3) Communications/Navigation Systems (See Figure 8.)

The GIA 63W IAUs contain VHF COM, VHF NAV, and GPS receivers. COM and NAV audio is
sent via digital audio to the GMA 1347 Audio Panel.
GPS information is sent to the GRS 77 AHRS and to both displays for processing.
The GTX 33 Mode S Transponder communicates with both GIAs. Transponder data is sent from
the GIAs to the PFD where control and operation occurs.
The #2 GIA outputs analog HSI signals to the S-TEC 55X, along with ARINC 429 roll steering,
and altitude data, and digital selected altitude data.
The GMA 1347 Audio Panel controls the display reversionary mode.
(4) See Components, below, for detailed descriptions of the individual G1000 components/Line
Replaceable Units (LRU’s).
GDU 1040 GMA 1347 GDU 1040

Audio Panel MFD
PFD Control & Display Of:
Reversionary Control COM/NAV Radios
Control & Display Of:
COM/NAV Radios Various Navigational Functions
Transponder Interface Marker Beacon
Various Navigational Functions Intercom Control Transponder Interface
Digital Audio Control (Reversionary Mode Only)

Integrated Avionics Unit Integrated Avionics Unit
VHF COM VHF COM
VHF NAV/LOC VHF NAV/LOC
GPS GPS
Glideslope Glideslope
Various I/O Processors Various I/O Processors
Digital COM/NAV Audio Digital COM/NAV Audio

Voice Alerts Voice Alerts
GTX 33
Mode S Course/Heading Datum
Transponder Selected Altitude
HSI Output Signals
To Autopilot
Effectivity Navigation / Communications Interface

PAGE 16
Aug 15/07 34-20-00 5D16
MAINTENANCE MANUAL
B. Power Distribution
Distribution of power to the G1000 system occurs on four aircraft electrical busses.
Essential Bus: The Essential bus is tied directly to the main aircraft battery via the battery master
switch. When the master switch is turned on, power is immediately supplied to the Essential bus.
The Essential bus is tied via a bus contactor to the Main bus. The emergency battery (EMER BAT)
switch is connected to this bus contactor, and when turned on, the connection between the Main
and Essential busses is broken and the alternator field current is interrupted. In case of a failure of
the main alternator, the standby alternator supplies power to the Essential bus.
Main Bus: The Main bus receives power from the aircraft battery when tied to the Essential bus.
After the aircraft engine is started, the alternator supplies power to the Main bus and to the rest of
the system.
Emergency Bus: The Emergency bus exists as a backup power bus to the G1000 system. When the
emergency battery switch is turned on, power is removed from the Main bus. At the same time, the
relay connecting the Emergency bus to the emergency battery is closed, providing emergency
power to the connected equipment.
Avionics Bus: The Avionics bus is tied to the Main aircraft bus via the Radio Master switch and
switch relay.
C. Troubleshooting
Troubleshoot the G1000 system by first identifying, then isolating the specific failure to the
responsible LRU. There are several indications that the G1000 presents to the pilot or technician,
showing overall system condition. A course of action should be determined based on the information
presented on the display.
The 5th AUX group page on the MFD (see Figure 9) provides LRU health status by means of a green
check or a red ‘X’. Also, LRU software versions are shown along with other database versions and
dates. If a red ‘X’ is shown for an LRU, see the appropriate LRU troubleshooting chart for guidance.
Typically, the G1000 Alerting System provides alerts/annunciations in conjunction with the
information presented at the 5th AUX page. (See Figure 10.)
CAUTION: “POST-INSTALLATION SET-UP,” BELOW, PROVIDES DETAILED INSTRUCTIONS ON
EQUIPMENT CONFIGURATION AND RETURN-TO-SERVICE TESTING. ANYTIME A
G1000 COMPONENT OR LRU IS REMOVED, SWAPPED, OR REPLACED, THE
TECHNICIAN MUST FOLLOW THE PROCEDURES GIVEN IN “POST-INSTALLATION
SET-UP” TO ENSURE PROPER OPERATION OF THE SYSTEM.
Troubleshooting information is provided as follows:
(1) Line Replaceable Unit (LRU) Failures - see Chart 2.
(2) Engine / Airframe Sensor Failures - see Chart 3.
(3) GDU 1040 - see Chart 6.
(4) GMA 1347 - see Chart 7.
(5) GIA 63W - see Chart 8.
(6) GEA 71 - see Chart 9.
(7) GTX 33 - see Chart 10.
(8) GDC 74A - see Chart 11.
(9) GRS 77 - see Chart 12.
(10) GMU 44 - see Chart 13.
(11) GDL 69/69A - see Chart 14.
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MAINTENANCE MANUAL
D. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G1000 EFIS.
(1) Voltmeter capable of measuring 0-32 Volts DC.
(2) #2 Phillips Screwdriver.
(3) 3/32nd inch Hex Tool.
(4) Digital Level with 0.25 degrees of accuracy capability.
(5) VHF NAV/COM/ILS ramp tester.
(6) Transponder ramp tester including Mode S capability for Mode S transponder equipped aircraft.
(7) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(8) Headset/Microphone.
Effectivity System Status Page (AUX Group Normal Mode)

PAGE 18
Aug 15/07 34-20-00 5D18
MAINTENANCE MANUAL
Alerts and Annunciations Effectivity

5D19 34-20-00 Aug

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MAINTENANCE MANUAL
TROUBLESHOOTING LRU FAILURES
PAGE 20
Aug 15/07 34-20-00 5D20
MAINTENANCE MANUAL
TROUBLESHOOTING LRU FAILURES
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MAINTENANCE MANUAL
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
PAGE 22
Aug 15/07 34-20-00 5D22
MAINTENANCE MANUAL
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PAGE 24
Aug 15/07 34-20-00 5D24
MAINTENANCE MANUAL
E. Inspections (PIR-190-00343-03, Rev. C.)
(1) Annual / 100 Hour Inspection

Each 12 months or 100 hours time-in-service, whichever comes first, inspect the emergency
power system for proper operation per the following procedure.
NOTE: Additional information on the emergency power system can be found in 24-30-00.
(a) Ensure no ground power is connected to the aircraft.
(b) Power up the G1000 system by turning ON the Battery Master and Radio Master
switches.
(c) Open the EMER BAT circuit breaker and verify that the EMER BAT voltage on the MFD
reads at least 25.4 V. If the voltage is below this level, service the battery in accordance
with the Concorde Aircraft Battery Owner/Operator Manual.
(d) Close the EMER BAT circuit breaker.
(e) Start the engine in accordance with the Pilot’s Operating Handbook (POH).
(f) Verify the Radio Master switch is ON.
(g) Wait approximately one minute for the system to initialize.
(h) Verify that the EMER BAT NC annunciation is not displayed.
(i) Verify that the battery master, main alternator and standby alternator switches are ON.
(j) Set engine at 2000 RPM.
(k) Turn the main alternator OFF.
(l) Verify that the ALTNTR INOP and STBY ALT ON annunciations are displayed on the PFD.
(m) Verify on the MFD that the standby alternator is generating current.
(n) Turn the standby alternator OFF.
(o) Verify the NO STBY ALT is annunciated on the PFD.
(p) Turn the EMER BAT switch ON. See Chart 4.
(q) Verify that the MFD turns off and that the PFD enters reversionary mode (engine
instruments displayed). Since the audio panel is off, the intercom will not function and
Com1 will be tied directly to the pilot’s headset
(r) Turn the battery master switch OFF.
(s) Verify that each of the following components is receiving power:
1 GDU 1040 PFD – should be on and in reversionary mode.
2 GRS 77 AHRS – Attitude and heading should be displayed.
3 GDC 74A Air Data – Altitude, Vertical Speed, Airspeed, and True Airspeed displayed.
4 GEA 71 Engine Airframe – Engine instruments should be displayed.
5 GIA 63W #1 Integrated Avionics – Com1 and Nav1 should be displayed. GPS
position should still function.
6 Backup ADI – The backup attitude indicator should not be flagged. The gyro should
be powered.
7 Compass – The compass light should be illuminated.
8 Post lights – The post lights for the attitude, airspeed, and altitude indicators should
be illuminated.
(t) Shut down the engine.
(u) Turn the EMER BAT switch OFF.
(v) Verify that all equipment turns off.
(w) Turn the Radio Master switch OFF.
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MAINTENANCE MANUAL
CHART 4
NORMAL ANNUNCIATION WITH EMER BAT SWITCH ON AND BATTERY MASTER SWITCH ON
Annunciation / Flag Reason
ALTNTR INOP annunciation EMER BAT switch has interrupted the
alternator field current.
DISPLAY FAN annunciation Avionics bus is unpowered.
AVIONICS FAN annunciation Avionics bus is unpowered.
EMER BAT NC or EMER BAT switch has interrupted the alternator
EMER BAT LOW annunciation field current. The emergency battery is now
powering the emergency bus.
COM2/NAV2 fields flagged Avionics bus is unpowered.
ESS BUS LOW annunciation (see Note) The essential bus is not receiving power from the
alternator or battery.
NOTE: ESS BUS LOW may or may not annunciate, depending on the state of charge of the aircraft
battery.
CHART 5
NORMAL ANNUNCIATION WITH EMER BAT SWITCH ON AND BATTERY MASTER SWITCH OFF
Annunciation / Flag Reason
In addition to the Annunciations/Flags shown in Chart 4, when the Battery Master switch is turned OFF,
the following additional annunciations / flags are normal:
ESS BUS LOW annunciation The essential bus is not receiving power from the
alternator or battery.
PAGE 26
Aug 15/07 34-20-00 5E2
MAINTENANCE MANUAL
(2) 1000 Hour Inspection

Each 1000 hours time-in-service visually inspect each unit listed below for corrosion, damage,
or other defects. Replace any damaged parts as required. Inspection may require the
temporary removal of a unit or units to gain access to connectors.
(a) GDU 1040 PFD & MFD
Remove the PFD & MFD. Inspect the mounting surface and connector for corrosion,
heavy oxidation, or other damage.
(b) GMA 1347 Audio Panel
Inspect the GMA 1347 unit, rack, and connectors for corrosion or other defects.
(c) GIA 63W Integrated Avionics Unit (2 ea.)
Inspect the GIA 63W #1 and #2 unit, rack, and connectors for corrosion or other defects.
(d) GEA 71 Engine/Airframe Unit
Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects.
(e) GTX 33 Mode S Transponder (if installed)
Inspect the GTX 33 unit, rack, and connectors for corrosion or other defects.
(f) GDL 69/69A - Datalink (if installed)
Inspect the GDL 69/69A unit, rack, and connectors for corrosion or other defects.
(g) PFD & MFD Cooling Fan
Inspect both PFD & MFD cooling fans for accumulation of dust or other damage. Remove
excess dust as required. Close the AVIONICS COOLING circuit breaker and verify that
the PFD and MFD cooling fans are functional.
(h) Avionics Cooling Fan
Inspect the avionics cooling fan for accumulation of dust or other damage. Remove
excess dust as required. Close the AVIONICS COOLING circuit breaker and verify that
the avionics cooling fan is functional.
(i) GRS 77 AHRS
Inspect the GRS 77 unit, rack, and connector for corrosion or other defects.
(j) GMU 44 Magnetometer
Remove the GMU 44 and inspect the mounting hardware and GMU 44 for corrosion or
other damage.
(k) Perform electrical bond tests on all G1000 equipment.
(l) Visually inspect the shield terminations for any degradation.
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MAINTENANCE MANUAL
F. Components
(1) General
Maintenance of Garmin 1000 system components is “On Condition” only. The following
provides basic information regarding unit removal, installation, and troubleshooting. Basic
guidance on loading and configuring software is provided under Post-Installation Set-up, below.
When removing and/or replacing any G1000 component, always ensure that aircraft power is
off. Unplug any auxiliary power supplies.
Before removing any G1000 LRU, it is required that the technician verify the LRU software part
number and version against the Required Equipment List.
To check an LRU software part number and/or version:
(a) Start the G1000 system in configuration mode as described in Configuration Mode
Overview under Post-Installation Set-up, below.
(b) The System Status page shows a list of LRUs in the LRU window. Activate the cursor and
highlight the LRU window.
(c) Use the FMS knob to scroll through the list in the window and select the desired LRU.
(d) The software part number and version is displayed in the DATA window. Compare this to
the data in the Required Equipment List, Chart 35.
NOTE: If a faulty LRU is not reporting its software version and part number, check aircraft
maintenance logs for last software version loaded and verify against the Required
Equipment List, Chart 35. The Software Manifest page may also be used to check part
numbers and versions.
(2) GDU 1040 MFD and PFD (See Figure 4.)
CAUTION: THE GDU 1040S USE A LENS COATED WITH A SPECIAL ANTI-REFLECTIVE
COATING THAT IS VERY SENSITIVE TO SKIN OILS, WAXES AND ABRASIVE
CLEANERS. CLEANERS CONTAINING AMMONIA WILL HARM THE
ANTIREFLECTIVE COATING. IT IS VERY IMPORTANT TO CLEAN THE LENS
USING A CLEAN, LINT-FREE CLOTH AND AN EYEGLASS LENS CLEANER
THAT IS SPECIFIED AS SAFE FOR ANTI-REFLECTIVE COATINGS.
(a) Description
Two Garmin GDU 1040 CDUs are installed in the instrument panel. One is configured as a
PFD and the other as an MFD (Configuration is determined by wiring harness and
configuration files). Both displays provide control and display of nearly all functions of the
G1000 integrated cockpit system.
The displays are located side-by-side, with the GMA 1347 Audio Panel located in the
middle.
Both displays are installed in the instrument panel using built-in ¼-turn fasteners. Each
display uses a single Garmin 62-pin connector. Electrical power to the PFD is from the
‘Essential’ power bus, whereas the MFD receives power from the ‘Avionics’ bus.
On the panel, traditional attitude, altitude, and airspeed indicators are retained as backup
instruments. These are mounted in a vertical configuration to the left of the PFD.
(b) Troubleshooting
See Chart 6.
PAGE 28
Aug 15/07 34-20-00 5E4
MAINTENANCE MANUAL
TROUBLESHOOTING GDU 1040
Common Problems
Symptom Recommended Action
Display will not track photocell Ensure that the panel dimming potentiometer is set to
minimum level.
Check display lighting settings on the Main Lighting page.
If problem persists, replace defective unit.
Keypad/bezel will not track photocell Ensure that the panel dimming potentiometer is set to
minimum level.
Check keyboard lighting settings on the Main Lighting
page. If problem persists, replace defective unit.
Display will not track dimmer bus Check display lighting settings on the Main Lighting page.
Check wiring.
Switch MFD and PFD: If problem follows unit, replace
defective unit.
Keypad/bezel will not track dimmer bus Check keyboard lighting settings on the Main Lighting
page.
Check wiring.
Switch MFD and PFD: If problem follows unit, replace
defective unit.
Software/Configuration Alerts
Failure Message Cause Solution
FAILED PATH – A data path A data path(s) connected to the Check wiring to the failed
has failed. GDU or GIA has failed. LRU.
SW MISMATCH – GDU The system has found the PFD Load correct software
software version mismatch. and MFD software versions do version.
Xtalk is off. not match.
MANIFEST – PFD1 software The system has detected an Load correct software
mismatch. Communication incorrect software version version.
Halted. loaded in the PFD.
MANIFEST – MFD software The system has detected an Load correct software
mismatch. Communication incorrect software version version.
Halted. loaded in MFD.
MFD1 CONFIG – A configuration mismatch has Reconfigure MFD and/or
configuration error. Config occurred between the display PFD. If unable to
service req’d. and the Master Configuration reconfigure, replace
Module. defective master
configuration module.
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MAINTENANCE MANUAL
Software/Configuration Alerts (cont.)
PFD1 CONFIG – A configuration mismatch has Reconfigure MFD and/or
configuration error. Config occurred between the display PFD. If unable to
service req’d. and the Master Configuration reconfigure, replace
Module. defective master
configuration module.
CNFG MODULE – PFD1 The PFD1 configuration Replace the configuration
configuration module is module is inoperative. module.
inoperative.
Database Alerts
MFD1 DB ERR – MFD1 The MFD has encountered an Reload Jeppesen database.
aviation database error exists. error in the Jeppesen aviation Replace the MFD.
database.
PFD1 DB ERR – PFD1 The PFD has encountered an Reload Jeppesen database.
aviation database error exists. error in the Jeppesen database. Replace the PFD.
MFD1 DB ERR – MFD1 The MFD has encountered an Replace the MFD.
basemap database error exists. error in the basemap database.
PFD1 DB ERR – PFD1 The PFD has encountered an Replace the PFD.
basemap database error exists. error in the basemap database.
MFD1 DB ERR – MFD1 The MFD has encountered an Confirm terrain datacard is
terrain database error exists. error in the terrain database. inserted properly.
Replace terrain datacard.
Replace the MFD.
PFD1 DB ERR – PFD1 terrain The PFD has encountered an Confirm terrain datacard is
database error exists. error in the terrain database. inserted properly.
Replace the PFD.
DB MISMATCH – Aviation The system has found the Load current database
database version mismatch. aviation database cycles in the versions.
Xtalk is off. PFD and MFD do not match.
DB MISMATCH – Aviation The system has found the Load current database
database type mismatch. aviation database types in the versions.
DB MISMATCH – Airport The system has found the Load current database
Terrain database version airport database cycles in the versions.
mismatch. Xtalk is off. PFD and MFD do not match.
DB MISMATCH – Obstacle The system has found the Load current database
database version mismatch. obstacle database versions in versions.
Xtalk is off. the PFD and MFD do not match.
PAGE 30
Aug 15/07 34-20-00 5E6
MAINTENANCE MANUAL
Database Alerts (cont.)
DB MISMATCH – Terrain The system has found the Confirm terrain datacard is
database version mismatch. terrain database versions in the inserted properly.
Replace the PFD or MFD.
DB MISMATCH – Terrain The system has found the Confirm terrain datacard is
database type mismatch. terrain database types in the inserted properly.
Replace the PFD or MFD.
Cooling Alerts
MFD1 COOLING – has poor MFD1 has exceeded its Check MFD Fan for proper
cooling. Reducing power operating temperature range. operation.
usage.
Replace the MFD.
If problem persists contact
Garmin.
PFD1 COOLING – has poor The PFD has exceeded its Check PFD Fan for proper
cooling. Reducing power operating temperature range. operation.
usage.
Replace the PFD.
Garmin.
Key Alerts
MFD1 “key” KEYSTK – key The SYSTEM has determined Exercise stuck key.
is stuck. a key is stuck on MFD1. Replace the MFD.
PFD “key” KEYSTK – key The SYSTEM has determined Exercise stuck key.
is stuck. a key is stuck on PFD. Replace the PFD.
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MAINTENANCE MANUAL
Miscellaneous Alerts
XTALK ERROR – A flight A communication error has Check the System
display cross talk error has occurred between the MFD Configuration page:
occurred. and PFD. - Ensure that MFD1 and
PFD1 are green;
- If configuration is not
correct, reconfigure the
PFD and MFD.
Check Ethernet
interconnect.
Replace PFD with a known
good unit to verify location
of problem:
- If problem persists,
replace MFD;
- If problem does not
persist, replace PFD.
DATA LOST – Pilot stored Pilot stored data has been lost. Cycle power to PFD.
data lost. Recheck settings. If problem persists,
replace PFD.
MFD1 SERVICE – needs The system has determined Replace MFD.
service. Return unit for repair. MFD1 needs service.
PFD1 SERVICE – needs The system has determined Replace PFD.
service. Return unit for repair. PFD needs service.
PAGE 32
Aug 15/07 34-20-00 5E8
MAINTENANCE MANUAL
(c) Removal
1 Using a 3/32nd hex tool, rotate all four ¼-turn fasteners counter-clockwise until they
reach their stops.
2 Carefully remove the display from the panel.
3 While supporting the display, disconnect the connector.
(d) Installation
1 Visually inspect the connector and pins for signs of damage. Repair any damage.
While supporting the display, connect the connector to the rear of the unit.
2 Carefully insert the display into the panel cutout, ensuring that all 4 ¼-turn fasteners
align with the corresponding holes.
3 Seat the display in the panel cutout. Do not use excessive force while inserting the
display.
4 Once seated, rotate all four ¼-turn fasteners clockwise to lock the display to the
panel.
5 Configure and test the MFD and/or PFD according to Post-Installation Setup, below.
(3) GMA 1347 Audio Panel (See Figure 4.)
(a) Description
The Garmin GMA 1347 Audio Panel is a digital audio panel with integrated marker beacon
receiver. The GMA 1347 provides control of all cockpit intercom/mic systems as well as
NAV/COM/ILS audio. The unit also provides display reversion mode control through a
large red button. Power is received from the ‘Avionics’ bus; consequently the unit only
powers up when the radio master switch is turned on. The GMA 1347 interfaces with the
marker beacon antenna as well as mic and phone jacks.
(b) Troubleshooting
See Chart 7.
(c) Removal
1 Using a 3/32nd hex tool, turn the hex nut counter-clockwise until the GMA 1347 is
unlocked from its location.
2 Carefully remove the GMA 1347 from its rack.
(d) Installation
1 Visually inspect the connectors using a flashlight to ensure there are no bent or
damaged pins. Repair any damage.
3 Gently insert the GMA 1347 into the rack until the locking tab engages the rack.
4 Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do
not overtighten the nut.
5 Configure and test the GMA 1347 according to Post-Installation Setup, below.
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CHART 7
TROUBLESHOOTING GMA 1347
Alerts
GMA1 SERVICE – GMA1 A failure has been detected in Replace GMA 1347.
needs service. Return unit for audio panel. It may still be
repair. usable.
GMA1 FAIL – GMA1 is A failure has been detected in Replace GMA 1347.
inoperative. audio panel. It is not available.
MANIFEST – GMA1 The system has detected an Load correct software
software mismatch. incorrect software version version.
Communication Halted. loaded in GMA 1347.
GMA1 CONFIG – GMA1 The system has detected a Reconfigure GMA 1347.
configuration error. Config GMA 1347 configuration
service req’d. mismatch.
Primary Data Path Secondary Data Path
GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD
ETHERNET ETHERNET
ETHERNET ETHERNET
No. 1 RS-232 RS-232 No. 2

GIA 63W GMA 1347 GMA 1347 GIA 63W
GMA 1347 Data Paths
PAGE 34
Aug 15/07 34-20-00 5E10
MAINTENANCE MANUAL
(4) GIA 63W Integrated Avionics Unit (See Figure 11.)

(a) Description
Two Garmin GIA 63W IAUs provide VHF
COM, VHF NAV, GPS NAV and other various
navigation functions. GIAs provide
communication interface to all other
G1000/PA32 LRUs in the system. Both GIAs
are located directly behind the MFD, installed
into their respective LRU racks. The #1 GIA is
powered through the ‘Essential’ power bus and
immediately powers up when the battery
master switch is tur ned on. The #2 GIA
receives power through the ‘Avionics’ bus and
powers up when the radio master switch is
turned on. Both GIA 63Ws interface to the GIA 63W Integrated Avionics Unit
following equipment: Figure 11
- S-TEC 55X Autopilot (GIA2 Only)
- VOR/LOC/Glideslope Antenna System
- VHF COM 1 & 2 Antennas
- GPS 1 & 2 Antennas
- GIA 69/69A (GIA2 Only)
- Skywatch 497 TAS (GIA2 Only)
- WX500 StormScope (GIA2 Only)
NOTE: The GIA 63W is only compatible with the antennas listed in the GIA 63W
Installation Manual, Garmin P/N 190-00303-05.
(b) Troubleshooting
See Chart 8.
(c) Removal
1 Remove the MFD as described above.
2 Unlock the GIA 63W handle by loosening the Phillips screw on the handle.
3 Pull the handle upward to unlock the GIA 63W. Gently remove the unit from the rack.
(d) Installation
1 Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage.
2 Gently insert the GIA 63W into its rack. The handle should engage the dogleg track.
3 Press down on the GIA 63W hand to lock the unit into the rack.
4 Lock the handle to the GIA 63W body using the Phillips screw.
5 Reinstall the MFD as described above.
6 Configure and test the GIA 63W(s) according to Post-Installation Setup, below.
5E11 34-20-00 Aug

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MAINTENANCE MANUAL
TROUBLESHOOTING GIA 63W
General Alerts
FAILED PATH – A data path A data path(s) connected to Check wiring to the failed
has failed. the GDU or GIA has failed. LRU.
GIA1 SERVICE – GIA1 needs A failure has been detected Replace GIA1.
service. Return unit for repair. in GIA1. It may still be usable.
GIA2 SERVICE – GIA1 needs A failure has been detected Replace GIA2.
service. Return unit for repair. in GIA2. It may still be usable.
HW MISMATCH – GIA A GIA mismatch has been Replace non-WAAS GIA 63
hardware mismatch, GIA1 detected in which only one is with a WAAS-capable
communication halted. WAAS capable. GIA 63W.
HW MISMATCH – GIA A GIA mismatch has been Replace non-WAAS GIA 63
hardware mismatch, GIA2 detected in which only one is with a WAAS-capable
communication halted. WAAS capable. GIA 63W.
COM
Weak COM transmit power Check COM antenna and cabling.
Switch GIA1 and GIA2, to identify whether the unit or
connectors/wiring is at fault. (Both GIAs must be
configured when swapped. If problem follows unit,
replace defective unit.
Weak COM receiver Check COM antenna and cabling.
configured when swapped). If problem follows unit,
replace defective unit).
No COM sidetone Switch GIA1 and GIA2, to identify whether the unit or
configured when swapped):
- If problem follows GIA, replace defective GIA.
- If problem persists, replace defective GMA 1347.
COM Alerts
COM1 SERVICE – COM1 The system has determined Replace GIA1.
needs service. Return unit for COM1 needs service.
repair.
COM2 SERVICE – COM2 The system has determined Replace GIA2.
needs service. Return unit for COM1 needs service.
repair.
PAGE 36
Aug 15/07 34-20-00 5E12
MAINTENANCE MANUAL
COM Alerts (cont.)
COM1 TEMP – COM1 over COM1 is reporting high Ensure that the avionics fan
temp. Reducing transmitter temperature. Transmitter is functioning properly.
power. power is reduced.
Ensure that the scat tubing
from the avionics fan is
connected to GIA1.
COM2 TEMP – COM2 over COM2 is reporting high Ensure that the avionics fan
temp. Reducing transmitter temperature. Transmitter is functioning properly.
power. power is reduced.
Ensure that the scat tubing
from the avionics fan is
connected to GIA2.
COM1 PTT – COM1 push-to-talk The COM1 external push-to-talk Press the push-to-talk
key is stuck. (PTT) switch is stuck in switch(s) again to cycle
the enabled (or “pressed”) its operation.
state.
Check push-to-talk
switch(s) and wiring.
Check GIA1/GMA 1347
interconnect.
Switch GIA1 and GIA2, to
identify whether the unit or
connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.):
- If problem follows the unit,
replace GIA1;
- If problem persists replace
defective GMA 1347.
5E13 34-20-00 Aug

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15/07
MAINTENANCE MANUAL
COM Alerts (cont.)
COM2 PTT – COM2 push-to-talk The COM2 external push-to-talk Press the push-to-talk
key is stuck. (PTT) switch is stuck in switch(s) again to cycle
the enabled (or “pressed”) its operation.
state.
Check push-to-talk
switch(s) and wiring.
Check GIA2/GMA 1347
interconnect.
Switch GIA1 and GIA2, to
identify whether the unit or
connectors/wiring is at fault.
(Both GIAs must be
replace GIA2;
- If problem persists replace
defective GMA 1347.
COM1 RMT XFR – COM1 The COM1 external remote Switch GIA1 and GIA2, to
remote transfer key is stuck. transfer switch is stuck in the identify whether the unit or
enabled (or “pressed”) state. connectors/wiring is at fault.
(Both GIAs must be
configured when swapped.)
replace GIA1;
continue to troubleshoot
remote transfer switch &
wiring.
COM2 RMT XFR – COM1 The COM2 external remote Switch GIA1 and GIA2, to
(Both GIAs must be
configured when swapped.)
replace GIA2;
wiring.
PAGE 38
Aug 15/07 34-20-00 5E14
MAINTENANCE MANUAL
NAV
Weak NAV receiver Check NAV antenna, coupler, and cabling.
connectors/wiring is at fault (Both GIAs must be
configured when swapped. If problem follows unit,
NAV Alerts
NAV1 SERVICE – NAV1 The system has detected a Replace GIA1.
needs service. Return unit for failure in NAV1 receiver.
repair. It may still be usable.
NAV2 SERVICE – NAV2 The system has detected a Replace GIA2.
needs service. Return unit for failure in NAV2 receiver.
NAV1 RMT XFR – NAV1 The NAV1 external remote Switch GIA1 and GIA2, to
(Both GIAs must be
- If problem follows unit,
replace GIA1;
wiring.
NAV2 RMT XFR – NAV2 The NAV2 external remote Switch GIA1 and GIA2, to
(Both GIAs must be
- If problem follows unit,
replace GIA2;
wiring.
5E15 34-20-00 Aug

PAGE 39
15/07
MAINTENANCE MANUAL
Glideslope (G/S)
Weak G/S receiver Check G/S antenna, coupler, and cabling.
configured when swapped.) If problem follows unit,
Glideslope Alerts
G/S1 SERVICE – G/S1 needs The system has detected a Replace GIA1.
service. Return unit for repair. failure in G/S1 receiver.
It may still be usable.
G/S2 SERVICE – G/S2 needs The system has detected a Replace GIA2.
service. Return unit for repair. failure in G/S2 receiver.
It may still be usable.
G/S1 FAIL – G/S1 is inoperative. The system has detected a Check G/S1 antenna and
failure in G/S1 system. cabling.
The receiver is not available.
Replace GIA1 if problem
persists.
G/S2 FAIL – G/S2 is inoperative. The system has detected a Check G/S2 antenna and
failure in G/S2 system. cabling.
The receiver is not available.
persists.
GPS
Will Not Acquire Satellites Go to AUX 3 Page on MFD and confirm which GPS
receiver is inoperative (GPS 1 or GPS 2).
Check appropriate GPS Antenna and Cabling.
configured when swapped.) If problem follows unit,
GPS Alerts
MANIFEST – GPS1 software The system has detected an Load correct software
mismatch. Communication Halted. incorrect software version version.
loaded in GIA1.
MANIFEST – GPS2 software The system has detected an Load correct software
loaded in GIA2.
PAGE 40
Aug 15/07 34-20-00 5E16
MAINTENANCE MANUAL
GPS Alerts (cont.)
GPS1 SERVICE – GPS1 The system has detected a Replace GIA1.
needs service. Return unit for failure in GPS1 receiver.
GPS2 SERVICE – GPS2 The system has detected a Replace GIA2.
needs service. Return unit for failure in GPS2 receiver.
GPS1 FAIL – GPS1 is inoperative. The system has detected a Check GPS1 antenna and
failure in GPS1 system. cabling.
persists.
GPS2 FAIL – GPS2 is inoperative. The system has detected a Check GPS2 antenna and
failure in GPS2 system. cabling.
persists.
LOI – GPS integrity lost. The GPS position is degraded. This message may clear as
Crosscheck with other NAVS. GPS coverage improves.
Check GPS1 and GPS2
antennas and cabling.
GPS NAV LOST - Loss of The GPS position has been This message may clear as
GPS navigation. Insufficient lost. GPS position integrity
satellites. improves.
Check GPS1 and GPS2
GPS NAV LOST - Loss of The GPS position has been Message may clear as GPS
GPS navigation. Position error. lost. position integrity improves.
Check GPS1 and GPS2
GPS NAV LOST - Loss of The GPS position has been Message may clear as GPS
GPS navigation. GPS fail. lost. position integrity improves.
Check GPS1 and GPS2
ABORT APR - Loss of GPS The GPS position has been Message may clear as GPS
navigation. Abort approach. lost. position integrity improves.
Check GPS1 and GPS2
APR DWNGRADE - The GPS position has been Message may clear as GPS
Approach downgraded. lost. position integrity improves.
Check GPS1 and GPS2
5E17 34-20-00 Aug

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15/07
MAINTENANCE MANUAL
GIA Cooling Alerts
GIA1 COOLING – GIA1 GIA1 operating temperature is Allow unit to warm up.
temperature too low. too low.
GIA2 COOLING – GIA2 GIA2 operating temperature is Allow unit to warm up.
temperature too low. too low.
GIA1 COOLING – GIA1 over GIA1 has exceeded its Check Avionics Fan for
temperature. operating temperature range. proper operation.
Replace GIA1.
Garmin.
GIA2 COOLING – GIA2 over GIA2 has exceeded its Check Avionics Fan for
temperature. operating temperature range. proper operation.
Replace GIA2.
Garmin.
GIA Configuration Alerts
MANIFEST – GIA1 software The system has detected an Load correct software
loaded in GIA1.
MANIFEST – GIA2 software The system has detected an Load correct software
loaded in GIA2.
GIA1 CONFIG – GIA1 The system has detected a GIA1 Configure GIA1 correctly.
configuration error. Config configuration mismatch. If
service req’d. GIAs are not properly configured
after being swapped/replaced, this
message appears.
GIA2 CONFIG – GIA2 The system has detected a GIA2 Configure GIA2 correctly.
configuration error. Config configuration mismatch. If
service req’d. GIAs are not properly configured
after being swapped/replaced, this
message appears.
GIA1 CONFIG – GIA1 audio The system has detected an error Configure GIA1 correctly.
config error. Config service req’d. in the audio configuration of GIA1.
GIA2 CONFIG – GIA2 audio The system has detected an error Configure GIA2 correctly.
config error. Config service req’d. in the audio configuration of GIA2.
PAGE 42
Aug 15/07 34-20-00 5E18
MAINTENANCE MANUAL
(5) GEA 71 Engine/Airframe Unit (See Figure 12.)

(a) Description
The Garmin GEA 71 Engine/Airframe Unit provides
engine/airframe data to the G1000/PA32 system.
Data received from transducers/sensors is
processed, then sent via RS-485 to a GIA 63W, and
subsequently to the GDU 1040 MFD. The GEA 71 is
connected to both GIA 63Ws for redundant
communications. In display reversionary mode,
engine instrumentation is displayed on the PFD as
well. The GEA is located directly behind the PFD in
its LRU rack. Power is received from the ‘Essential’
power bus.
The GEA interfaces to the following:
- Manifold Pressure Sensor (MAP) GEA 71 Engine / Airframe Unit
- Oil Pressure Sensor Figure 12
- Tachometer Sensor
- Oil Temperature Sensor
- Fuel Flow Sensor
- Six Cylinder Head Temperature (CHT) Sensors
- Six Exhaust Gas Temperature (EGT) Sensors
- Alternator & Battery Current Monitor Shunts
- Fuel Senders
- Pitot Heat System
- Cabin Air Temp Sensor
- Baggage Door Detection Switch
- Starter Engage System Monitor
(b) Troubleshooting
See Chart 9.
(c) Removal
1 Remove the PFD as described above.
2 Unlock the GEA 71 handle by unscrewing the Phillips screw.
3 Pull the handle upward to unlock the GEA 71.
4 Gently remove the GEA 71 from its rack.
(d) Installation
any damage.
2 Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
3 Press down on the handle to lock the unit into place.
4 Lock the handle to the GEA 71 body using the Phillips screw.
5 Reinstall the PFD as described above.
6 Configure and test the GEA 71 according to Post-Installation Setup, below.
5E19 34-20-00 Aug

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15/07
MAINTENANCE MANUAL
CHART 9
TROUBLESHOOTING GEA 71
GEA Alerts
MANIFEST – GEA1 software The system has detected an Load correct software
loaded in GEA 71.
GEA1 CONFIG – GEA1 The system has detected a Configure GEA 71 correctly.
configuration error. Config GEA 71 configuration mismatch.
service req’d.
GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD
ETHERNET ETHERNET
ETHERNET ETHERNET
No. 1 RS-485 RS-485 No. 2

GIA 63W GEA 71 GEA 71 GIA 63W
GEA 71 Data Paths
PAGE 44
Aug 15/07 34-20-00 5E20
MAINTENANCE MANUAL
(6) GTX 33 Mode S Transponder (See Figure 13.)

(a) Description
The Garmin GTX 33 provides Mode A, C, and S
altitude and position reporting information from
the G1000/PA32 system. The unit is mounted
directly behind the PFD in its LRU rack. Power is
received from the ‘Essential’ bus. Similarly to the
GEA 71, the GTX 33 sends data via RS-232
directly to a GIA 63W. Information is then sent to
the PFD, where the pilot can control the
transponder. The GTX 33 is connected to both
GIA 63Ws for redundant communications. The
GTX 33 interfaces with the transponder
antenna. A remote ident switch is also installed
on the pilot’s control yoke. GTX 33 Mode S Transponder
(b) Troubleshooting Figure 13
See Chart 10.
(c) Removal
2 Unlock the GTX 33 handle by loosening the Phillips screw on the handle.
3 Pull the handle upward to unlock the GTX 33. Gently remove the unit from the rack.
(d) Installation
any damage.
2 Gently insert the GTX 33 into its rack. The handle should engage the dogleg track.
3 Press down on the GTX 33 hand to lock the unit into the rack.
4 Lock the handle to the GTX 33 body using the Phillips screw.
6 Configure and test the GTX 33 according to Post-Installation Setup, below.
5E21 34-20-00 Aug

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15/07
MAINTENANCE MANUAL
CHART 10
TROUBLESHOOTING GTX 33
GTX Alerts
MANIFEST – GTX1 software The system has detected an Load correct software
loaded in GTX 33.
XPDR1 CONFIG – XPDR1 The system has detected a Configure GTX 33 correctly.
configuration error. Config GTX 33 configuration mismatch.
service req’d.
XPDR1 SRVC – XPDR1 A failure has been detected in Replace GTX1.
needs service. Return unit for transponder1. The transponder
repair. may still be usable.
XPDR1 FAIL – XPDR1 is The system cannot Reload configuration file.
inoperative. communicate with
transponder1. Check wiring.
Replace GIA1 with a known
good unit, to verify location
of problem:
replace the GTX 33.
- If problem does not
persist, replaced GIA1.
GDU 1040 GDU 1040 GDU 1040 GDU 1040

PFD MFD PFD MFD
ETHERNET ETHERNET
ETHERNET ETHERNET
No. 1 RS-232 RS-232 No. 2

GIA 63W GTX 33 GTX 33 GIA 63W
GTX 33 Data Paths
PAGE 46
Aug 15/07 34-20-00 5E22
MAINTENANCE MANUAL
(7) GDC 74A Digital Air Computer (See Figure 14.)

(a) Description
The Garmin GDC 74A provides digital air data
computations to the G1000/PA32 system. The
unit is mounted to its rack directly behind the
PFD. Power is received from the ‘Essential’
bus. The GDC 74A connects to pitot/static
ports. Air data is sent to the PFD for display.
Four redundant data paths exist to the PFD,
MFD, and both GIAs.
NOTE: If any connections in the pitot / static
system are opened for maintenance, GDC 74A Digital Air Computer
the entire system must be rechecked Figure 14
per Pitot / Static System, Test, in
34-10-00, above.
(b) Troubleshooting
See Chart 11.
(c) Removal
2 Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single
connector.
3 Loosen each thumbscrew on the hold-down clamp and remove the clamp.
4 Carefully remove the unit from its mount.
(d) Installation
1 Place the unit in the mounting tray.
2 Position the locking clamp and fasten using the thumbscrews.
3 Connect the pitot/static plumbing.
4 Inspect the connector and pins for damage. Repair any damage. Connect the
connector to the unit.
6 Configure and test the GDC 74A according to Post-Installation Setup, below.
5E23 34-20-00 Feb

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28/09
MAINTENANCE MANUAL
CHART 11
TROUBLESHOOTING GDC 74A
GDC 74A Alerts
MANIFEST – GDC1 software The system has detected an Reload software.
mismatch. Communication Halted. incorrect software version
loaded in GDC 74A.
GDC1 SERVICE – GDC1 The system has detected a Replace GDC1.
needs service. Return unit for failure in GDC1.
repair.
GDC1 FAIL – GDC1 has The system has detected a Replace GDC1.
failed. failure in GDC1.
No.1 ARINC 429 No.1 No.1 ARINC 429 No.1

GDU 1040 GDC 74A GDU 1040 GDU 1040 GDC 74A GDU 1040
PFD MFD PFD MFD
ETHERNET ETHERNET
Third Data Path Fourth Data Path
No.1
No.1 No.1 No.1
GDU 1040 GDC 74A GDC 74A
GDU 1040 GDU 1040 GDU 1040
ARINC 429
PFD
ARINC 429
MFD PFD MFD
ETHERNET ETHERNET
ETHERNET ETHERNET
No.1 No.2
GIA 63W GDC 74A Data Paths GIA 63W
PAGE 48
Aug 15/07 34-20-00 5E24
MAINTENANCE MANUAL
(8) OAT Probe

(a) Description
The Garmin GTP 59 OAT Probe (see Figure 14a) provides the GDC 74A with air
temperature data. The OAT probe is mounted to the bottom side of the right wing.
(b) Removal
1 Remove the OAT probe cover assembly from the underside of the right wing by
removing the Phillips screws.
2 Disconnect the connector.
3 Use a deep-socket to hold the probe in place on the outside of the cover. On the
inside of the cover, loosen the GTP 59 mounting nut and remove the GTP 59.
(c) Installation
1 Replacement is the reverse of removal.
2 No configuration is required for the GTP 59. Test according to Post-Installation Setup,
below.
104829 B
APPLY A SMALL AMOUNT

OF 567 SEALANT (P/N 179-771)
TO THREADS.
P742 OAT SENSOR WASHER
1 WHT
2 BLU
3 ORN
NUT
(TORQUE TO 50 IN.-LBS.
± 5 IN.-LBS.)
GTP 59 OAT Probe

Figure 14a
5F1 34-20-00 Aug

PAGE 49
15/07
MAINTENANCE MANUAL
(9) GRS 77 Attitude and Heading Reference System (See Figure 15.)
(a) Description
The Garmin GRS 77 AHRS provides attitude
and heading information to the G1000/PA32
system. The unit is mounted below the forward
baggage compartment. Power is received
from the ‘Essential’ bus. The GRS 77
interfaces with and provides power to the
GMU 44 Magnetometer. The GRS 77 supplies
attitude and heading information directly to the
PFD, MFD, and to both GIAs.
(b) Troubleshooting GRS 77 AHRS
Figure 15
See Chart 12.
(c) Removal
1 Remove forward baggage compartment floor.
2 Disconnect the AHRS connector.
3 Remove the four Phillips thumbscrews with a screwdriver and set them aside.
4 Gently lift the GRS 77 from the mounting plate. (If the mounting plate is removed, the
GRS 77 must be re-calibrated. See Post-Installation Setup, below.)
(d) Installation
1 Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
2 Fasten the unit to the plate using the Phillips thumbscrews.
any damage. Connect the connector to the GRS 77.
4 Calibrate and test the GRS 77 according to Post-Installation Setup, below.
5 Reinstall forward baggage compartment floor.
PAGE 50
Aug 15/07 34-20-00 5F2
MAINTENANCE MANUAL
TROUBLESHOOTING GRS 77
GRS 77 Alerts
MANIFEST – GRS1 software The system has detected an Reload software.
mismatch. Communication Halted. incorrect software version
loaded in GRS 77.
AHRS SERVICE – AHRS1 The AHRS magnetic field Required in 2010 and
Magnetic-field model needs model should be updated. each five (5) years
update. Appears on ground only. thereafter. Contact Garmin
for procedure.
GEO LIMITS – AHRS1 too far The aircraft is outside of its Operate the aircraft only
North/South, no magnetic operating limits; i.e., too far within the limits as
compass. North or South. Heading will specified in the
be flagged invalid. G1000 Flight Manual Suppl.
AHRS1 TAS – AHRS1 not The GRS 77 is not receiving Check GRS/GDC
receiving airspeed. airspeed from the GDC 74A. interconnect.
AHRS1 GPS – AHRS1 not The GRS 77 is not receiving Ensure that both GPS1
receiving GPS information. GPS data from the GPS and GPS2 can lock on
receivers. to GPS signals:
- If GPS receivers are
faulty, replace GIA unit(s);
- If GPS receivers operate
correctly, check GRS/GIA
interconnects;
- If interconnects operate
correctly, replace GRS 77.
AHRS1 GPS – AHRS1 using The GRS 77 is using the Ensure that both GPS1
backup GPS source. backup GPS data path. and GPS2 can lock on
to GPS signals:
interconnects;
AHRS1 GPS – AHRS1 not The GRS 77 is not receiving Ensure that both GPS1
receiving backup GPS data from the backup GPS and GPS2 can lock on
information. data path. to GPS signals:
interconnects;
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MAINTENANCE MANUAL
TROUBLESHOOTING GRS 77
GRS 77 Alerts (cont.)
AHRS1 GPS – AHRS1 The GRS 77 is operating in Ensure that both GPS1
operating exclusively in reversionary mode because it and GPS2 can lock on
no-GPS mode. is not receiving any GPS to GPS signals:
information. - If GPS receivers are
interconnects;
GDU 1040 ARINC 429 GDU 1040 GDU 1040 ARINC 429 GDU 1040
GRS 77 GRS 77
PFD MFD PFD MFD
ETHERNET ETHERNET
Third Data Path Fourth Data Path
GDU 1040 GRS 77 GDU 1040 GDU 1040 GRS 77 GDU 1040
PFD MFD PFD MFD
ARINC429
ARINC429
ETHERNET ETHERNET
ETHERNET ETHERNET
No.1 No.2
GIA 63W GRS 77 Data Paths GIA 63W
PAGE 52
Aug 15/07 34-20-00 5F4
MAINTENANCE MANUAL
(10) GMU 44 Magnetometer (See Figure 16.)

(a) Description
The GMU 44 provides horizontal and vertical
magnetic field information to the GRS 77 AHRS.
This allows heading to be calculated and provides
assistance during AHRS alignment. The GMU 44 is
mounted in the left wing tip.
(b) Troubleshooting
GMU 44 Magnetometer
See Chart 13.
Figure 16
(c) Removal
1 Remove left wing tip cover by unscrewing the Phillips screws.
2 Unscrew the three screws that hold the GMU 44 to its mounting rack.
3 Carefully lift the GMU 44 from the rack.
4 Disconnect the wiring harness.
(d) Installation
any damage. Connect the wiring harness to the GMU 44.
2 Lower the GMU 44 into the rack and secure the plate with the three Phillips screws.
3 Reinstall left wing tip cover.
4 Calibrate and test the GMU 44 according to Post-Installation Setup, below.
CHART 13
TROUBLESHOOTING GMU 44
GMU 44 Alerts
MANIFEST – GMU1 The system has detected an Reload software.
software mismatch. incorrect software version
Communication Halted. loaded in GMU 44.
HDG FAULT – A A fault has occurred in the Replace GMU 44.
magnetometer fault has magnetometer; heading will be
occurred. flagged invalid.
5F5 34-20-00 Aug

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MAINTENANCE MANUAL
(11) GDL 69/69A Data Link Unit (See Figure 17.)

(a) Description
The Garmin GDL 69 Data Link Unit provides
NEXRAD weather information to the G1000
system. The GDL 69A Data Link Unit provides
NEXRAD weather information and XMTM audio
entertainment channels to the G1000 system.
Data received from the GDL 69 or 69A is sent
directly to the MFD via High Speed Data Bus
(Ethernet). The GDL 69 or 69A is located directly
behind the PFD in its LRU rack and receives
power from the Avionics bus.
(b) Troubleshooting
See Chart 14.
(c) Removal GDL 69/69A Data Link Unit
1 Remove the PFD as described above. Figure 17
2 Unlock the GDL 69A handle by unscrewing the Phillips screw.

3 Pull the handle upward to unlock the GDL 69A.
4 Gently remove the GDL 69A from its rack.
(d) Installation
any damage.
2 Gently insert the GDL 69A into the rack. The handle should engage the dogleg track.
3 Press down on the handle to lock the unit into place.
4 Lock the handle to the GDL 69A body using the Phillips screw.
6 Configure and test the GDL 69A according to Post-Installation Setup, below.
PAGE 54
Aug 15/07 34-20-00 5F6
MAINTENANCE MANUAL
CHART 14
TROUBLESHOOTING GDL 69/69A
GDL Alerts
GDL69 CONFIG – GDL 69 The system has detected an Reload software.
config error. Config service error in the configuration of
req’d. the GDL69.
GDL69 FAIL – GDL 69 has A failure has been detected in Replace GDL 69 or 69A.
failed. the GDL 69/69A. The unit is
unavailable.
Primary Data Path
GDU 1040 GDU 1040

PFD MFD
ETHERNET
GDL 69A
DATA LINK
GDL 69/69A Data Path
5F7 34-20-00 Aug

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MAINTENANCE MANUAL
(12) Configuration Module

The configuration module is located in the
7
backshell of the connector to which it is 8 (2 PLACES)
terminated. 1
(a) Removal
1 Disconnect connector from LRU. 2
2 Remove 2 screws (8) from cover 3
(7) and remove cover.
3 Unplug connector from config- 4
uration module (1).
4 Remove configuration module.
(b) Installation 6
1 Inspect connector for damaged
pins (4).
2 Place configuration module (1) in
position. 5
3 Inser t connector into config-
Configuration Module Installation
uration module (1).
Figure 18
4 Assembly of the connector is the
reverse of disassembly.
NOTE: If the GRS 77 AHRS Configuration Module is replaced:

All three GRS 77/GMU 44 calibration procedures must be performed. Proceed to
Post-Installation Setup, below.
NOTE: If GDC 74 Configuration Module is replaced:
Configuration settings must be reloaded to the GDC 74A. Proceed to Post-
Installation Setup, below.
NOTE: If the Master Configuration Module is replaced:
1. Start the G1000 system in configuration mode.
2. Go to the Configuration Upload Page on the PFD.
3. Press the UPDT CFG softkey.
NOTE: If both the PFD and Master Configuration Module is replaced:
The G1000 system (except GRS 77/GMU 44 and GDC 74A) must be
reconfigured. Proceed to Post-Installation Setup, below.
PAGE 56
Aug 15/07 34-20-00 5F8
MAINTENANCE MANUAL
(13) GEA 71 Backshell Thermocouple

7 (2 PLACES)
(a) Removal
1 Remove GEA 71 as described
above. 6
2 Remove GEA connector
backplate.
3
3 Remove connector J701 (5) from
the backplate.
4 Remove cover (6) from the 1
backshell.
5 Unscrew ther mocouple from 2
boss on backshell. Extract the
ther mocouple pins from the
connector. 5
(b) Installation
1 Crimp pins (2) onto each of the
thermocouple wires (1). Ensure
that pre-stripped wire length is
1/8” prior to crimping.
4
2 Insert newly crimped pins and
wires into the appropriate GEA 71 Backshell Thermocouple
connector housing location (4) as Figure 19
specified in the electrical schematic.
3 Place thermocouple body (1) onto the backshell boss (5). Place the thermocouple as
shown in Figure 19 so that the wires exit towards the bottom of the backshell.
4 Fasten thermocouple tightly to backshell using the provided screw (3).
5 Fasten cover (6) to backshell using the provided screws (7).
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(14) Spider Grounds

Most G1000 connectors employ a SPIDER grounding system to provide necessary ground
reference to shielding and/or transducers. A single 16-gauge wire is connected locally to the
airframe. Additional SPIDER wires, 24-gauge, are used to connect shield grounds. The
assembly is fastened directly to the backshell housing with two screws. Figure 20 shows an
example SPIDER installation.
3 PLACES
2 PLACES
SEE DETAIL A
2 PLACES
24 AWG
24 IN.
16 AWG TO GROUND
(AIRFRAME OR TAB ON RACK)
6.0 IN. MAX.
1.5 TO 3.0 IN.
DETAIL A
Effectivity Spider Grounds

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MAINTENANCE MANUAL
(15) Shield Block Installation (See Figure 21.)

Most G1000 connectors employ a shield block grounding system to provide necessary ground
reference to shielding and/or transducers.
16
17 15
14
13
7
3
9 6 5
12
11 4
10
7 5
1. CAST HOUSING 10. SCREW

2. SHIELD BLOCK(S) 11. SPLIT WASHER
3. SCREW 12. FLAT WASHER
4. MULTIPLE CONDUCTOR SHIELDED CABLE 13. SILICON FUSION TAPE
(2–CONDUCTOR DEMONSTRATED HERE) 14. STRAIN RELIEF
5. DRAIN WIRE SHIELD TERMINATION (METHOD OPTIONAL) 15. SCREW
6. BRAID, FLAT 16. LID
7. FLOATING SHIELD TERMINATION (METHOD OPTIONAL) 17. SCREW
8. PINS
9. RING TERMINAL, #8, INSULATED
Shield Block Installation to Backshell Effectivity

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G. Post-Installation Setup (PIR-PPS55014, Rev. B/Garmin Doc. No. 190-00343-02, Rev. B.)
This section covers the procedures that must be performed after accomplishing the mechanical and
electrical installations. The person performing the post-installation checks is assumed to be familiar
with the aircraft, have a working knowledge of typical avionics systems, and have experience using
the test equipment defined in this section. All installation work must be completed before beginning
any of the following procedures.
(1) Required Test Equipment
The following test equipment is required to conduct and complete all post-installation checkout
procedures: (All test equipment should have current calibration records.)
• A VHF NAV/COM/ILS ramp tester or equivalent.
• A transponder ramp tester or equivalent.
• A pitot/static ramp tester.
• A Digital Multi-Meter (DMM).
• A ground power unit capable of supplying 28 Vdc power to the aircraft systems and avionics.
• Outdoor line-of-sight to GPS satellite signals or GPS indoor repeater.
• IBM-compatible PC computer.
• Headset/Microphone.
• Digital Level or equivalent.
(2) Operation
See the Garmin Cockpit Reference Guide and the Pilot’s Operating Handbook (POH) for
system control and operation.
(3) Configuration Mode Overview
CAUTION: THE CONFIGURATION MODE CONTAINS CERTAIN PAGES AND SETTINGS
THAT ARE CRITICAL TO AIRCRAFT OPERATION AND SAFETY. SUCH PAGES
ARE PROTECTED AND CANNOT BE MODIFIED, UNLESS THE TECHNICIAN IS
PROPERLY AUTHORIZED AND EQUIPPED. HOWEVER, MOST PROTECTED
PAGES ARE VIEWABLE TO ALLOW SYSTEM AWARENESS FOR
TROUBLESHOOTING.
The Configuration Mode exists to provide the technician with a means of configuring, checking,
and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information can
also be viewed in this mode.
(a) To start the system in Configuration Mode:
1 Start the system in normal mode as described in the POH.
2 Remove power to the PFD and MFD by pulling the circuit breakers labeled PFD and
MFD.
3 Press and hold the ENT key on the PFD while applying power using the PFD circuit
breaker.
4 Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner
of the PFD.
5 Power on the MFD in the same manner. It is best to have both displays in
Configuration Mode whenever performing post-installation practices.
NOTE: For a complete description and breakdown of each Configuration Mode page, see
the G1000 Configuration Manual, Garmin P/N 190-00303-04.
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(b) Loader Card Interface

CAUTION: ALWAYS USE CAUTION WHEN USING CODE LOADER CARDS DURING
MAINTENANCE. THE G1000 SYSTEM IS DESIGNED TO IMMEDIATELY
INITIALIZE THE CARD UPON POWER-UP. ON-SCREEN PROMPTS MUST
BE GIVEN CAREFUL ATTENTION IN ORDER TO AVOID POTENTIAL LOSS
OF DATA. ALWAYS READ THROUGH PROCEDURES GIVEN IN HEREIN,
AND/OR THE REQUIRED EQUIPMENT LIST, CHART 35, BEFORE
ATTEMPTING TO USE THE CODE LOADER CARDS.
The G1000/PA32 Config/Loader Card interface exists to provide a means of loading
software and configuration files to the system and LRUs. The G1000/PA32 Config/Loader
Card uses a 128 MB Secure Digital (SD) data card that contains:
- All G1000 LRU Software Files
- All G1000 Configuration Files
All software and configuration files were pre-determined by Garmin and/or Piper during
design of the system. During removal and replacement of LRUs, software and
configuration files may need to be reloaded, see below. To satisfy TC/STC requirements,
the technician must use the correct G1000/PA32 Config/Loader Card part number when
servicing the G1000 system.
The G1000/PA32 Config/Loader Card part number defines all files specific to the G1000
system as installed in the PA32. Approved Loader Card part numbers for the PA-32 can be
found in the Required Equipment List, Chart 35.
(c) Configuration Files
A G1000/PA32 Config/Loader Card typically contains the following configuration files:
- AIRFRAME: Contains data such as airspeed parameters, engine/airframe sensor
limitations, fuel tank parameters and alerting system settings that tailor a G1000 PFD
or MFD to the PA-32.
- SYSTEM: Configures the G1000 Ethernet to expect a PFD, MFD, and two GIAs.
- MANIFEST: Loads a manifest of all software part numbers and versions associated
with an approved system configuration.
- MFD1: Configures MFD serial/discrete communication and alert system settings.
- PFD1: Configures PFD serial/discrete communication and alert system settings.
- GIA1/GIA2: Configure GIA1/GIA2 serial/discrete communication settings.
- GMA1: Configures GMA 1347 audio and serial communication settings.
- GTX1: Configures GTX 33 transponder and serial communications settings.
- GEA1: Configures GEA 71 engine/airframe parameters.
- GDC1: Configures GDC 74A air data values for the PA-32.
- CAL: Configures the fuel quantity calibration settings.
- AUDIO: Configures the audio messages played by the GIAs.
The above files are loaded during the configuration processes listed in Post-Installation
Procedures, below, and Required Equipment List, Chart 35. Each file is sent directly to the
applicable LRU. The same file is also stored in PFD internal configuration memory. The
PFD also sends a copy of all configuration files to its connector configuration module. If
the PFD is replaced, the configuration module retains all configuration files in the aircraft.
NOTE: The GRS 77 AHRS and GMU 44 Magnetometer do not use a configuration file.
However, these LRUs do require several calibrations during installation checkout
to tailor sensor characteristics to a specific PA32 airframe. While performing
maintenance on these units, re-calibration may be required. See below.
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(d) Configuration File Storage

The G1000 system is designed to store all configuration settings in various places so that
the configuration is retained in the aircraft during unit maintenance. See Figures 22 and 23.
The GRS 77 and GDC 74A configuration modules function differently than the rest of the
system. The GDC 74A’s configuration file is loaded directly to GDC internal memory. A
copy of the file is stored in the GDC configuration module.
The GRS 77 configuration module does not store any configuration settings. Rather, it
stores calibration data recorded during installation calibration procedures.
G1000 Master Configuration Module

(Located in PFD backshell connector)
Master configuration module contains identical

backup configuration files of PFD configuration
memory.
PFD cross-checks these backup files against files

contained within PFD memory. PFD self configures
to match master configuration module.
GDU 1040 GMA 1347 GDU 1040

PFD Audio Panel MFD
Contains ‘ACTIVE’ PFD settings Contains ‘ACTIVE’ GMA
Represents ‘SET’ column for all LRUs settings. Contains ‘ACTIVE’ MFD settings
Stores all configuration files in internal
memory. Uses PFD Internal The MFD uses PFD internal
Uses master configuration module for configuration files for configuration files for backup.
backup. backup.
RS-232
RS-232

Contains ‘ACTIVE’ configuration settings internally.
GIA1 uses PFD internal configuration files for
backup. GIA1 uses PFD internal configuration files for
backup.
RS-232
RS-485
GEA 71
RS-485
RS-232

GTX 33
Contains ‘ACTIVE’ transponder settings internally.
The GEA 71 configuration module is NOT used for
configuration settings. The GTX 33 uses PFD internal configuration
files for backup.
The GEA 71 uses PFD internal configuration
files for backup.
Effectivity LRU Configuration File Storage

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MAINTENANCE MANUAL
GRS 77 Config Module GDC 74A Config Module

(Located in GRS backshell connector) (Located in GDC backshell connector)
Stores a copy of AHRS/Magnetometer
calibration values that are recorded upon
completion of post-installation calibration
procedures.
GRS 77 GDC 74A

AHRS Air Data Computer
The GDC 74A stores the GDC configuration file internally.
The GDC 74A also stores factory calibration data internally.

Should internal memory or the configuration module
fail, loss of some or all data outputs will result.
GRS Internal Memory GDC Internal Memory

Contains internal sensor calibration data that
Is not installation specific. Data is stored from
factory calibrations.
GRS / GDC Configuration Settings Storage Effectivity

(e) SET>ACTV Interface

CAUTION: THE ACTV>SET SOFTKEY MUST BE USED WITH CAUTION! IF AN
IMPROPERLY CONFIGURED UNIT IS INSTALLED, THIS SOFTKEY
CAUSES THE WRONG CONFIGURATION TO REPLACE THE CORRECT
AIRCRAFT CONFIGURATION!
1 Throughout various Configuration Mode pages, there are SET and ACTIVE columns
for input/output settings and other parameters.
SET: Refers to a setting or group of settings that reside in PFD Internal Memory
and/or the Master Configuration Module.
ACTIVE: Refers to an ‘active’ setting or parameter currently being used by the LRU.
LRUs store the ‘active’ settings within internal memory.
2 Data can be manually copied from one column to the other by using the following two
softkeys, when available:
- SET>ACTV (read ‘Set to Active’) softkey: Allows the installer to send the
information in the SET column (data stored in the master config module) to the ACTV
column (data used by LRU).
- ACTV>SET (read ‘Active to Set’) softkey: Causes the LRUs current settings to be
copied to the master configuration module as SET items.
3 In the first example shown in Figure 24, the SET columns do not match the ACTIVE
columns. The inequality between SET and ACTIVE indicates a configuration
mismatch. By pressing the SET>ACTV softkey, this copies the SET column to the
LRU unit’s configuration memory. The settings then become the ACTIVE settings for
the LRU being configured.
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Effectivity Set > Active Example

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Set > Active - Loss of Communications Effectivity

4 When troubleshooting the system, technicians can look for inequalities between SET
and ACTIVE columns. Certain problems can be resolved simply by pressing the
SET>ACTV softkey, which reloads settings to the specific LRU from the PFD.
NOTE: This can also be accomplished by reloading the configuration files for the
LRU using the G1000/PA32 Config/Loader Card. See below.
5 A blank active column, as shown in Figure 25, represents loss of communication
between the display and the particular unit. See above.
(f) Configuration Prompts
When configuration settings are changed, the technician receives on-screen prompts
and/or confirmations such as those shown in Figures 27 and 28.
(g) Data Transmission Indicators (See Figure 26.)
Several configuration screens utilize an indicator light system to show discrete (ON/OFF)
data and/or hardware component status. Unless otherwise noted, the following applies to
all such status indicators:
- Green Light: Expected data is successfully received and is ON. A green light could also
indicate that the parameter/component is working correctly.
- Red Light: Expected data is not received. A red light could also indicate that a
parameter/component is invalid.
- No Light (Black): Expected data is successfully received and is OFF, no data is
expected. A black light could also indicate that the parameter/component is not
responding.
Data Transmission Indicators Effectivity

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(4) Configuration Mode Navigator

Figure 27 shows the typical layout and organization of Configuration Mode Navigator.
Specifically, it shows the “SYSTEM” configuration mode page group selected, and the third
page of that grouping being selected.
Figure 28 lists the various page groups and pages shown in the G1000 configuration mode.
Pages that are bold are used during post-installation setup. Pages that are grayed-out are
either not used for setup or are protected so that information cannot be changed.
Using the FMS knob, a user can navigate through different pages and page groups in the
Configuration Mode.
Effectivity Configuration Page Navigator

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Configuration Pages and Groups Effectivity

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(5) Post-Installation Procedures

NOTE: This entire procedure must be successfully accomplished in order for the G1000
system to be airworthy in your airplane.
(a) Bus Power Check
1 Do not apply power to the aircraft.
2 Verify that all circuit breakers breakers are pulled.
3 Turn ON Battery Master switch with the Emergency Power Switch in the “OFF”
position.
Verify that the Essential Bus and Main Bus are powered.
4 Turn on the Avionics Master switch.
Verify that the Avionics Bus is powered.
5 Turn on the Emergency Batt switch.
a Verify that the Main Bus is not pwered.
b Verify that the Avionics Bus is not powered.
c Verify that the Emergency Bus is powered.
(b) Wiring Harness Checkout
The following is required only when a harness has been repaired, modified, or replaced,
but is recommended when troubleshooting.
Prior to installing any LRUs, the wiring harness should be checked for proper connections
to the aircraft systems and other avionics systems. Point to point continuity should be
checked to expose any faults such as shorting to ground. Any faults or discrepancies
found should be corrected before proceeding.
After accomplishing a continuity check, perform the following power and ground checks to
verify power distribution to the LRUs. Any faults or discrepancies should be corrected at
this time. Remove power to the aircraft upon completion of harness checkout.
1 Ensure all G1000 LRU’s are removed and the cooling fans are disconnected.
2 Verify that the pins indicated in Chart 15 are connected to aircraft ground.
3 Ensure all circuit breakers are closed.
4 Apply external power to aircraft. Ensure that the Emergency Power switch is OFF. Set
the Radio Master switch to ON to energize the avionics bus.
5 For the first pin listed in Chart 16 verify that the indicated pin has the appropriate
voltage. Open the associated circuit breaker and verify that the voltage is removed
from the pin. Close the associated circuit breaker.
6 Repeat step 5 for the remainder of the pins listed in Chart 16.
7 Turn Radio Master switch OFF.
8 Turn off Battery Master.
9 Remove External power.
10 Remove all Emergency Bus fuses.
11 Turn on the Emergency Batt switch.
12 Using a voltmeter, add and remove fuses individually to verify proper fuse and unit
interconnect, per Chart 17.
13 Turn Emergency Batt switch OFF.
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GROUND CHECKS
Connector Pin Function Unit Comments Verified ?
P3472 14 Pwr Gnd GMA 1347 Audio ________
1P10001 27 Pwr Gnd GDU 1040 PFD ________
2P10001 27 Pwr Gnd GDU 1040 MFD ________
2P10001 57 Program Gnd GDU 1040 MFD ________
*P771 22 Pwr Gnd GRS 77 AHRS ________
P741 17 Pwr Gnd GDC 74 AIR DATA ________
1P601 30 Pwr Gnd #1 GIA 63W ________
1P601 31 Pwr Gnd #1 GIA 63W ________
1P605 76 Pwr Gnd #1 GIA 63W ________
2P601 30 Pwr Gnd #2 GIA 63W ________
2P601 31 Pwr Gnd #2 GIA 63W ________
2P604 22 Program Gnd #2 GIA 63W ________
2P605 76 Pwr Gnd #2 GIA 63W ________
P551 35 Pwr Gnd AP Computer ________
P554 3 Pwr Gnd Control Wheel ________
P558 B Pwr Gnd Turn Coordinator ________
P555 10 Pwr Gnd Trim Monitor ________
P555 13 Pwr Gnd Trim Monitor ________
P565 3 Pwr Gnd Trim Master Switch ________
P3301 27 Pwr Gnd GTX 33 XP ________
1P328 3 Pwr Gnd Cooling Fan ________
P4978 B Pwr Gnd Skywatch ________
P5001 5 Pwr Gnd Stormscope ________
P5001 9 Pwr Gnd Stormscope ________
P872 S Pwr Gnd KR 87 ADF ________
P872 E Lighting Gnd KR 87 ADF ________
P872 H Gnd KR 87ADF ________
P872 P Gnd KR 87 ADF ________
P872 R Gnd KR 87 ADF ________
P632 1 Pwr Gnd KN 63 DME ________
*Located in the baggage compartment. All other connectors are located in the cockpit.
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GROUND CHECKS
Connector Pin Function Unit Comments Verified ?
P632 A Pwr Gnd KN 63 DME ________
P691 20 Pwr Gnd GDL 69A ________
P347 A Pwr Gnd Standby ADI ________
P347 D Lighting Gnd Standby ADI ________
P701 20 Pwr Gnd GEA71 ________
P701 43 GEA71 Logic Ess Bus V Lo ________
P701 47 GEA71 Logic Emer Bus V Lo ________
P702 55 GEA71 Left Fuel Quantity ________
Sender Ground
P702 57 GEA71 Right Fuel Quantity ________
Sender Ground
P702 61 GEA71 Baggage Door Ground ________
P702 63 GEA71 Grounded with Pitot ________
Heat Switch OFF
P702 64 GEA71 Gnd with Emer Sw in ________
NORMAL MODE
PAGE 70
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CHART 16
POWER CHECKS (28 VDC)
Connector Pin Equipment Unit Verified?
AVIONICS BUS
P3472 53 AUDIO AMP/MKR GMA 1347 Audio ________
2P10001 35 MFD GDU 1040 MFD ________
2P601 17 COM 2 #2 GIA 63W ________
2P601 19 COM 2 #2 GIA 63W ________
2P605 29 NAV 2/GPS 2 #2 GIA 63W ________
P558 A TURN & BANK Turn Coordinator ________
P551 34 AUTO PILOT AP Computer AP/FD switch ________
P554 7 AUTO PILOT Control Wheel AP/FD switch ________
P565 2 PITCH TRIM Trim Master Switch ________
P554 4 PITCH TRIM Control Wheel ________
1P328 1 AVIONICS COOLING Cooling Fan ________
P691 35 DATA LINK GDL 69A Optional ________
P4978 A SKYWATCH Skywatch Optional ________
P5001 1 WEATHER SYSTEM Stormscope Optional ________
P5001 6 WEATHER SYSTEM Stormscope Optional ________
P872 13 ADF KR 87 ADF Optional ________
P632 2 DME KN 63 DME Optional ________
P632 3 DME KN 63 DME Optional ________
ESSENTIAL BUS
1P10001 35 PFD GDU 1040 PFD ________
*P771 18 AHRS GRS 77 AHRS ________
P741 55 AIR DATA GDC 74 AIR DATA ________
1P601 17 COM 1 #1 GIA 63W ________
1P601 19 COM 1 #1 GIA 63W ________
1P605 29 NAV 1/GPS 1 #1 GIA 63W ________
P3301 21 XPNDR GTX 33 XP ________
P347 C STBY ADI Standby ADI ________
P701 35 ENGINE INSTR GEA 71 ________
P701 42 ENGINE INSTR GEA 71 ________
*Located in the baggage compartment. All other connectors are located in the cockpit.
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CHART 17
EMERGENCY POWER CHECKS (24 VDC)
Connector Pin Fuse Unit Verified ?
1P601 23 COM 1A #1 GIA 63W ________
1P601 25 COM 1B #1 GIA 63W ________
1P10001 39 PFD GDU 1040 PFD ________
P771 20 AHRS GRS 77 AHRS* ________
P741 58 AIR DATA GDC 74 Air Data ________
P347 B EMER LIGHTING Standby ADI ________
Stby A/S post light EMER LIGHTING ________
Stby altimeter post light EMER LIGHTING ________
Compass 1 EMER LIGHTING ________
P347 C ADI Standby ADI ________
P701 37 ENG INSTR GEA 71 ________
1P605 33 NAV 1 / GPS 1 #1 GIA 63W ________
P701 46 EMER BATT VOLT GEA 71 ________
* This unit is located in the baggage compartment. All other units are located in the cockpit.
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(c) G1000 Hardware/Software Compatibility Check

Before installing replacement hardware, the technician must first ensure that hardware
part numbers are compatible with the G1000/PA32 Config/Loader Card that is to be used.
A G1000/PA32 Config/Loader Card is required to install software and configuration
settings to a new G1000 components. The part number of this card is directly associated
with the particular PA-32/32R model, and with the combination of software file part
numbers and version levels that are defined on the card. Should software part numbers or
versions change, a new Loader Card part number is issued.
The Required Equipment List (REL), Chart 35, shows all available combinations of
hardware and Loader Cards. Using the REL, the technician must verify that the PA-
32/32R model and all hardware part numbers are compatible with the Loader Card to be
used. The REL allows the technician to correlate each LRU hardware part number to a
compatible Loader Card.
NOTE: After verifying hardware/Loader Card compatibility, it’s important to record the
Loader Card part number and all LRU hardware part numbers in the appropriate
aircraft logbook before proceeding.
(d) System Installation
Upon completion of continuity, power, and compatibility checks, the LRUs can be installed
as described for the individual component under Components, above. Each LRU must be
installed into its respective rack and secured. The units and accessories must be
connected to the wiring harness. Any additional connections, such as pitot/static
plumbing, must also be accomplished at this time.
NOTE: The remainder of this section uses many screen shot examples to illustrate the
software loading and configuration process. Considering the fluid nature of software
development, you may notice slight differences in the screens appearing in your
airplane. Always refer to the Required Equipment List, Chart 35, for the correct
software file names, versions and part numbers.
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(e) G1000 Software/Configuration Procedure

The G1000 is not airworthy unless software and configuration are accomplished
successfully as described in these procedures. The system upload controls the sequence
of software and configuration loaded in to the system. Figure 29 depicts an overview of
the software/configuration upload for the G1000 system. If any problems are encountered
during the loading process, see Chart 18. It is extremely important that each LRU
software load be completed successfully.
(f) System Power-Up
Apply power to the G1000 by doing the following
1 Connect a ground power unit to the external power receptacle and turn on the
ground power unit.
2 Turn on the RADIO MASTER switch. At this moment, all G1000 equipment is
receiving power.
(g) MFD & PFD Software Load
CAUTION: DO NOT INTERRUPT POWER TO THE AIRCRAFT AT ANY TIME DURING
THESE PROCEDURES. INTERRUPTION OF POWER COULD RESULT IN
DAMAGE TO THE EQUIPMENT.
Perform “System Power-Up,” above.
1 Pull the MFD and PFD circuit breaker.
2 Insert Piper P/N PS50207-2 G1000/PA32 Config/Loader Card into the MFD top card
slot.
3 While holding the ENT and CLR keys on the MFD, restore power by closing the MFD
circuit breaker.
4 When the words INITIALIZING SYSTEM appear in the upper left corner of the
MFD, release the ENT and CLR keys.
GDU 1040 Software Load
Software is first loaded to the MFD and PFD. From the

factory, G1000 units do not contain usable software or
configuration settings.
Load MFD first and then PFD.
G1000 System Upload
System Upload controls the loading sequence for all

software and configuration uploading.
Effectivity Software Load / Configuration Overview

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CHART 18
TROUBLESHOOTING SOFTWARE LOAD / CONFIGURATION
Problem Solutions
GDU 1040 MFD or PFD display does not power up Ensure that the criteria listed in Chart 19 are
fulfilled for the applicable situation.
Ensure power is present at display backshell
connector.
Replace display.
Software file load fails: Ensure that criteria listed in Chart 19 are fulfilled
for the applicable situation.
Ensure that the LRUs report being online on the
System Status page. Check data path wiring as
needed.
Retry software file load or try using a different
card. Ensure that the MFD is not touched during
the loading process.
Ensure that LRU part number is compatible with
software version and Loader Card. Refer to the
Required Equipment List (REL), Chart 35, and to
the Software Load Confirmation, below.
Replace LRU.
Configuration file load fails: Ensure that criteria listed in Chart 19 are fulfilled
for the applicable situation.
Ensure that LRU is reporting data on System
Status page. Check data path wiring as required.
Retry configuration file load or try using a
different card. Ensure that the MFD is not
touched during the loading process.
Ensure that LRU part number is compatible with
Loader Card. Refer to the REL, Chart 35, and to
Software Load Confirmation, below.
Replace LRU.
GIA1 to LRU serial data path not working. Ensure that the criteria listed in Chart 19 are
fulfilled for the applicable situation.
Ensure GlA1 and GIA2 are configured correctly.
Check wiring, connectors and pins as required.
Software File Mismatch Alert appears in lower Ensure that proper software file part number and
corner of PFD when started in normal mode: version were loaded to LRU. Refer to the
Required Equipment List, Chart 35, the Software
Load Confirmation, below, and Chart 19.
Check and ensure that correct Loader Card was
used during load process. Refer to REL, Chart 35.
Reload software to LRU.
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CHART 19
SYSTEM COMMUNICATION HIERARCHY
Desired Operation Criteria for Success
Load Software to GDU 1040 MFD or PFD Displays. G1000/PA32 Config/Loader Card card must be
inserted in top slot for each display to be loaded.
CLR & ENT keys must be held during power up
of display.
Power only one display on at a time during
software loading.
Load Software Configuration files to GIA 63Ws. G1000 system must be powered on.
PFD and MFD must have correct software.
PFD and MFD must be successfully configured
with AIRFRAME, SYSTEM, MFD1, and PFD1
configuration files.
Load Software Configuration files to: G1000 must be powered on.
GMA 1347, GDC 74A, GEA 71, G1000/PA32 Config/Loader Card must be
GRS 77 (software only), GTX 33, and GDL 69A. inserted into PFD top slot.
PFD and MFD must have correct software and
configuration settings.
GIA 63Ws must have correct software.
GIA 63Ws must be successfully configured with
GlA1 and GIA2 configuration files.
Serial data path from GlA1 to each LRU must be
operational.
5 Press the YES key to acknowledge the following prompt:

DO YOU WANT TO CLEAR USER SETTINGS?:
YES WILL BE ASSUMED IN 10 SECONDS.
6 Press the YES key to acknowledge the following prompt:
DO YOU WANT TO UPDATE SYSTEM FILES?
NO WILL BE ASSUMED IN 30 SECONDS.
UPDATING SYSTEM FILES, PLEASE WAIT.

..............................
7 The following screen is displayed.
89 FILES SUCCESSFULLY UPDATED
PRESS ANY KEY TO CONTINUE.
CONTINUE IN 10 SECONDS.
8 New software is loaded to the MFD. When complete, the MFD starts in configuration
mode.
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9 Remove power to the MFD by pulling the MFD circuit breaker.

10 Remove the G1000/PA32 Config/Loader Card from the MFD and insert it into the top
card slot on the PFD. Repeat Steps 3 through 6 for the PFD.
11 When PFD update is complete, it starts in the configuration mode. Do not remove
power.
12 While holding the ENT key on the MFD, restore power to the MFD by closing the
MFD circuit breaker.
CAUTION: FOR THE REST OF THE SOFTWARE/CONFIGURATION PROCEDURE,
DO NOT OPERATE THE MFD WHILE LOADING SOFTWARE OR
CONFIGURATION FILES UNLESS SPECIFICALLY INSTRUCTED TO DO
SO. A FAILED OR CANCELLED LOAD MAY RESULT.
(h) System Upload
Go to the System Upload page (See Figure 30) using the small FMS knob.
1 Activate the cursor and use the small FMS knob to highlight the airframe type in the
AIRFRAME field. Press the ENT key to select the appropriate airframe type.
CAUTION: ENSURE THAT THE CORRECT AIRFRAME TYPE IS SELECTED
BEFORE PROCEEDING; OTHERWISE, INCORRECT CONFIGURATION
INFORMATION WILL BE LOADED.
2 Once an airframe type is selected, the cursor moves to the FILE field. Rotate the
small FMS knob to generate a pick list. Move the cursor to highlight the appropriate
aircraft model. Press ENT.
3 Press “CHK ALL” soft key. The Product page will be filled with data pertaining to each
LRU. The LRU and CARD VERS columns show their respective software versions.
The Software and Configuration columns have all the check boxes checked. Any file
with a checked box will be loaded into the respective LRU.
4 Press the LOAD softkey.
Selecting Airframe Type Effectivity

Figure 30 Garmin 1000
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5 Load may require up to 45 minutes.

6 Monitor the status of the upload by observing the SUMMARY window in the lower
portion of the display (see Figure 31). The bottom line will show the active load with
the lines above scrolling off the screen. Each successful upload will show PASS next
to the check box as completed.
7 When the upload is finished (see Figure 32), press the ENT key to acknowledge the
following confirmation.
8 De-activate cursor by pressing the small FMS knob.
(i) Software Load Confirmation
1 Go to the System Status page using the FMS knob. Activate the cursor and toggle to
the LRU window (see Figure 33).
2 Highlight each of the following items in the LRU window and verify that the software
part number and version matches the information in the Required Equipment List,
Chart 35.
NOTE: PS50207-2 PA32 Loader card contains software image 006-B0648-05. Verify
the PA32 Software image on initial power-up of the MFD. The last six digits of
the software image part number are displayed as “Piper PA32 System
0648.05” in the upper right corner of the MFD.
CAUTION: IF ANY SOFTWARE VERSION AND/OR PART NUMBER DOES NOT

MATCH, OR IS NOT SUCCESSFULLY LOADED, DO NOT CONTINUE
WITH POST-INSTALLATION PROCEDURES. TROUBLESHOOT AND
RESOLVE THE ISSUE BEFORE CONTINUING, SEE CHART 18.
3 De-activate the cursor.
Effectivity Monitoring Upload Status

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System Upload Complete Effectivity

LRU Window - System Status Page Effectivity

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(6) Final Configuration and Setup Items

(a) Optional Systems Configuration
CAUTION: IF THE CONFIGURATION FOR AN OPTIONAL SYSTEM IS
INADVERTENTLY LOADED FOR A SYSTEM THAT IS NOT INSTALLED,
THE BASIC PIPER PA-32 CONFIGURATION FOR AIRFRAME, GIA 1, GIA
2 AND THE GMA MUST BE RELOADED. FOLLOWING THIS,
CONFIGURATION OF THE OPTIONAL SYSTEMS MUST BE REPEATED.
This section describes the steps that must be completed in order to configure the G1000
for optional systems. Configure only those systems which are installed.
1 WX-500 Stormscope
GDL 69A Datalink
SKY 497 Sky Watch
KR 87 ADF
KN 63 DME
a Go to the System Upload page and activate the cursor. Create a pick-list by
rotating the small FMS knob and selecting PA32 options.
b Press ENT.
c Created a pick-list by rotating the small FMS knob and selecting the desired
option. Press ENT.
d Verify that both Software and Configuration boxes are checked for Garmin
options. Verify that Configuration boxes are checked for all other options.
e Press the LOAD soft key.
f Verify in the summary field, that the software and configuration listed are
complete as required, and that PASS is displayed next to both boxes.
g Press ENT to accept.
h For other installed options, repeat steps 3 through 7 by rotating the large FMS
knob and highlighting the File field.
i De-activate the cursor.
j Remove the PS50207-2 PA32 Loader card and return to controller.
2 XM Activation Procedure
The following is required only when installing a replacement GDL 69A Datalink unit.
a Required Data Elements
1) Customer’s XM account billing information
a) Account number
b) XM Service Package (i.e., subscription level)
2) Old GDL 69A unit eight (8) digit XM radio ID number
3) New GDL 69A unit eight (8) digit XM radio ID number
b Procedure
Call 1-800-985-9200 and provide the Required Data Elements, explaining that
you are transfering the service from one unit to another.
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(b) Aircraft Registration Number Entry

1 Select the GTX page group, then select the TRANSPONDER CONFIGURATION
page (see Figure 34) on the PFD.
2 Ensure that the ‘ADDRESS TYPE’ is ‘US TAIL’ under the ‘SET’ and ‘ACTIVE’ columns.
3 Ensure that the FLIGHT ID TYPE is PFD ENTRY under the SET and ACTIVE
columns.
4 Activate the cursor and highlight the 'ADDRESS’ field. Use the small/large FMS
knobs to enter the aircraft registration number.
5 Once the correct registration number is entered, press the ENT key. Transponder
configuration is in process, as shown in Figure 35.
6 When the configuration is complete, the transponder alerts the technician, as shown
in Figure 36.
7 De-activate the cursor.
Transponder Configuration Page Effectivity

Transponder Configuration in Progress Transponder Configuration Complete

Figure 35 Figure 36
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(c) GMA 1347 Configuration Check (PIR-PPS55014, Rev. C.)
1 Apply power to the aircraft and all avionics.

2 Pull the MFD and PFD circuit breakers.
3 While holding the “ENT” keys on the PFD and MFD, restore power by resetting the
circuit breakers.
4 When the works “INITIALIZING SYSTEM” appear in the upper left corner of the
displays, release the “ENT” key.
NOTE: The following steps are all accomplished using the PFD only.
5 Using the outer (large) FMS knob, rotate until the cursor highlights the “GMA” field on
the menu.
6 Select “GMA” by pressing the “ENT” key. The PFD display should now show the GMA
Configuration Page.
7 Verify that configuration label “UNSWITCHED IN #2” displays a value “15” in both the
SET and ACTIVE columns.
8 If “15” is displayed, jump to step 17.
9 If other than “15” proceed to next step.
10 Activate the Curser by depressing the inner (small) FMS knob.
11 Select configuration label “UNSWITCHED IN #2” by rotating the outer FMS knob until
the value is highlighted.
12 With the current value highlighted, rotate the inner FMS knob until the desired value
(15) is delayed.
13 Set the new value (15) by depressing the “ENT” key.
14 Wait intil the message “GMA #1 Configured Complete….. OK” appears.
15 Acknowledge this message by depressing the “ENT” key and verify that both the SET
and ACTIVE column values indicate the new value (15).
16 De-select the cursor by pressing the inner FMS knob.
17 Power down to save changes & re-apply power to continue with the GMA 1347 Audio
and Communications verification.
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(d) GDC 74A Configuration Check

1 Select the GDC page group on the PFD. The GDC Configuration page (Figure 37) is
shown by default.
2 Verify:
OAT PROBE: GTP 59
AIRCRAFT: MANUAL ENTRY
ALTITUDE ERROR CORRECTION: OFF
AIRSPEED ERROR CORRECTION: OFF
(e) ADF Fan Fail Configuration (Optional)
1 Select the GEA group on the PFD, and then select the GEA CONFIGURATION page.
2 To perform the ADF FAN FAIL configuration, press the following keys:
a 1 (Far Left softkey)
b 2
c 3
d 4
3 Select the DSCRT key.
4 Activate the cursor, select GEA BOARD, and create a pick-list.
5 Select GEA I/O A and press ENT.
6 Select SELECT CHANNEL and create a pick-list.
7 Select CHANNEL 7A and press ENT.
8 Select DATA field and “Input Type SET Column.”
9 Create a pick-list and select “OFF.” Press ENT.
10 Press ENT to acknowledge.
11 De-activate cursor and press VERIFY softkey.
12 Press ENT to acknowledge that the GEA configuration is complete.
GDC Configuration Page Effectivity

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(f) TAWS
1 Installation / Unlock
a Remove power from the PFD and MFD by opening the PFD and MFD circuit
breakers.
b A special TAWS Enable card, referenced in the Required Equipment List, Chart
35, is required to enable TAWS. Insert this card in the upper slot of the PFD.
NOTE: The TAWS Enable card can only enable TAWS on one system (one
aircraft). A new TAWS Enable card must be used for each aircraft.
c While holding the ENT key on the PFD and MFD, restore power by closing the
PFD and MFD circuit breakers.
d When the words INITIALIZING SYSTEM appear in the upper left corner of
the PFD and MFD, release the ENT key.
e On the PFD, go to the System Upload page (see Figure 38) using the FMS
knob.
f Activate the cursor and use the small FMS knob to highlight Configuration Files
in the AIRFRAME field. Press ENT.
g Activate the cursor and use the small FMS knob to highlight Enable TAWS in the
FILE field. Press ENT.
h Verify there is a check mark in the box in the configuration column for Airframe.
i Press the LOAD softkey.
System Upload Page Effectivity

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j Monitor the status of the upload.

When the upload is finished, press the
ENT key to acknowledge the
confirmation shown in Figure 39.
k View the SUMMARY field and ensure
that the item is “PASS” as shown in
Figure 40. Load Confirmation
l De-activate the cursor. Figure 39
m Power down the system and remove the TAWS Enable card from the PFD.
n Load Garmin GDU 10XX Terrain Data Card per Aviation Database Loading,
below.
2 TIS Inhibit
a While pressing the ENT keys on the PFD and MFD, restore power to the system.
b Select the GIA group on the PFD, and then select the GIA I/O
CONFIGURATION page.
c Activate the cursor and use the small FMS knob to create a pick-list. Select
Discrete Out in the Input/Output field.
d Using the large FMS knob, scroll to ANNU* 15 and use the small FMS knob to
create a pick-list. Select Audio Inhibit 1.
Press ENT.
e Press ENT again to accept the configuration, and then rotate the large FMS
knob to move the cursor to the Select GIA Unit field.
Effectivity Summary Field Shows “PASS”

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f Using the small FMS knob, generate a pick-list and select GIA 2.
g Repeat steps 3 through 5.
h De-activate the cursor.
3 TAWS Check
a Ensure that matching terrain database cards are installed in the bottom card
slots in the PFD and MFD and the aircraft has a GPS position.
b Select the TAWS page (last page in the MAP group). (See Figure 41.)
c Verify that the title at the top of the page reads “MAP – TAWS”. If TAWS has not been
enabled, the title will read “MAP – TERRAIN PROXIMITY” or “MAP - TERRAIN”.
d Press the MENU button and select “Test TAWS” from the pop-up menu and
press ENT.
e After the TAWS test has completed, verify that “TAWS System Test Okay” is
heard over the cockpit speaker.
TAWS Page Effectivity

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(g) Chartview
1 Installation / Unlock
a Remove power from the PFD and MFD by opening the PFD and MFD circuit
breakers.
b A special Chartview Enable card, referenced in the Required Equipment List, Chart
35, is required to enable Chartview. Insert this card in the upper slot of the PFD.
NOTE: The Chartview enable card can only enable Chartview on one system
(one aircraft). A new chartview enable card must be used for each aircraft.
c While holding the ENT keys on the PFD and MFD, restore power by closing the
PFD and MFD circuit breakers.
d When the words INITIALIZING SYSTEM appear in the upper left corner of
the PFD and MFD, release the ENT key.
e On the PFD, go to the System Upload page (see Figure 42) using the FMS
knob.
f Activate the cursor and use the small FMS knob to highlight Configuration Files
in the AIRFRAME field. Press ENT.
g Activate the cursor and use the small FMS knob to highlight Enable Chartview in
the FILE field. Press ENT.
h Verify there is a check mark in the box in the configuration column for Airframe.
i Press the LOAD softkey.
Effectivity System Upload Page

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Summary Field Shows “PASS” Effectivity

j Monitor the status of the upload. When the upload is finished, press the ENT key
to acknowledge the confirmation (see Figure 39).
k View the SUMMARY field and ensure that the item is ‘PASS’ as shown in Figure 43.
l De-activate the cursor.
m Power-down the system and remove the Chartview Enable card from the PFD.
n Load a Chartview Jeppesen NavData U.S. Database per Aviation Database
Loading, below.
2 Check
a Ensure that a Chartview Jeppesen Nav Data U.S. database card is installed in
the top card slot of the MFD.
b Select the Airport Information page (first page in the WPT group) (see Figure
44).
c Verify that the title at the top of the page reads “WPT - Airport Information”.
d Enter KVRB as the waypoint and verify that the CHRT softkey is available.
e Press the CHRT softkey and verify the electronic chart is viewable (see Figure
45).
(h) Fuel Quantity Transducer Calibration and Full Tank Calibration
See 28-40-00.
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Effectivity Airport Information Page

Effectivity Airport Chart is Viewable

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(i) Aviation Database Loading Procedures

1 Garmin GDU 10XX Terrain Data Card Loading Procedure:
a Remove power from the PFD and MFD by pulling the PFD and MFD circuit
breakers.
b Install a GDU 10XX Terrain Database Card PS50207-3 in the bottom slot of the
PFD and MFD.
c This completes the installation of the Terrain Data Card.
2 JEPPS NAV Database Downloading Procedure:
a Using PS50207-7 Data Card, download the Jepps NavData G1000 Full U.S.
database, using the following procedure.
b Using an approved computer, enter the Jeppesen Services program and enter
the username and password.
c The update manager will appear and the available services will be displayed.
d Load the PS50207-7 card into an approved Scan Disk reader.
e Highlight the “NavData Garmin G1000 Full U.S.”
f Click the Start Button
g The load screen will appear and ask you to browse to the current location of
your load card.
h Press continue and the load will begin.
i After the card loads, proceed to the JEPPS NAV Database Aircraft Loading
Procedure, below. One PS50207-7 download will load one G1000 System (one
PFD and one MFD).
3 JEPPS NAV Database Aircraft Loading Procedure:
a Remove power from the PFD and MFD by pulling the PFD and MFD circuit
breakers.
b Install the PS50207-7 in the top slot of the PFD.
c Restore power to the PFD by closing the PFD circuit breaker.
The following screen is displayed.
DO YOU WANT TO UPDATE THE AVIATION
DATABASE?
PRESS CLR FOR NO AND ENT FOR YES
YOU HAVE 30 SECONDS BEFORE NO IS RETURNED
d Press the ENT key to confirm the database update. The following prompt is
displayed.
DATABASE?
UPDATING AVIATION DATABASE
UPDATED 1 FILES SUCCESSFULLY!

e When the update is complete, the PFD starts in normal mode.
f The PFD aviation database is now updated.
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g Remove the PS50207-7 from the top slot of the PFD and place it in the top slot
of the MFD.
h Restore power to the MFD by closing the MFD circuit breaker.
The following prompt is displayed in the upper left corner of the MFD.
DATABASE?
i Press the ENT key to confirm the database update. The following prompt is
displayed.
DATABASE?
UPDATING AVIATION DATABASE
UPDATED 1 FILES SUCCESSFULLY!

j When the update is complete, the MFD starts in normal mode.
k The MFD aviation database is now updated.
l Leave the PS50207-7 in the top slot of the MFD, for delivery with the airplane.
4 JEPPS CHARTS Downloading Procedure
a Remove the PS50207-7 Data Card from the top slot of the MFD. Download the
Jepps Charts database using the following procedure.
b Using an approved computer enter the Jeppesen Services program and Enter
the username and password.
c The update manager will appear and the available services will show.
d Load the PS50207-7 card into an approved Scan Disk reader.
e Highlight the "G1000 Electronic Chart Service."
f Click the Start Button
g The load screen will pop up and ask you to browse to the current location of
your load card.
h Hit continue and the load will begin
i After the card is loaded proceed to JEPPS Charts Aircraft Loading Procedure,
below.
5 JEPPS CHARTS Aircraft Loading Procedure
a Remove power from the MFD by pulling the MFD circuit breaker.
b Install Jepps Charts Card PS50207-7 in the top slot of the MFD.
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(j) Software Image Verification

1 Remove power from the MFD by pulling the MFD circuit breakers.
2 Restore power to the MFD.
3 On initial power-up of the MFD, “(Aircraft Model) System 0648.05” will appear in the
upper right corner of the MFD to verify the PA32 Software Image.
(7) System Testing and Checkout
For the remainder of the system checkout procedures, the G1000 system is tested while
operating in the normal mode unless otherwise specified. Restart the PFD by cycling the PFD
circuit breaker to start the display in the normal mode. Cycle power to the MFD in the same
manner. Press the ENT key to acknowledge the agreement on the MFD.
In the normal operating mode, data fields that are invalid have large red X’s through them (see
Figure 10). A valid field does not display a red X. Allow the displays to initialize for
approximately one minute. The GDC 74A requires a longer initialization period than do the
other LRUs. During normal operation, this causes the airspeed, altitude, vertical speed, and
OAT fields to be invalid during the first 40 to 60 seconds after PFD power up.
NOTE: Outputs from the GRS 77 AHRS and GMU 44 are invalid until the units have been
calibrated as described below.
(a) Initial Display Testing
Check the PFD and MFD displays for the following:
1 Verify that all COM/NAV fields are valid in the top corners of the PFD and MFD.
2 Verify that altitude, airspeed, vertical speed and OAT fields are valid on the PFD.
3 Verify that there are no BACKUP PATH alerts on the PFD. If an LRU is not
communicating over its primary path, the BACKUP PATH alert will identify which LRU
is having the problem. Correct the problem before proceeding any further.
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4 GEA/GIA interface test: Verify “ESS BUS” voltage is displayed on the MFD. Pull the
NAV 1/GPS 1 and NAV 2/GPS 2 circuit breakers and verify that “ESS BUS” voltage is
failed. Reset the NAV 1/GPS 1 circuit breaker, and “ESS BUS” voltage should
become valid. Pull the NAV 1/GPS 1 circuit breaker and reset the NAV 2/GPS 2
circuit breaker, and “ESS BUS” voltage should become valid. This checks the primary
and secondary paths from the GEA 71 to each GIA.
5 Push the red display backup button on the GMA 1347. Verify both displays enter
reversionary mode: both should have valid altitude, airspeed, vertical speed, and
engine instruments.
6 De-activate reversionary mode by pushing the GMA 1347 display backup button
again.
7 GPS Signal Acquisition
The GIA 63W units should normally acquire a 3D GPS navigation solution within 2
minutes of startup, provided the aircraft is outside (or indoors with a GPS repeater).
Select the satellite status page on the MFD (3rd page in AUX group - see Figure 46).
Two softkeys on the bottom of the display allow the user to toggle between GPS 1
and GPS 2. Verify that both receivers show 3D Navigation on the MFD.
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8 Configuration and Status Checks

a Enter the configuration mode on the PFD and the MFD.
b Verify on the “SYSTEM CONFIGURATION PAGE” that the following are valid, as
indicated by green annunciations.
1) MFD 1
2) PFD 1
3) GIA 1
4) GIA 2
5) GDL 69A
9 Bus Activity Checks
Enter the configuration mode on the PFD and the MFD.
Chart 20 identifies the unit, the busses that are to be active (indicated by a green
annunciation), and the associated interface between units.
CHART 20
BUS ACTIVITY CHECKS
Unit Bus Activity Interface
GDU PFD ARINC 429 in 1 active hi-speed GRS 77 #1 1P10001-18/19 to P771-12/27
ARINC 429 in 2 active lo-speed GDC 74 1P10001-16/17 to P741-32/33
GDU MFD ARINC 429 in 1 active hi-speed GRS 77 #1 2P10001-18/19 to P771-33/19
ARINC 429 in 2 active lo-speed GDC 74 2P10001-16/17 to P741-47/48
GIA 1 RS 232 Ch 1 GDC 74A 1P603-43/41/42 to P741-10/11/12
RS 232 Ch 5 in/out GTX 33 1P603-55/53/54 to P3301-22/23/51
RS 232 Ch 6 in/out GRS 77 1P603-58/56/57 to P771-11/26/41
RS 232 Ch 7 GMA 1347 1P603-59/62 to P3472-6/7
ARINC 429 in Ch 5 GDC 74A 1P603-12/13 to P771-26/27
ARINC 429 in Ch 6 GRS 77 1P603-14/15 to P771-14/29
GIA 2 RS 232 Ch 3 in/out WX 500 2P603-47/49/48 to P5003-20/8-5002-5
RS 232 Ch 5 in/out GTX 33 2P603-55/53/54 to P3301-24/25/58
RS 232 Ch 6 in/out GRS 77 2P603-58/56/57 to P771-6/21/35
RS 232 Ch 7 GMA 1347 2P603-59/62 to P3472-38/39
ARINC 429 Ch 4 in SKY 497 2P603-10/11 to P4971-34/33
ARINC 429 Ch 5 in GDC 74A 2P603-12/13 to P771-29/30
ARINC 429 Ch 6 in GRS 77 2P603-14/15 to P 771-13/28
ARINC 429 Ch 1 out 55X/SKY 497 2P603-70/71 to P552-36/37 to P4971-45/44
GIA 1 RS 485 Ch 1 in GEA 71 1P603-23/24 to P701-5/6
GIA 2 RS 485 Ch 1 in GEA 71 2P603-23/24 to P701-7/8
RS 485 in 55X 2P603-4/6 to P552-21/20
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(b) Aircraft Interface Testing

1 CHT Probes
Verify the CHT interfaces as follows:
a Go to the LEAN page in the MFD by pressing the ENGINE softkey, followed by
the LEAN softkey.
b Verify that all six cylinders have a valid cylinder head temperature display,
showing ambient temperature
NOTE: An invalid CHT display will have a red ‘X’ through it.
c Apply heat to the area around the #1 CHT probe using a heat gun. Verify that the
#1 cylinder CHT display shows the temperature increasing when the area
around the sensor is heated.
d Repeat step c for the remaining CHT sensors, and verify that the corresponding
CHT display on the MFD shows the temperature increasing when the area
2 EGT Probes
Verify the EGT interfaces as follows:
a While on the LEAN page, verify that all six cylinders have a valid exhaust gas
temperature display, showing ambient temperature.
NOTE: An invalid EGT display will have a red ‘X’ through it.
b Apply heat to the area around the #1 EGT probe using a heat gun. Verify that the
#1 cylinder EGT display shows the temperature increasing when the area
c Repeat step b for the remaining EGT sensors, and verify that the corresponding
EGT display on the MFD shows the temperature increasing when the area
3 Air Conditioner Door (Option)
Verify the two air conditioner door open discretes as follows:
a Set the FAN switch to LOW and the AIR COND switch to ON. Ensure that the
throttle is not wide open.
b Verify that the ‘AIR COND DR’ annunciation is displayed.
c Ensure that the air conditioning door is not closed, and then open the A/C AIR
BLOWER circuit breaker.
d Verify that the ‘AIR COND DR’ annunciation goes to yellow.
e Close the A/C AIR BLOWER circuit breaker and verify that the ‘AIR COND DR’
annunciation is white.
f Set the FAN switch and AIR COND switch to OFF.
g After the air conditioning door closes, verify that the ‘AIR COND DR’
annunciation is removed.
4 Baggage Door
Verify the baggage door open annunciation as follows:
a Open the forward baggage door. Observe the PFD and verify that ‘BAGGAGE
DOOR’ is displayed.
b Close the baggage door and verify that the BAGGAGE DOOR annunciation is
removed.
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5 Pitot Heat
Verify the pitot heat annunciation as follows:
a Cycle the PITOT HEAT switch. Observe that the PITOT OFF annunciation on the
PFD disappears when the switch is ON and that a tone is heard when the pitot
heat is switched “OFF.” Do not leave pitot heat on for more than 20 seconds.
b Pull the Pitot Heat circuit breaker and turn the Pitot Heat switch ON. PITOT FAIL
should be annunciated and an associated audio alert should be heard.
6 Battery Voltage / Current
Verify the battery voltage and current displays as follows:
a Go to the SYSTEM page on the MFD by pressing the SYSTEM softkey.
b Verify that the ESS BUS display shows approximately the same as the external
power cart.
c Verify that the EMER BATT display shows approximately 0.7V less than the ESS
BUS display.
d Open the EMER BATT circuit breaker and verify that the EMER BATT display
drops to approximately 24V or lower (the actual voltage displayed will depend
upon the charge on the emergency battery).
e Close the EMER BATT circuit breaker.
f Verify that the BATT LOAD display is negative and less than -5A.
7 Cabin Temperature
Verify that the CAT (cabin temperature) display shows the ambient temperature.
8 Cooling Fans
Verify the operation of the cooling fans as follows:
a Open the AVIONICS COOLING circuit breaker and verify that ‘DISPLAY FAN’
and ‘AVIONICS FAN’ annunciations are displayed on the PFD.
b Close the AVIONICS COOLING circuit breaker and verify that ‘DISPLAY FAN’
and ‘AVIONICS FAN’ annunciations are removed
9 OAT
Verify that the OAT display shows the ambient temperature.
10 Panel and Switch Lighting
Verify the following:
a The Switch Dimmer potentiometer controls all Overhead Switch Panel and
Instrument Panel switches, excluding the Trim Master Switch.
b The Panel Dimmer potentiometer controls the following:
1) All post lights
2) Standby ADI internal lights
3) Compass light
4) AP Computer
5) Trim switch
6) ADF
7) PFD and MFD Displays, Bezel, and Buttons
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c The emergency lighting responds as follows, when EMERGENCY POWER is

selected:
1) These items remain lit: Internal lights for the Standby ADI, internal lights for
the whiskey compass, Standby Airspeed post light and Standby Altimeter
post light.
2) All other post lights and equipment lights extinguish.
3) All overhead switch panel and instrument panel switch lights extinguish.
NOTE: If it is desired to further adjust the G1000 lighting characteristics, refer to
Cockpit Lighting Setup under Final System Checkout, below.
(c) Emergency Bus Operation
1 Verfiy that the following items work when EMERGENCY BATTERY is selected:
a STANDBY ADI
b GEA 71 (All engine parameters)
c GIA #1
d AIR DATA
e AHRS
f PFD
g COM 1 (headset, pilot side only)
2 AVIONICS BUS equipment should be unavailable:
a MFD is blank
b NAV 2/GPS 2 is unavailable
c COM 2 is unavailable
(d) GMA 1347 Testing
Except for marker beacon operation, an in-aircraft checkout may be performed in the
aircraft, on the ramp, with known good microphone, headset, and speaker.
1 Intercom System (ICS) Check
a Plug in headsets at each ICS position.
b Ensure that the MAN SQ key is off (no light).
c Adjust volume for each position and verify that the ICS is working properly.
d Check Pilot and Copilot ICS positions for isolation and proper operation of
volume and squelch controls.
e Press the PA key. Verify that microphone audio is heard over the speaker when
the Push-To-Talk (PTT) key is pressed.
f Verify operation of COM 1 and COM 2 per COM Antenna VSWR Checks under
GIA 63W Testing, below.
2 Transceiver Operational Check
Perform a ramp test radio check by exercising the installed transceivers, microphone,
microphone key and audio over the headphones and speaker. Verify that communi-
cations are clear and PTT operation is correct for each pilot position.
a Select the audio source corresponding to each installed avionics unit (i.e. NAV1,
NAV2, COM1, COM2) and check for audio over the headsets.
b Press the SPKR key and verify that the selected audio is heard over the
speaker.
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3 Failsafe Operation Check

a Turn the GMA 1347 off by pulling the AUDIO circuit breaker. This directs all COM
1 phone audio, MIC audio and MIC key to the pilot’s position.
b Check the failsafe operation by exercising the COM 1 microphone, microphone
key and audio over the headphones. All volume control for the COM audio
should be through the PFD/MFD volume control. Verify proper operation of COM
1 using the failsafe operation.
c Close the AUDIO circuit breaker to continue testing.
4 Marker Beacon Test
Using a ramp tester, simulate the outer marker, middle marker and inner marker
signals by following the test equipment manufacturer’s instructions. Verify that each
marker audio signal is present over the headphones and speaker.
Verify that the outer, middle, and inner annunciations appear on the PFD when the
corresponding signal is applied. Marker beacon annunciations appear at the upper
left corner of the altitude indicator on the PFD (see Figure 47). Operate the MKR
MUTE key on the GMA 1347 and ensure that the audio signal is muted.
(e) GIA 63W Testing
The following section applies to both GIA 63W units. Any differences in testing will be noted.
1 VHF COM Interference Test
This test must be conducted outside. Use of a GPS repeater inside a hangar may
result in a failed test. This procedure assumes that the system is currently set to 25
kHz COM channel spacing. Once the signal acquisition test under Initial Display
Testing, above, has been completed successfully, perform the following steps:
a On the MFD, monitor GPS signal strength bars on the 3rd AUX page (seeFigure
46).
b On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey
until GPS ENR is displayed.
c Verify that the GPS “INTEG” flag is out of view.
d Select 121.150 MHz on the No. 1 COM transceiver.
e Transmit for a period of 35 seconds while monitoring GPS 1 signal strength
levels.
f During the transmit period, verify that the GPS “INTEG” flag does not come into
view on the PFD and verify that GPS 1 does not lose a 3-D navigation solution
on the MFD.
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g Repeat steps e and f and re-transmit while monitoring GPS 2 signal levels on
the MFD.
h Repeat steps d through g for each of the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
i Repeat steps d through h for the No. 2 COM transceiver (GIA2).
j On the MFD, select the 4th AUX page.
k Under the COM CONFIG field, change the COM channel spacing from 25 kHz
to 8.33 kHz.
l Go back to the 3rd AUX page.
m Select 121.185 MHz on the No. 1 COM transceiver.
n Transmit for a period of 35 seconds while monitoring GPS 1 signal strength
levels.
o During the transmit period, verify that the GPS “INTEG” flag does not come into
view on the PFD and verify that GPS 1 does not lose a 3-D navigation solution
on the MFD.
p Repeat steps n and o and re-transmit while monitoring GPS 2 signal levels on
the MFD.
q Repeat steps n through p for each of the following frequencies:
• 121.190 MHz
• 130.285 MHz
• 131.290 MHz
r Repeat steps n through q for the No. 2 COM transceiver (GIA2).
s On the MFD, select the 4th AUX page and change the COM channel spacing
back to 25 kHz
2 VOR/LOC/GS Test
Check the VOR, ILS, and Glideslope functions with ramp test equipment, for NAV 1,
NAV 2, GS 1 and GS 2. Operate the equipment according to the test equipment
manufacturer’s instructions. Adjust the RF signal to a level adequate to perform the
test. Select the appropriate HSI source by using the CDI softkey.
NOTE: The PFD HSI does not show a course deviation bar unless a valid VHF nav
frequency is tuned.
Simulate a VOR signal on radial 000° with a course-width of 20°. Verify full scale
deflection of the CDI while applying a 10° deviation signal. Exercise the CDI with both
right and left deviations for both NAV 1 and 2. Exercise the Glideslope deviation
indicator with up and down deviation indications.
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3 COM Antenna VSWR Checks

Check for insertion loss and VSWR (Voltage Standing Wave Ratio), for COM 1 and
COM 2. VSWR should be checked with an in-line type VSWR/wattmeter inserted in
the coaxial transmission line between the transceiver and the antenna. The VSWR
should be inserted as close to the transceiver as possible. Any problem with the
antenna installation is most likely seen as high reflected power. A VSWR of 3:1 may
result in up to a 50% loss in transmit power. Ideally, the VSWR should be 2.5:1 or
less.
(f) GTX 33 Testing
Operation of the GTX 33 Mode-S transponder is accomplished using the G1000 PFD.
Refer to the Garmin Cockpit Reference Guide, for basic operation. Perform a basic
operational check on the transponder. Any discrepancies or anomalies should be
corrected before proceeding. The integrated transponder/altitude reporting system must
be verified in accordance with §§ 91.411 and 91.413 of the Federal Aviation Regulations
(FARs).
See Mode S Transponder Ground Test, 34-50-00.
(g) GDC 74A Testing
NOTE: Allow the unit to warm up for 15 minutes before performing the following tests.
Verification of the altimeter and airspeed must be performed using an air data test set
(ADTS). The static port and altimeter must be verified in accordance with § 91.411 and
Appendix E to Part 43 of the Federal Aviation Regulations (FARs). The PFD must be in
Configuration mode and the MFD must be in Reversionary mode for performing the tests
as outlined in Part 43 Appendix E.
1 Prepare the G1000 System for Part 43 Appendix E testing
a Start the G1000 system in the normal mode.
b Remove power to the PFD.
CAUTION: CONFIGURATION MODE CONTAINS CERTAIN PAGES AND
SETTINGS THAT ARE CRITICAL TO AIRCRAFT OPERATION
AND SAFETY. THESE PAGES ARE PROTECTED AND CANNOT
BE MODIFIED, UNLESS A TECHNICIAN IS PROPERLY
AUTHORIZED AND EQUIPPED. HOWEVER, MOST PROTECTED
PAGES ARE VIEWABLE TO ALLOW SYSTEM AWARENESS FOR
TROUBLESHOOTING.
c Turn the PFD on in Configuration mode by pressing and holding the ENT key on
the PFD while applying power.
d Release the ENT key after “INITIALIZING SYSTEM” appears in the upper left
corner of the PFD.
e Using the FMS knob on the PFD, turn to the GRS page group. Use the B ALT
field for all CFR Part 43 Appendix E tests for G1000 altitude.
f Place the MFD in Reversionary mode by pressing the red “display backup”
button on the GMA 1347 Audio Panel. Baro settings can then be read from the
MFD for the CFR Part 43 Appendix E tests.
After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the PFD and MFD to normal mode.
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NOTE: The following tests are above and beyond those required by Appendix E to Part 43.
2 Pitot/Static Airspeed Test CHART 21
a Command the pitot/static AIRSPEED TEST TOLERANCES
ramp tester to simulate air Calibrated Air Speed Allowed Tolerance
speeds shown in Chart 21. (Knots) (± Knots)
b Wait for the ramp tester to
report that target values have 50 5.0
been achieved. 80 3.5
c Verify that computed air 100 2.0
speeds shown on the PFD 120 2.0
are within the tolerances 150 2.0
specified in Chart 21.
3 Static Port Vertical Speed (Rate of Climb) Test
a Command the ramp tester to
change the altitude at the rates CHART 22
shown in Chart 22. VERTICAL SPEED TEST TOLERANCES
b Wait for the ramp tester to report
Vertical Speed Allowed Tolerance
that target rates have been
(Feet/Minute) (± Feet/Minute)
achieved.
c Verify that the Rate of Climb 2000 100
reported by the Vertical Speed 0 45
field on the PFD is within the -2000 100
tolerances specified in Chart 22.
4 OAT Probe Check
Check the outside air temperature (OAT) measurement shown on the PFD to ensure
it reads ambient temperature.
5 Press ENT key on PFD to end testing.
(h) GRS 77/GMU 44 Initial Alignment
The GRS 77 AHRS unit and the GMU 44 magnetometer unit are calibrated in three
stages. Whenever either or both units are replaced, all three calibration procedures must
be completed before first flight.
There are three procedures to be carried out. The aircraft engine must be started after the
first procedure is complete. When ready to perform the procedures, shut the PFD and
MFD off by pulling the PFD and MFD circuit breakers. Restar t both displays in
configuration mode.
1 GRS 77 Pitch/Roll Offset Calibration
This procedure must be carried out with the engine off.
a Level the aircraft to within +0.25 of zero pitch and zero roll per 8-20-00.
b Rotate the large FMS knob to select the GRS page group on the PFD. Rotate the
small FMS knob clockwise to access the GRS/GMU calibration page (Figure 48)
on the PFD.
c Enter the following softkey password:
1) 9
2) 10
3) 11
4) 12 (Far Right softkey)
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GRS / GMU Calibration Page - Pitch / Roll Offset Effectivity

d Initiate the AHRS Ground Pitch/Roll Aircraft Level compensation mode by

performing the following steps:
1) Ensure that the No. 1 GRS 77 is selected.
2) Select PITCH/ROLL OFFSET, then press the ENT key.
3) Follow the checklist items displayed on the PFD and press the ENT key as
each one is completed or confirmed. When the CALIBRATE field is blinking,
press the ENT key to begin the procedure.
4) After several seconds, a new checklist appears in the lower half of the PFD.
Press the ENT key as each item is confirmed. When the CONFIRM
AIRCRAFT IS LEVEL field is blinking, press the ENT key to continue.
e The result of the pitch/roll offset compensation is displayed on the PFD. If
successful, the AHRS records the required pitch and roll offsets, informs the
operator of a successful conclusion and returns to normal operation.
f Press the ENT key on the PFD to conclude this procedure.
g Restart both displays in normal mode and proceed to step (i), below.
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(i) Engine / Airframe Transducer Checks

To carry out the two remaining GRS/GMU procedures, the aircraft engine must be started.
In order to start the engine, all engine/airframe transducers must have been checked to
ensure proper operation.
1 Engine off Checks
On the MFD, check the indication for each of the sensor or monitor inputs with the
aircraft engine off. Observe the ‘Engine’ page (Figure 49) by using the ENGINE
softkey on the MFD. While in reversionary mode observe the ‘Engine’ ‘Lean’ page,
and ‘System’ page by using the ENGINE, LEAN, and SYSTEM softkeys on the MFD.
At the appropriate EIS section, observe and verify the sensor indications against
those shown in Chart 23.
2 Engine On Checks
The aircraft engine can now be started as needed to carry out the remaining
GRS/GMU calibrations listed in Final GRS 77 / GMU 44 Calibration Procedures,
below. Follow the procedures in the POH, and start the engine. Monitor engine
instruments during startup for proper operation.
When engine is running, verify the sensor indications at the appropriate EIS section
against those shown in Chart 24.
Verify the starter engaged annunciation as follows:
a Engage the starter and verify that the STARTER ENGD annunciation is
displayed.
b Disengage the starter and verify that STARTER ENGD annunciation is removed.
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CHART 23
ENGINE OFF CHECKS
Indicator Desired Reading Check
MAP Atmospheric Pressure ______
Tachometer ‘0’ RPM ______
Fuel Qty Gal ‘Full’ on MFD with fully fuelled tanks ______
Fuel Flow ‘0’ ______
Oil Pressure Approximately 0 ______
Oil Temperature Ambient temperature ______
EGT (qty 6) Ambient Temperature ______
CHT (qty 6) Ambient Temperature ______
EMER BAT Volts (GPU voltage -0.7) or Emergency battery volts
*EMER Bat NC annunciation may appear ______
if GPU is disconnected.
ESS Bus Volts GPU voltage (Battery volts when GPU disconnected) ______
MAIN ALT Approx ‘0’ amps ______
BAT LOAD Negative value (indicating battery is discharging) ______
STBY ALT Approx ‘0’ amps ______
CHART 24
ENGINE ON CHECKS
Indicator Desired Reading Check
MAIN ALT Positive ______
BAT LOAD Positive value (indicating battery is charging)
*BAT AMPS may still indicate a negative value if ______
the engine RPM is too low
STBY ALT Turn off the MAIN ALT switch and ALTNTR
INOP and STBY ALT ON annunciation appear.
Positive value (indicating battery is charging)
MAIN ALT says STBY ALT on the Engine strip ______
*May indicate a ‘0’ value if the engine RPM is too
low.
SHED LOAD Turn on equipment until the current draw from the
STBY ALT increases above 20. Verify that the
SHED LOAD annunciation appears. Decrease the ______
current draw and verify the SHED LOAD
annunciation is removed.
ESS Bus Volts Approximately 28 volts ______
EMER BAT Volts Approximately 27.3 volts ______
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(j) Final GRS 77/GMU 44 Calibration Procedures

GRS 77/GMU 44 Magnetic Calibration
Perform calibration procedure under “Magnetic Heading Systems,” “Garmin 1000 -
EFIS,” below.
(k) Emergency Power
Verify the operation of the emergency power system as follows:
1 Start the aircraft engine following the procedures referenced in the POH.
2 Ensure that both the PFD and MFD are operating in normal mode and ensure that
the ALTR switch is in the ON position.
3 Set the EMER BAT switch to the ON position.
4 Verify that the MFD is automatically switched off, and the PFD goes into reversionary
mode.
5 Set the BATT MASTR switch OFF to ensure that a reduced subset of the G1000 is
running on the emergency battery.
6 Verify that the COM1/NAV1 fields remain valid in the top corners of the PFD.
7 Verify that altitude, airspeed, vertical speed and OAT fields remain valid on the PFD.
8 Verify that there are no BACKUP PATH alerts on the PFD. If an LRU is not
communicating over its primary path, the BACKUP PATH alert will identify which LRU
is having the problem. Correct the problem before proceeding any further.
9 Verify that all engine instrument fields remain valid on the PFD.
10 Set the BATT MASTR switch back to ON.
11 Set the EMER BATT switch to OFF.
12 Verify that the system recovers and returns to the normal operating mode.
13 Shut the engine down.
(l) S-TEC 55X Interface
The S-TEC 55X (55X computer) autopilot system interface to the G1000 must be verified,
and the S-TEC55X must be adjusted for roll centering for optimum system performance.
See also S-TEC 55X General Installation Information Bulletin, S-TEC bulletin number 600.
CAUTION: WHEN THE AUTOPILOT IS ENGAGED, FLIGHT CONTROL SURFACE
MOVEMENT CAN OCCUR.
1 Power up the aircraft and set the Radio Master switch to ON. Turn on the cockpit
speaker and set the AP Master switch to ON. Verify that after approximately five
seconds the RDY annunciation is annunciated on the 55X computer.
2 Verify that a green RDY is annunciated on the PFD above the compass rose.
3 Set the Trim Master switch to ON
4 Press the Heading Select knob on the PFD to center the heading bug, and center the
course pointer using the Course Select knob.
5 Press the HDG and VS button on the 55X computer to engage the heading and
vertical speed modes (HDG and VS will be displayed on both the 55X computer and
on the PFD).
6 Rotate the Heading Select knob on the PFD to move the heading bug left of center
and right of center. Verify that the control wheel movement follows the direction of the
commanded input. Center the heading bug.
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7 Using the ALT SEL knob on the PFD, select an altitude approximately 1000 ft above
the current elevation. Simultaneously press the ALT and VS keys on the 55X. Verify
that ALT and VS are displayed on the 55X. Adjust VS down and up via the VS control
on the 55X and verify that the pitch servo runs up and down accordingly.
8 Press the AP Disconnect switch on the control wheel. Verify that the autopilot
disconnects and an audible tone is heard over the speaker, indicating the autopilot
disconnection.
9 On the PFD press the CDI softkey to select the CDI to ‘GPS’.
10 On the 55X computer press the NAV button twice and verify that GPSS FAIL is
annunciated. Press the NAV button once more to return to the normal NAV mode.
11 On the PFD press the CDI softkey to select the CDI to ‘VOR 1.’ On the 55X computer
press the NAV button once and verify that GPSS is NOT annunciated (the NAV
annunciation will remain unchanged).
NOTE: GPSS cannot be completely checked out on the ground due to a
groundspeed limitation in the 55X. Consequently, the interfaces related to
GPSS must be checked during a flight test by verifying that GPSS FAIL is
not annunciated when GPSS is selected.
12 With the 55X in NAV mode, rotate the Course Select knob on the PFD to move the
course pointer left of center and right of center. Verify that the control wheel
movement follows the direction of the commanded input. Center the course pointer.
13 Adjust VS down and up via the VS knob on the 55X and verify that the control wheel
moves forward and aft, respectively.
14 Select VOR 1 on the PFD, for selected CDI.
15 Using a VOR/ILS ramp generator, create a valid VOR signal and adjust the deviation
signal until the deviation bar on the PFD is centered.
16 With the CDI needle centered, adjust the S-TEC 55X roll centering (three-turn pot
accessible through the 55X face plate between the ALT and REV mode select
buttons). Adjust for zero roll servo activity with the CDI needle centered.
17 Adjust the VOR/ILS ramp generator so that the course deviation bar on the PFD
moves to the left of center and right of center. Verify that the control wheel movement
follows the direction of the needle deflection.
18 Generate a valid ILS signal, center the lateral deviation, and ajust the vertical
deviation to 1 dot UP. Press the ALT and APR buttons on the 55X (the ALT, APR, and
NAV modes should now be selected). Slowly adjust the vertical deviation from 1 dot
UP to centered. ALT should extinguish and the GS annunciation should appear
green.
19 Generate a valid ILS signal, center the lateral deviation, and adjust the vertical
deviation to 1 dot DN. Press the ALT and APR buttons on the 55X (the ALT, APR, and
NAV modes should now be selected). Press the ALT button again to arm the
glideslope, and the GS annunciation should appear. The ALT annunciation should
extinguish.
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(m) Optional System Checkouts

This section describes the checks that must be completed in order to verify the system
interface to the G1000. The checks must be completed only for those systems that are
installed. Following the interface verification with the G1000, additional system checks may
be required – refer to the appropriate system installation manual for additional details.
1 WX-500 Stormscope (if installed)
a Restart the G1000 in configuration mode by opening the PFD and MFD circuit
breakers. While holding the ENT keys on the PFD and MFD, restore power by
closing the PFD and MFD circuit breakers.
b Select the OTHER page group on the PFD. The STORMSCOPE page is shown
by default. (See Figure 50.)
c Activate the cursor and highlight the DATA field. Use the small FMS knob to
select ‘Config’ and press the ENT key on the PFD.
d Verify that the DATA window shows the following:
Hdg: None: J3-1 Open
J3-2 Open
Hdg Valid Flag N/A
Flag Sense N/A
Hdg Value N/A
Inhibit Line Off
Antenna Mount Bottom
J3-3 Open
e Deactivate the cursor.
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2 GDL 69A Datalink (if installed)

NOTE: This section verifies correct installation in the aircraft. It does not activate the
GDL 69 XM data link radio. If the XM Radio is activated, the channel list will
contain more channels than the three that are shown for a radio that has not
been activated. Complete instructions for activating the XM data link can be
found in Garmin Document No. 190-00355-04.
a Select the AUX – XM RADIO page (see Figure 51) on the MFD.
b Using the channel control located in the cabin, verify that you can increment and
decrement the channels (the white arrow to the left of the channel list indicates
the currently selected channel). Select channel 1 when complete.
c Using the volume control located in the cabin, verify that you can increase and
decrease the XM radio volume (the volume bar at the bottom of the screen will
show changes to the volume level). Set the volume to the mid position when done.
d Plug a set of headphones into one of the passenger stations and verify that you
can hear the XM radio playing in both left and right channels. The volume level
may be adjusted to a comfortable level at this point.
e Plug a set of headphones into one of the pilot stations and verify that you can
hear the XM radio playing in both left and right channels.
f Plug an external audio source into the AUX input and verify that audio can be
heard in the passenger headsets, but not in the pilot/co-pilot headsets.
g Gently lift the stall vane on the left wing to set off the stall horn. Verify that the
GDL 69 audio is muted as long as the stall vane is lifted and the stall horn is
heard.
h Activate the gear warning. Verify that the GDL 69 audio is muted as long as the
gear horn is heard.
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3 SKY497 Skywatch (if installed)

a Antenna Calibration
If the TRC has not been calibrated to the directional antenna, the display may
show a FAIL message. If so, calibrate the system as follows:
1) Connect a loptop to J7 TEST port on the TRC 497.
2) Ensure the aircraft’s transponder is in STBY and the DME is turned off.
3) Verify heading is valid.
4) Turn on the SKY 497.
5) On the laptop, type “Cal” and hit Enter.
6) Verify that Re-Calibration Successful! is displayed.
b Checkout Procedure
NOTE: Configuration settings must be saved in the SKY497 unit prior to doing
this test. Refer to the SKY497 installation manual.
1) Select the TRAFFIC MAP map page (see Figure 52) on the MFD.
2) Verify that the STANDBY, OPERATE, TEST (only when in Standby mode)
and ALT MODE soft keys are available on the bottom of the display. Verify
that a TAS mode (and not TAS FAIL) is displayed in the upper left corner of
the traffic map. Verify that NO DATA is not displayed in yellow in the center
of the display (in place of the ownship symbol)
NOTE: If TIS is displayed instead of TAS, the G1000 has not been properly
configured for Skywatch.
3) Press the OPERATE soft key and verify that TAS OPERATING is displayed
in the upper left corner of the traffic map.
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4) Press the STANDBY soft key and verify that TAS STANDBY is displayed in
the upper left corner of the traffic map.
5) Press the TEST soft key and verify that TAS TEST is displayed in the upper
left corner of the traffic map and a traffic test pattern is displayed. Upon
completion of the test, verify that “TRAFFIC ADVISORY SYSTEM TEST
PASSED” is heard over the cockpit speaker.
6) Using a pitot/static ramp tester set the airspeed to 60 KIAS. Verify that the
Skywatch mode changes from TAS STANDBY to TAS OPERATING within
15 seconds of exceeding 50 KIAS.
7) Return the airspeed on the pitot/static ramp tester to 0 KIAS and disconnect
the test set if it is no longer required. Verify that the Skywatch mode
changes from TAS OPERATING to TAS STANDBY within 30 seconds of
decreasing below 50 KIAS.
8) Open the SKYWATCH circuit breaker. On the MFD, verify that NO DATA is
displayed in yellow after several seconds.
9) Close the SKYWATCH circuit breaker and verify that NO DATA is removed
after several seconds.
10) Using two people, cover the #2 GPS antenna with your hands until you
loose the signal.
11) Press the TEST softkey and wait to hear the message “TRAFFIC
ADVISORY SYSTEM TEST PASSED.”
12) The moment you hear audio, have the other person cover the #1 GPS
antenna. You should get the message “TAWS SYSTEM NOT
FUNCTIONING. “This message will mute the traffic advisory message.
13) If the message is not muted, check set-up in TIS Inhibit under TAWS in
Final Configuration and Setup Items, above.
14) Repeat steps 10 through 13 by covering the #1 GPS antenna first.
4 KR 87 ADF
Tune the ADF to a known, local NDB, and verify that the bearing is accurate +/- 15°
and the Morse Code Identifier is clear and accurate.
5 KN 63 DME
a Perform a systems check with the ATC 600 and verify the DME is tuned by
NAV 1 and NAV 2.
b Verify that the distance is accurate.
c Verify that the DME audio is available.
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(8) Final System Checkout

The final checkout tests various secondary communications paths to ensure that the desired
backup paths are in place. Restart the PFD and MFD by cycling the PFD and MFD circuit
breakers to start the displays in the normal mode. Press the ENT key to acknowledge the
agreement on the MFD. Perform the following steps and verify the results of each test.
(a) LRU Failure Tests
1 GPS Failure Test - see Chart 25.
Start this test with all avionics powered and valid GPS reception.
2 GIA Failure Test - see Chart 26.
Start this test with all avionics powered, valid GPS reception, and valid NAV signal.
3 Display Failure Test - see Chart 27.
Start this test with all avionics powered.
4 AHRS/ADC Backup Failure Test - see Chart 28.
Start this test with all avionics powered.
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CHART 25
GPS FAILURE TEST
Step Desired Result
Single GPS Failure Conditions: GPS Failure - For each of the specified GPS failure
1. Place a shroud over the GPS antenna for conditions, the following shall remain valid on the
GIA 1 to prevent signal reception. Verify PFD throughout the procedure:
loss of signal on MFD AUX page 3.
Altitude and Heading from AHRS.
2. Remove shroud from the GIA 1 GPS
antenna. Airspeed, Altitude, Vertical Speed, and OAT from
3. Place a shroud over the GPS antenna for Air Data Computer.
GIA 2 to prevent signal reception. Verify
loss of signal on MFD AUX page 3. GPS CDI remains valid on PFD.
4. Remove shroud from the GIA 2 GPS
antenna.
Dual GPS Failure Conditions: Dual GPS Failure - For a dual GPS failure, the
1. Cover both GPS antennas. Verify loss of following shall occur:
signal on MFD AUX page 3. GPS CDI flags INTEG on PFD.
2. Remove shrouds from GPS antennas. Attitude and Heading remain valid from AHRS.
Airspeed, Altitude, Vertical Speed, and OAT
remain valid from Air Data Computer.
CHART 26
GIA FAILURE TEST
Step Desired Result
Single GIA Failure Conditions: GIA 1 Failure - For a GIA 1 failure, only the following
shall flag invalid:
1. Remove power from GIA 1 by pulling
NAV/GPS1 and COM1 breakers COM/NAV 1 field.
2. Restore power to GIA 1. Allow to NAV 1 CDI loses deviation bar.
reacquire satellites.
3. Remove power from GIA 2 by pulling GIA 2 Power Failure - For a GIA 2 failure, only the
NAV/GPS2 and COM2 breakers following shall flag invalid:
4. Restore power to GIA 2. COM/NAV 2 field.
NAV 2 CDI loses deviation bar.
Dual GIA Failure Conditions: Dual GIA Failure - For a dual GIA failure, only the
following shall occur:
1. Remove power from both GIA units COM/NAV 1 & COM/NAV 2 fields flag invalid.
2. Restore power to both GIA units GPS CDI flags INTEG on PFD.
NAV 1, 2 CDI loses deviation bar.
XPDR field flags invalid on PFD.
Engine Instrument field flags invalid on MFD.
All AHRS & ADC fields remain valid.
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CHART 27
DISPLAY FAILURE TEST
Step Desired Result
MFD Display Failure Conditions: The following shall occur when power is removed
from the MFD:
1. Remove power from MFD. PFD switches to reversion mode.
Attitude and Heading remain valid from AHRS.
2. Restore power to MFD. Airspeed, Altitude, Vertical Speed, and OAT
Engine Instrumentation appears on PFD.
COM/NAV 2 fields flag invalid.
PFD Display Failure Conditions: The following shall occur when power is removed
from the PFD:
1. Remove power from PFD. MFD switches to reversion mode.
Attitude and Heading remain valid from AHRS.
2. Replace power to PFD. Airspeed, Altitude, Vertical Speed, and OAT
MFD retains engine instrumentation.
COM/NAV 1 fields flag invalid.
CHART 28
AHRS / ADC BACKUP PATH TEST
Step Desired Result
Secondary AHRS/ADC path check: The following shall occur on the MFD when power is
removed from the PFD and GIA2:
1. Remove power from PFD. MFD switches to reversion mode.
(Pull PFD breaker.)
2. Remove power from GIA2. Attitude and Heading remain valid from AHRS.
(Pull NAV/GPS2 and COM2 breakers.)
3. Check for desired results. Airspeed, Altitude, Vertical Speed, and OAT
4. Restore power to the PFD and GIA2.
Engine Instrumentation flags invalid.
All COM & NAV fields flag invalid.
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(b) Lighting Setup

The lighting control system offers excellent configuration capability. During G1000
configuration, default lighting values are loaded. The following is provided to allow for
further refinement of the lighting system as determined by the technician.
1 Main Lighting Page
Through configuration settings on this main lighting page (Figure 53), G1000 lighting
can be setup and adjusted to suit each installation/cockpit environment. Each GDU
must be configured for individual performance. The GMA 1347 lighting is also controlled
from this page. Audio panel lighting is directly tied to display configuration, normally to
the PFD (if the PFD fails, the MFD supplies lighting information to the GMA).
a Display/Key Parameters
The following parameters apply to both display lighting and key/bezel lighting.
The two are divided into separate windows on screen as shown in Figure 53.
INPUT: Input level is provided from two photocells on the display (ambient light)
or an external avionics dimmer bus voltage. Range is between 0 and 99.99. The
higher number indicates a corresponding demand for a brighter display. Input
level is shown on the graph as the ‘x’ (horizontal) axis, with a vertical magenta
line showing the current input value. The input value is only adjustable by varying
the amount of light reaching the photocell or by manipulating the appropriate
aircraft dimmer bus, if equipped.
Effectivity Main Lighting Page

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BRIGHTNESS: Depicts actual brightness level of the display, shown on the

graph as the ‘y’ (vertical) axis with a horizontal yellow line. For any given
condition, the brightness is determined by the intersection of the input level and
the lighting curve. Range is between 0.0 and 99.99.
EDIT CURVE VERTEX: (See Figure 54 and Chart 29.) Selects which point
(vertex) on the lighting curve to adjust. By adjusting the vertices, the lighting curve
slope(s) can be adjusted as functions of a single curve. This sets the brightness
level for any given input level. When a point is selected for adjustment, the map-
panning joystick on the PFD/MFD is used to manipulate the point.
b GMA ANNUNCIATOR PARAMETERS (arrow lights above keys)
BRIGHTNESS: Depicts actual brightness level of the arrow lights beneath the
keys on the GMA. Range is between 0.0 and 99.99.
GAIN: Controls the brightness level of the arrow lights beneath the keys on the
GMA. Range is between 0 and 2. Gain is a brightness multiplier and is best
suited for small adjustments.
OFFSET: Allows an offset control of the brightness level for the arrow lights
beneath the keys on the GMA. Range is between -100 and 100. Offset allows for
the largest change in brightness in efforts to match other cockpit lighting.
c GMA KEY PARAMETERS
BRIGHTNESS: Depicts actual brightness level of the keys on the GMA. Range is
between 0.0 and 99.99.
GAIN: Controls the brightness level of the keys on the GMA. Range is between 0
and 2. The gain is a multiplier that lends itself best to small adjustments, mainly
used for tweaking the brightness.
OFFSET: Allows an offset control of the brightness level for the keys on the
GMA. Range is between -100 and 100. Offset allows for the largest change in
brightness in efforts to match other cockpit lighting.
When the lighting input source is set to use dimmer bus voltage (14 Vdc, 28 Vdc,
5 Vdc, 5 V AC), installers can set a transition point where the display switches
from using dimmer bus voltage to using the photocell (see Figure 55). The light
green curve represents the selected input. If something other than photo input is
used, the light-green curve will represent that input, while the dark-green input
will represent the photo input.
PHOTO TRANSITION %: Sets the input level point at which the display
transitions from using the photocell to dimmer bus. At input levels greater than
the transition point, the display uses the dimmer bus. At input levels less than the
transition point, the display uses the photocell. Should the installer desire to
completely operate the display entirely on dimmer bus voltage, the transition
point should be set to 0.0. This allows the brightness to track the full range of the
dimmer bus voltage from the maximum input value to the minimum value.
EDIT PHOTO CURVE VERTEX: Controls the slopes of the lighting curve used
by the photocell when the dimmer bus input level falls below the set transition
point. Operation is identical to that of the normal vertex adjustment described
above.
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Effectivity Lighting Curve Vertices

CHART 29
LIGHTING CURVE VERTICES ADJUSTMENT
Selection Description
NONE No vertex point is selected.
1. The #1 vertex (bottom endpoint of curve) is selected for adjustment. This
point cannot be moved in the vertical (y) direction. It is only adjustable in
the horizontal (right/left) direction.
2. The #2 vertex is selected for adjustment.
3. The #3 vertex is selected for adjustment.
4. The #4 vertex (top endpoint of curve) is selected for adjustment. This
point cannot be moved in the vertical (y) direction. It is only adjustable in
the horizontal (right/left) direction.
ALL All vertex points are selected for adjustment. Movement is only allowed
within each respective bound of a vertex (vertex #1 and #2, the curve
endpoints, can not move vertically). The most pronounced resultant
movements would be a step or trough shaped curve.
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2 Cockpit Lighting Setup

The following guidance is recommended to help the installer determine a suitable
setup. A test flight is recommended upon completion of the setup.
NOTE: To accurately configure the lighting, the ability to adjust ambient light
conditions is required. The installer should be prepared to simulating
complete darkness in the cockpit. Simply covering the photocells may not
allow the installer’s eye to properly judge whether the display brightness is
too bright, or too dim, for night use.
a Photocell Configuration:
1) Start configuration with a linear lighting curve slope (45° Straight Line).
2) Minimize photocell input levels by simulating night conditions in the cockpit.
Any other instrument panel or cockpit lighting should be turned on for this
adjustment. Seek uniform consistency between display lighting, bezel/key
lighting, and any other illuminated objects.
a) If a display/keypad is too bright, lower the minimum setting and/or
adjust the lighting curve to achieve the desired brightness.
b) If the display is not bright enough, raise the minimum setting to the
desired brightness.
c) In the case of the GMA, adjust gain and offset settings to achieve the
desired brightness relative to other lighting.
3) Simulate direct maximum sunlight in the cockpit (best if done outside).
Verify that the display produces maximum brightness on the graph.
4) Simulate average sunlight conditions in the cockpit (between ~50-75%
input level).
a) If the display is too bright or too dim, use a combination of lighting
curve changes to achieve desired brightness at mid-range lighting
input levels.
b) Ensure that the lighting curve and minimum setting still maintain the
low-light configuration achieved in Step 2. Repeat Step 2 if necessary
to re-adjust night lighting settings.
c) Adjust the response time to smooth changes to brightness as
required.
Main Lighting Page Effectivity

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b Dimmer Bus Configuration:

1) Select the appropriate source voltage for the dimmer bus. Set the Photo
Transition point to 0.0 for initial dimmer knob calibration.
2) Simulate night conditions in the cockpit. Turn the dimmer bus knob to its
minimum setting and observe the graph for corresponding change to the
input level. Attempt to seek uniform consistency between display lighting,
bezel key lighting, and any other cockpit illuminated information.
a) If a display/keypad is too bright, lower the minimum setting and/or
adjust the lighting curve to achieve the desired brightness.
b) If the display is too dim, increase the minimum setting to achieve
desired levels.
c) In the case of the GMA, adjust gain and offset settings to achieve the
desired brightness relative to other lighting.
3) Simulate direct sunlight conditions in the cockpit. Turn the dimmer bus knob
to its maximum setting and observe the graph for a corresponding change
to the input level.
a) If the brightness is below maximum on the graph, adjust the lighting
curve settings to achieve maximum brightness.
b) Check for smoothness in the transition from dark to light and adjust
the lighting curve and response time settings to achieve desired
results.
If desired, set the photocell transition point and associated photo lighting curve to
achieve desired display performance over a variety of lighting conditions.
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5. Directional Gyro
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or Garmin 1000 EFIS, no air-driven
directional gyro is installed. In those installations, this function is provided by the Primary Flight
Display (PFD).
A. Description
The Directional Gyro is a flight instrument which incorporates an air-driven gyro stabilized in a
vertical plane. The gyro is rotated at high speed by lowering pressure in its air-tight case and
simultaneously allowing atmospheric air pressure to enter the instrument against gyro buckets. Due
to gyroscopic inertia, spin axis continues to point in the same direction, even though aircraft yaws to
the right or left. This relative motion between gyro and instrument case is shown on the instrument
dial, which is similar to a compass card.
The dial, when set to agree with the magnetic compass, provides a positive indication free from
swing and turning error. However, the gyro has no sense of direction and must be set to the
magnetic compass. Since the magnetic compass is subject to errors due to magnetic fields, electric
instruments, etc., the gyro is only accurate for the heading to which it was set. If the gyro is set on
270°, for instance, and the aircraft is turned to some other heading, there can be a large error
between the gyro and magnetic compass due to the error in compass compensation. This will
appear as gyro precession. The gyro should only be checked to the heading on which it was first
set. Due to internal friction, spin axis error, air turbulence and airflow, the gyro should be set at least
every 15 minutes for accurate operation, whether it has drifted or not.
B. Troubleshooting
See Chart 30.
CHART 30
TROUBLESHOOTING DIRECTIONAL GYRO
Excess drift in either Setting error. Review paragraph titled
direction. “Description” for gyro
operation.
Defective instrument. Replace instrument.
High or low vacuum. If vacuum
is not correct, check for the
following:
1. Relief valve improperly 1. Adjust relief valve
adjusted.
2. Incorrect gauge reading. 2. Replace gauge.
3. Pump failure. 3. Repair or replace.
4. Vacuum line kinked or 4. Check and repair. Check
leaking. for collapsed inner wall
of hose.
Dial spins during turn. Limits (55° bank) of gimbal Recage gyro in level flight.
exceeded.
Dial spins continuously. Defective mechanism Replace.
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6. Magnetic Heading Systems

WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR
INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER
THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. King KCS-55A Slaving Compass (with HSI) (PIR-PPS60081, Rev. C)
The King KCS-55A may be installed as an option in non-EFIS equipped airplanes.

(1) Flux Valve (See Figure 56.)
A flux valve installed in the left wing tip, by W.S. 206.700, provides heading data to the HSI.
CAUTION: PERFORM MAGNETIC HEADING COMPENSATION/CALIBRATION, BELOW,
WHENEVER THE FLUX VALVE IS CHANGED.
(a) Removal
1 Remove the left wing tip fairing to expose the flux valve.
2 Disconnect the wiring harness from the top of the flux valve.
3 To remove the flux valve, remove the three (3) brass screws and washers attaching it
to mounting bracket.
LEFT WING TIP, 105206 C

LOOKING DOWN
LEFT WING TIP,

LOOKING INBOARD
F.S.
SCREW, WASHER 106.628
(3 REQ.)
FLUX DETECTOR
HARNESS
SCREW, WASHER, NUT

(6 REQ.)
FLUX VALVE
FWD
BRACKET ASSEMBLY (REF.)
Flux Valve Installation Effectivity

Figure 56 with optional KCS-55A
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(b) Installation
CAUTION: THE FLUX VALVE IS SECURED TO THE MOUNTING BRACKET WITH
BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN
REINSTALLING.
1 Place the flux valve into position on its mounting bracket and secure with brass
screws and washers (3 ea.).
2 Connect wiring harness to the connector on top of the flux valve.
3 Reinstall the left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux valve.
(2) Magnetic Heading Compensation/Calibration
(a) Flux Valve Index Error
1 Place the airplane in simulated flight conditions:
a Check to see that the doors are closed and flaps are in retracted position
b Have the engine running at idle (1000 rpm), with the airplane at a level flight
attitude.
c Put the battery master, alternator and all radio switches in the ON position.
d Power ON the KCS-55A (allow to synchronize).
e Turn lights – recognition, instrument panel, navigation, position, and strobe –
ON.
2 Place the aircraft on a compass rose in each of the four cardinal headings. At each
cardinal heading, with the slaving control in the “Free Gyro” position, center the slave
meter with the manual slave buttons on the slaving control, and record the difference
(plus or minus) between the cardinal heading and the indicator heading.
3 Add the four differences, and divide the sum by four. The result is the index error.
4 Loosen the mounting screws on the flux valve, and rotate the unit as required to
cancel the index error (ex.: if the index error is +2°, set the indexing device at -2°).
5 Retighten the mounting screws.
(b) Slaving Control Compensator Check and Adjustment
Check and adjust the slaving control compensators as follows:
NOTE: Use a brass or other non-magnetic screwdriver to make adjustments to
compensator screws.
1 Place the aircraft in simulated flight conditions as described under Flux Valve Index
Error, above.
2 Place the slaving control in the "Free Gyro" position.
3 Place the aircraft on the North compass rose heading. Rotate the indicator card to
North using the manual slave buttons on the slaving control. With a non-magnetic
screwdriver in the N/S opening on the slaving control, center the slave meter.
4 Place the aircraft on the East compass rose heading. Rotate the indicator card to
East using the manual slave buttons on the slaving meter. With a non-magnetic
screwdriver in the E/W opening on the slaving control, center the slave meter.
5 Place the aircraft on the South compass rose heading. Rotate the indicator card to
South using the manual slave buttons on the slaving control. With a non-magnetic
screwdriver in the N/S opening on the slaving control, adjust to remove one-half (1/2)
of the existing deviation shown by the slave meter.
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6 Place the aircraft on the West compass rose heading. Rotate the indicator card to
West using the manual slave buttons on the slaving control. With a non-magnetic
screwdriver in the E/W opening on the slaving control, adjust to remove one-half
(1/2) of the existing deviation shown by the slave meter.
7 If deviation (difference between actual magnetic heading and what compass
indicates on that particular heading) exceeds ± 10° on any heading, instrument
replacement may be necessary. To verify, do the following:
a Check whether any magnetic metals are near compass (tools, flashlights,
pocket knives, wristwatches, etc.)
b Check to be sure screwdriver being used to make adjustments is either fiber or
a non-magnetic metal, such as brass.
c When satisfied that errors in excess of 10° are the fault of the instrument,
replace instrument. After installing a new instrument, repeat procedures (1) and
(2).
8 After all adjustments are completed, the indicator shall read within ± 2° of any
compass rose heading on which the aircraft is placed.
B. Avidyne Entegra EFIS (PIR-PPS60209, New/PPS60209-1, New.)

AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
In S/N’s 3232014 and up and S/N’s 3255015 and up with the Avidyne Entegra EFIS installed, the
Magnetometer/OAT Sensor Assembly (Mag/OAT) is mounted in the underside of the outboard left
wing. This instrument supplies magnetic heading information to the Primary Flight Display (PFD).
NOTE: The cover plate - Mag/OAT sensor assembly is removed and installed as a unit. See
“Magnetometer/OAT Sensor Assembly,” above.
(1) IRU Calibration
NOTE: This procedure only applies to airplanes equipped with PFD software earlier than
#530-00177-000.
In airplanes equipped with PFD software #530-00177-000 and later, proceed to
“Magnetometer Calibration (Mag Cal),” below.
(a) IRU Calibration Procedure:
Approximate duration: 20 minutes
Required Equipment: Digital Level with 0.25° resolution
and +/- 0.025° accuracy
(b) Level the aircraft per 8-20-00.
(c) The Inertial Reference Unit (IRU) within the PFD and Magnetometer require calibration
upon initial installation or when replaced.
(d) Allow the PFD to align (approximately 3 minutes) until the ADAHRS countdown timer
expires and the Gyro Warm-up box is removed from view.
(e) Wait in the aligned state for an additional 10 minutes.
(f) Enter the System Setup mode on the PFD as described under “PFD – System Setup,”
steps (a) through (c), above.
(g) Press the “Perform IRU Cal” LSK L1. Note the IRU Installation page is displayed.
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(h) Following the instructions on the IRU installation page, adjust the “IRU Installed Pitch
Attitude” counter to be equal to the digital level reading (within +/- ¼°). If aircraft is level
within specification, no adjustments for pitch & roll are necessary.
(i) To set roll attitude, place the digital level across the hat section stringers on the belly of
the aircraft fuselage. Following the instructions on the IRU installation page, adjust the
“IRU Installed Roll Attitude” counter to be equal to the digital level reading (within +/- ¼°).
(2) Magnetometer Calibration (Mag Cal)
Calibrating the magnetometer requires a compass rose on which to align the aircraft to
determine correct compass readings, or alternately, the use of a bore sight compass. Both
require two technicians (as conveyed in the methods, below). The preferred method is to use
the compass rose, but when one is not available, bore sight calibration is to be used.
(a) Compass Rose Method
1 Perform normal engine start and turn on avionics Master if needed for taxi communi-
cations.
2 Remain stationary and allow the PFD to align (approx. 3 minutes) until the ADAHRS
countdown timer expires and the Gyro Warm-up Box closes (on the PFD screen).
NOTE: The PFD countdown timer might automatically restart its count before the
countdown expires. This is a normal operation and does not indicate a
problem with the PFD.
3 Allow the system 10 additional minutes in the aligned state to ensure complete stability.
4 Taxi to the compass rose with a technician to act as a spotter to aid in the alignment.
5 Enter the PFD System Setup mode as described, above, in “PFD – System Setup”
steps (a) and (b).
6 Select the Calibration Page: rotate the lower left control knob until the “Calibration”
tab at the bottom of the screen is highlighted.
7 Depress the “Perform MAG Cal” LSK (L2) to begin the heading system calibration.
8 Align the aircraft with magnetic north on the compass rose with the assistant to
achieve +/- 1° accuracy.
9 Follow the directions on the magnetometer calibration page and press “Calibrate
Heading” LSK (R4) and wait until “Done” is displayed.
10 Align the aircraft to each of the remaining 11 consecutive 30° headings using the
same steps to achieve the 360° heading alignment and press “Calibrate Heading”
LSK (R4) at each of these points when satisfactory alignment is achieved.
11 At the final alignment point (330°), remain stationary until “Done” is displayed. This
could take up to one minute as data from the 12 calibration points is loaded into the
PFD. A message will appear indicating that the calibration is completed and that the
power to the PFD must be removed (cycled) for the cal to take effect. Cycle power by
pulling and resetting (after 20 sec.) the PFD circuit breaker.
12 Verify the calibration by aligning the aircraft with consecutive 90° headings, starting
with 360°. Use the same alignment procedure as before and view the digital heading
display on the PFD at each of these headings (360°, 90°, 180° and 270°). Allowable
tolerance is +/- 4°.
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(b) Bore Sight Method

1 Apply external power to the aircraft, allowing the PFD to align while saving battery power
for the remaining calibration steps.
2 Allow the PFD to align (approximately 3 minutes) until the ADAHRS countdown timer
expires and the Gyro Warm-up Box on the PFD screen closes.
NOTE: The PFD countdown timer might automatically restart its count before the
countdown expires. This is a normal operation and does not indicate a
problem with the PFD.
3 Allow the system 10 additional minutes in the aligned state to ensure complete stability.
4 Place Battery Master Switch ON. Remove external power from the airplane.
5 Position the aircraft in an area away from metal structures and magnetic interference
(such as that caused by underground power lines, etc.).
6 Using the bore sight compass, align the aircraft to a heading of 360º +/- 1º.
7 Enter the System Setup mode as described, above, in “PFD – System Setup” steps
(a) through (c).
8 Press the Perform Mag Cal line select key (LSK), L2.
NOTE: The initial Magnetometer Calibration page is displayed.
9 Follow the directions on the Magnetometer Calibration page (press the Calibrate
Heading LSK (R4) and wait until “Done” is displayed).
10 Align the aircraft to each of the remaining 11 consecutive 30º headings using the
same steps used to align the aircraft to the 360º heading and press the Calibrate
Heading LSK (R4) at each of these alignment points after satisfactory alignment is
achieved.
11 At the final alignment point (330º), remain stationary until “Done” is displayed. This
could take up to one minute as data from the 12 calibration points is loaded into the
PFD. A message will appear indicating that the calibration is completed. Power to the
PFD must be removed (cycled) for calibration to take effect. Cycle power by pulling
the PFD circuit breaker. Wait 20 seconds, and reset – push in – the circuit breaker.
12 When completed, press the “Back to PFD” LSK (L4).
13 Verify the calibration by aligning the aircraft with consecutive 90º headings, starting
with 360º. Use the same alignment procedure as before and view the digital heading
display on the PFD at each of these headings (360º, 90º, 180º, and 270º). Allowable
tolerance is is +/- 4°.
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C. Garmin 1000 EFIS

(1) Description
In airplanes equipped with the Garmin 1000 EFIS, magnetic heading information is provided
by the GRS 77 Attitude and Heading Reference System (AHRS). The GRS 77 interfaces with
and provides power to the GMU 44 Magnetometer. The GRS 77 supplies attitude and heading
information directly to the PFD, MFD, and to both GIAs. Location, removal, and installation
information is provided under Electronic Flight Instrument System (EFIS) - Garmin,
Components, above.
(2) GRS 77/GMU 44 Magnetic Calibration
CAUTION: THIS PROCEDURE MUST BE CARRIED OUT ON A COMPASS ROSE IN
ORDER TO GUARANTEE MEASUREMENTS FREE OF ENVIRONMENTAL
MAGNETIC DISTURBANCES. ATTEMPTING TO CARRY OUR THIS
MANEUVER ON ATYPICAL RAMP AREA MAY NOT YIELD A SUCCESSFUL
CALIBRATION. THE ACCURACY OF THE AHRS CANNOT BE GUARANTEED IF
THIS CALIBRATION IS NOT PERFORMED ON A MAGNETICALLY CLEAN
COMPASS ROSE OR EQUIVALENT.
(a) Start the aircraft engine following the procedures referenced in the POH.
(b) After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose. At the
compass rose, align the aircraft to a heading of magnetic north (±5°).
(c) Restart the PFD and MFD in configuration mode.
NOTE: The engine performance can be monitored on the GRS/GMU calibration pages
during the procedure.
(d) Go to the GRS Page Group on the PFD.
(e) Select the GRS/GMU Calibration page (Figure 57) and enter the following softkey
password:
1 9
2 10
3 11
4 12 (far right softkey)
(f) Activate the cursor and highlight the SELECT PROCEDURE window and select
MAGNETOMETER.
(g) Press the ENT button.
(h) Use the cursor to highlight the BEFORE CALIBRATION window.
(i) Follow the checklist items displayed on the PFD and press the ENT key as each one is
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to
begin the procedure.
(j) The PFD display advises the operator when to turn the aircraft, when to stop, and when to
turn again.
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GRS/GMU Calibration Page Effectivity

(k) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of
turn from the last heading, the PFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns the PFD may
incorrectly interpret a station and instruct to “HOLD POSITION” prior to full
completion of a 30° turn. If this scenario is encountered, it is best for the operator
to ignore the “HOLD POSITION” command and instead use outside references to
complete the approximate 30° turn. Instead of using the PFD instruction to turn
as a real-time indication of when to turn, simply judge the 30° (±5°) turn
increments of the aircraft by using the compass rose radials, Dwelling at these
30° increments for the time recommended by the PFD should result in successful
calibration.
(l) The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the PFD restarts the 18-second countdown without full
completion of the previous countdown. If this is encountered more than once for a
given station, the operator should begin turning to the next station (approximately
30°). A minimum of two (2) successful stations per quadrant is required, where a
successful station is a full 18-second countdown followed by instruction to move.
Ensure that at least two (2) stations per quadrant are completed. Thus, it may
sometimes be required to dwell at a station after a countdown restart. A
maximum of 20 stations is allowed for the entire calibration procedure. If too
many countdown restarts are encountered, the calibration will fail with the
message, “TOO MANY STATIONS.”
(m) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 77 AHRS then enters its normal operational mode. Press the ENT
button on the PFD to conclude this procedure.
(n) Perform the adjustment of the magnetic compass as specified below.
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(3) Engine Run-Up

(a) Start the PFD and MFD in the configuration mode by holding ENT on each display while
closing the circuit breaker.
(b) Go to the GRS Page Group on the PFD.
(c) Activate the cursor by pushing the small FMS knob and use the large FMS knob to go to
SELECT PROCEDURE. Rotate the small FMS knob to generate the pick-list and use the
large FMS knob to select ENGINE RUN-UP TEST. Press the ENT key to select ENGINE
RUN-UP TEST.
(d) Press ENT again to select the first checklist item displayed. As each command is
complied with and ENT is hit, the associated box will turn green to confirm the selction
has been complied with. When the CALIBRATE field is blinking (see Figure 58), press the
ENT key to begin the procdures.
(e) The PFD display instructs the operator to gradually increase power from idle to full throttle
and back to idle over a period of 2-4 minutes.
(f) When the operator has completed the engine run-up and the engine is back to an idle
setting, press the ENT key to indicate that the process is complete. When this is done, the
TEST COMPLETE field stops blinking.
(g) The PFD informs the operator if the installation has passed or failed the vibration test. If
the test fails, the specific measurements causing the failure are identified and numeric
values are displayed on the PFD.
(h) Press the ENT key on the PFD to conclude this procedure.
NOTE: Complete the Emergency Power Check, below, before shutting down the engine.
The aircraft can now be taxied back and the engine can be shut down for final testing.
Restart both displays in normal mode to conduct emergency power, lighting, autopilot and
final system checks. When the PFD powers up in normal mode, the AHRS attitude and
heading information displayed should become valid within one (1) minute of power-up.
Effectivity GRS / GMU Calibration Page - Engine Run-Up

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MAINTENANCE MANUAL
(4) Magnetometer Interference Test

NOTE: The external power cart and other aircraft need to be as far away from the test aircraft
as possible. Turn the Battery Master ON, AV BUS Master ON, AP Master ON, Trim
Master ON, and push all circuit breakers in.
NOTE: If TKS equipped, this test is performed twice: first for the units/systems listed in Chart 31;
and, then for the TKS system as shown in Chart 32.
(a) Start the PFD and MFD in the configuration mode by holding ENT on each display while
closing the circuit breaker.
(b) Go to the GRS Page Group on the PFD.
(c) To perform the Magnetometer Interference Test, press the follwoing softkeys:
1 9
2 10
3 11
4 12 (far right softkey)
(d) Activate the cursor by pushing the small FMS knob and use the large FMS knob to go to
SELECT PROCEDURE. Rotate the small FMS knob to generate the pick-list and use the
large FMS knob to select MAGNETOMETER INTERFERENCE TEST and press the ENT
key to select MAGNETOMETER INTERFERENCE TEST.
(e) Press ENT again to select the first checklist item displayed (see appropriate chart - i.e.,
Chart 31 or Chart 32). As each command is complied with and ENT is hit, the associated
box will turn green to confirm the selection has been complied with.
NOTE: Use a stopwatch to accurately time the tests. All actions are to be carried out in
the order and at the precise elapsed time as specified in the prepared test
sequence.
(f) When the CALIBRATE field is blinking, press the ENT key to begin the procedure.
(g) When the test is complete, press the ENT key to indicate the process is complete. The
TEST COMPLETE annunciation stops blinking.
(h) The PFD will display whether the installation has passed or failed the magnetometer
interference test. If the installation does not pass, troubleshoot all grounds and shielded
wires from the failed component, and then perform the Magnetometer Interference Test
again.
(i) Press ENT on the PFD to conclude the test.
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Apr 30/08
MAINTENANCE MANUAL
MAGNETOMETER INTERFERENCE TEST
Elapsed Time Action
(since start of test (minutes:seconds))
0:00 Test begins
0:10 Alternator on
0:20 Alternator off
0:30 Standby alternator on
0:40 Standby alternator off
0:50 Fuel pump on
1:00 Fuel pump off
1:10 Navigation lights on
1:20 Navigation lights off
1:30 Strobe light on
1:40 Strobe light off
1:50 Fin strobe on
2:00 Fin strobe off
2:10 Landing lights on
2:20 Landing lights off
2:30 Switch dimmer pot full ccw to full cw
2:40 Instrument dimmer pot full ccw to full cw
2:50 Manual electric trim neutral to full up
3:00 Manual electric trim return to neutral
3:10 Manual electric trim neutral to full down
3:20 Manual electric trim return to neutral
3:30 Engage AP by selecting HDG and VS and run
HDG bug from center to left (roll servo to respond)
3:40 Run HDG bug from left to center
3:50 Run HDG bug from center to right
4:00 Run HDG bug from right to center
4:10 Select a positive VS (pitch servo to respond)
4:20 Return VS selection to 0
4:30 Select a negative VS
4:40 Return VS selection to 0 and disconnect AP
4:50 Pitot heat on
5:00 Pitot heat off
5:10 Vent fan hi on
PAGE 132
Apr 30/08 34-20-00 5I12
MAINTENANCE MANUAL
MAGNETOMETER INTERFERENCE TEST
Elapsed Time Action
(since start of test (minutes:seconds))
5:20 Vent fan hi off
5:30 Vent fan lo on
5:40 Vent fan lo off
5:50 Aileron full right
6:00 Aileron full left
6:10 Aileron full level
6:20 Flaps down
6:30 Flaps up
6:40 Air cond on
6:50 Air cond off
CHART 32
MAGNETOMETER INTERFERENCE TEST - WITH TKS SYSTEM OPERATION ONLY
Elapsed Time Action
Since start of test
(minutes:seconds)
0:00 Test begins
0:10 TKS max
0:20 TKS off
0:30 TKS norm
0:40 TKS off
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MAINTENANCE MANUAL
D. Magnetic Compass
(1) Description
Magnetic compass is a self-contained instrument. This instrument has an individual light which
is connected to instrument lighting circuit. Compass correction card is located in card holder
mounted on instrument. Compass should be swung whenever instruments or radios are
changed and at least once a year.
(2) Troubleshooting
See Chart 33.
(3) Adjustment
Before attempting to compensate compass, every effort should be made to place aircraft in
simulated flight conditions; check to see that doors are closed, flaps in retracted position,
engine running, throttle set at cruise position and aircraft in level flight attitude. Aircraft master
switch, alternator switch and all radio switches should be in ON position. All other cockpit
controlled electrical switches should be in OFF position.
NOTE: Use a non-magnetic screwdriver to adjust the magnetic compass.
(a) Set adjustment screws of compensator on zero. Zero position of adjusting screws is when
dot of screw is lined up with dot of frame.
(b) Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass
reads exactly North.
(c) Head aircraft on a magnetic East heading and do same as Step b, adjusting E-W
adjusting screw.
(d) Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S
adjusting screw until one-half of this error has been removed.
(e) Head aircraft on magnetic West and do same as Step d, adjusting E-W adjustment screw.
(f) Head aircraft in successive magnetic 30° headings and record compass readings on
appropriate deviation card. Deviations must not exceed ± 10° on any heading.
7. Turn and Bank Indicator
NOTE: In airplanes equipped with either the Avidyne Entegra EFIS or Garmin 1000 EFIS, this function
is provided solely by the Primary Flight Display (PFD).
A. Description
These airplanes are equipped with electric Turn Coordinators, which indicate both rate of turn and
rate of roll. This instrument consists of two components:
(1) An electrically driven, inclined, gyro rotor is slaved to the turn indicator (small airplane). The
spinning gyro resists change in position as the airplane moves around it. This resistance is
mechanically translated into indicator movement. If the aircraft is rolled right or left rapidly, the
small airplane will move, indicating a turn. But, if aircraft is held in a bank and opposite rudder
is applied, the small airplane will come back to zero (level) indicating no turn. When the aircraft
is established in a coordinated turn, the small airplane will remain deflected, indicating the
turn.
(2) A metal ball sealed in a curved glass tube filled with dampening fluid provides a sensitive
indication of yaw (slip/skid) and is used to maintain coordinated flight. The ball rolls freely
within the curved glass tube display on the lower instrument face. Any deflection from center
indicates the presence of side forces on the aircraft.
B. Troubleshooting
See Chart 34.
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Apr 30/08 34-20-00 5I14
MAINTENANCE MANUAL
CHART 33
TROUBLESHOOTING MAGNETIC COMPASS
Excessive card error. Compass not properly Compensate instrument.
compensated.
External magnetic Locate magnetic
interference. interference and eliminate if
possible.
Excessive card oscillation. Insufficient liquid. Replace instrument.
Card sluggish. Weak card magnet. Replace instrument.
Excessive pivot friction or Replace instrument.
broken jewel.
Liquid leakage. Loose bezel screws. Replace instrument.
Broken cover glass. Replace instrument.
Defective sealing gaskets. Replace instrument.
Discolored markings. Age Replace instrument.
Defective light. Burned out lamp or broken Check lamp or continuity of
wires. circuit wiring.
Card sticks. Altitude compensating Replace instrument.
diaphragm collapsed.
Card does not move when The gears that turn Replace instrument.
compensating screws are compensating magnets
turned. are stripped.
Compass swings erratically Normal.
when radio transmitter is keyed.
CHART 34
TROUBLESHOOTING TURN AND BANK INDICATOR
Pointer fails to respond. Foreign matter lodged in Replace instrument.
instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate (electric). Out of calibration. Replace instrument.
Aircraft not in coordinated Center ball in turn.
turn.
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center when air- Instrument not level in Level instrument.
craft is correctly trimmed. panel.
Instrument will not run No power to instrument. Check circuit and repair.
(electric).
Instrument malfunction. Replace instrument.
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Apr 30/08
PAGE 136
CHART 35
REQUIRED EQUIPMENT LIST - GARMIN 1000 EFIS
Code
LRU Loader Software
34-20-00
Part Part Part Software

Description Number Number Number Version
GTX 33 Mode S Transponder 011-00779-10 010-00605-05 (1) 006-B0172-XX 4.05
GEA 71 Engine Airframe Unit 011-00831-00 “ 006-B0193-05 2.07
GDC 74a Air Data Computer 011-00882-00 “ 006-B0261-03 2.05
“ 006-C0055-00 1.05
GMU 44 Magnetometer 011-00870-00 “ 006-B0224-00 2.01
“ 006-C0048-00 2.00

GDU 1040 Display Unit, PFD 011-00972-03 “ 006-B0319-62 8.02
“ 006-C0036-03 1.03
MAINTENANCE MANUAL
GDU 1040 Display Unit, MFD 011-00972-03 “ 006-B0319-62 8.02

“ 006-C0036-03 1.03
GIA 63W Avionics Integration Unit No. 1 011-01105-00 “ 006-B0544-24 5.31
“ 006-B0339-04 2.4
“ 006-D0425-02 2.02
GIA 63W Avionics Integration Unit No. 2 011-01105-00 “ 006-B0544-24 5.31
“ 006-B0339-04 2.4
“ 006-D0425-02 2.02
GRS 77 Attitude Heading Reference Unit 011-00868-10 “ 006-B0223-07 2.09
“ 006-C0049-00 2.00
GMA 1347 Audio Panel 011-00809-00 “ 006-B0203-33 3.03
PA-32 Config / Loader Card PS50207-2 (4) “ 006-D0717-05 (2) 3.05
GDL69 Satellite Datalink 011-00986-00 N/A 006-B0317-12 3.02.00
GDL69A Satellite Datalink with Audio 011-00987-00 N/A 006-B0317-12 3.02.00
GDU 10XX Terrain Data Base Card (3) PS50207-3 (4) N/A 010-00330-42
GDU 10XX Chartview/Jeppson NavData U.S. Data Card PS50207-7 (4) N/A 010-00330-70
GDU 10XX Chart Unlock PS50207-4 (4) N/A 010-00330-53
GDU 10XX TAWS Unlock PS50207-5 (4) N/A 010-00330-51
Notes: 1. 010-00605-05 contains software image 006-B0648-05. Upon initial power-up, this appears in the upper right corner of the
MFD as “Piper PA32 System 0648.05”.
2. Enable Flight Director Option.
3. Two (2) terrain/obstacle/airport cards are required, one (1) for each GDU 1040 display unit.
5I16
4. Piper part number.

MAINTENANCE MANUAL
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PAGE 138
Apr 30/08 34-20-00 5I18
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DEPENDENT POSITION DETERMINING
1. Nav/Com/GPS
PUBLICATIONS.)
A. General
Garmin GNS-430 (or in later airplanes, GNS-430W) and/or GNS-530 systems may be installed as
standard equipment, in one of three installation variations: a single GNS-430; dual GNS-430’s, or one
GNS-430 and one GNS-530. These installations all consist of the transceiver/display units,
associated wiring and antennas.
B. GNS-430 (W) / 530
Maintenance of the GNS-430(W)/530’s is “on condition” only and, with the exception of swapping
complete units, should be performed only by a qualified avionics shop in accordance with the
appropriate Garmin Maintenance Manual
Information provided in this manual is intended solely to aid the removal and installation of the
GNS-430(W)/530 transceiver/display units, their associated wiring and antennas.
(1) Removal and Installation
See 39-10-00.
(2) Post-Installation Setup Procedure (PIR-PPS60199-2, Rev. K. / PPS-60199-9, Rev. New.)
(a) Aircraft Preparation and Configuration

Setup and preliminary checks may be made using the aircraft battery or, preferably, an
external power source. Final checks (OBS/CDI or HSI accuracy) should be made with the
engine running and the aircraft configured as in Chart 1.
CHART 1
FINAL CHECK CONFIGURATION
Engine running, alternators On Avionics On
Instrument Panel Lights Full Bright Day/Night Switch Day
Navigation Lights On Strobe Lights On
Pitot Heat Off Air Conditioning Off
Cabin Blower Fan Low Vent Blower Off
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MAINTENANCE MANUAL
(b) Configuration Setup Procedure

Access the Configuration Mode of the unit by depressing and holding the ENT key while
applying power to the unit. Release the ENT key when the display activates. After the
database pages, press the ENT key twice to display the MAIN ARINC 429 CONFIG page.
Pages may be selected by ensuring the cursor is off and rotating the inner concentric knob
on the right side of the unit.
To change data on the displayed Configuration page, the cursor must be selected. Press the
inner concentric knob on the right side of the unit to activate the cursor. Rotating the outer
concentric knob on the right side of the unit changes the selected data field. Rotating the
inner concentric knob changes the data within the selected field. To accept a selection, press
the ENT key.
1 MAIN ARINC 429
Configure the MAIN ARINC 429 page on GNS #1 and GNS #2 as follows:
a One GNS-430 / One GNS-530
NOTE: Unit #1 is the GNS-530 system, Unit #2 is the GNS-430.
GNS UNIT #1 GNS UNIT #2
BUS SPEED DATA SPEED DATA
IN 1 HIGH GARMIN GTX 330 HIGH GARMIN GTX 330
HIGH “AIR DATA” with Skywatch HIGH “AIR DATA” with Skywatch
IN 2 HIGH OFF HIGH OFF
HIGH “TRAFFIC ADVISORY” HIGH “TRAFFIC ADVISORY”
with Skywatch with Skywatch
OUT HIGH GAMA 429 GRAPHICS HIGH OFF
with INT
SDI LNAV 1 LNAV 2
b Dual GNS-430
IN 1 HIGH GARMIN GTX 330 HIGH GARMIN GTX 330
IN 2 HIGH OFF HIGH OFF
OUT HIGH GAMA 429 GRAPHICS HIGH OFF
with INT
SDI LNAV 1 LNAV 2
VNAV * ENABLE ENABLE * with GNS-430W only.
LABELS LABELS
c Dual GNS-430 with Avidyne Entegra
IN 1 LOW SANDEL EHSI LOW SANDEL EHSI
IN 2 HIGH “AIR DATA” HIGH “AIR DATA”
OUT LOW GAMA 429 GRAPHICS LOW GAMA 429 GRAPHICS
with INT with INT
SDI LNAV 1 LNAV 2
LABELS LABELS
PAGE 2
Apr 30/08 34-50-00 5I20
MAINTENANCE MANUAL
d Single GNS-430
GNS UNIT #1
BUS SPEED DATA
IN 1 HIGH GARMIN GTX 330
IN 2 HIGH OFF
OUT HIGH GAMA 429 GRAPHICS with INT
SDI LNAV 1
LABELS LABELS
2 MAIN RS232 CONFIG
Deselect the cursor and rotate the inner concentric knob on the right side of the unit
to display the MAIN RS232 CONFIG page. Configure GNS #1 and #2 as follows:
NOTE: Channels 5 and 6 (not shown) are always “OFF”; except with GNS-430W - in
that case, not used.
a One GNS-430 / One GNS-530
NOTE: Unit #1 is the GNS-530 system, Unit #2 is the GNS-430.
BUS INPUT OUTPUT INPUT OUTPUT
CHNL 1 OFF “AVTN NO ALT” OFF OFF
CHNL 2 OFF OFF OFF OFF
CHNL 3 CROSSFILL CROSSFILL CROSSFILL CROSSFILL
CHNL 4 OFF, or OFF, or OFF, or
“WX500” “WX500” “WX500”
(w/Stormscope) (w/ Stormscope) (w/Stormscope)
b Dual GNS-430
CHNL 1 OFF “AVTN NO ALT” OFF OFF
CHNL 4 OFF *, or OFF *, or OFF *, or OFF **
“WX500” “WX500” “WX500”
(w/Stormscope) (w/ Stormscope) (w/Stormscope)
* only OFF with GNS-430W / ** only with GNS-430W
c Dual GNS-430 with Avidyne Entegra
d Single GNS-430
GNS UNIT #1
BUS INPUT OUTPUT
CHNL 1 OFF OFF
CHNL 2 OFF OFF
CHNL 3 OFF OFF
CHNL 4 OFF OFF
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MAINTENANCE MANUAL
(c) INSTRUMENT PANEL SELF-TEST

On this page, verify that each GNS unit communicates properly with other units. Compare
the on-screen indications with information depicted on connected units.
(d) Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN System Config page. Configure as follows:
GNS UNIT #1 (or single unit) GNS UNIT #2
CONFIGURE FUEL FUEL
FUEL TYPE AV GAS AV GAS
TERRAIN
CONFIGURE TERRAIN TERRAIN
TERRAIN TYPE TERRAIN * TERRAIN
TEST CARD? PASS PASS * “TAWS” with TAWS B.
HW CONFIGURE TERRAIN * or ** TERRAIN ** ** Blank with GNS-430W
(e) MAIN LIGHTING
Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN LIGHTING page.
MAIN LIGHTING DISPLAY KEY
LIGHTING NO SETTING NO SETTING
SOURCE PHOTO PHOTO
RESPONSE TIME/
MINIMUM 4 / 80 4 / 40
SLOPE/OFFSET 50 / 50 50 / 50
(f) MAIN CDI/OBS or HSI
display the MAIN CDI/OBS CONFIG page, which allows you to verify the MAIN CDI
outputs, both lateral (LAT) and vertical (VERT); and allows you to verify and calibrate the
MAIN OBS input. (GNS Unit #1 only with GNS-430W.)
Adjust the OBS or HSI course needle to indicate a selected course of 150 degrees. The
SELECTED COURSE field on the GNS unit should indicate very close to 150 degrees.
Select the “Calibrate to 150?” field and press ENT. Verify the OBS (or HSI course) operation
by checking that the course displayed on the GNS unit is within 2° of the selected course;
verify at the cardinal headings (30° intervals) around the OBS card.
(g) COM SETUP
display the COM SETUP page. Change only the SPACING setting to display “Select 25.0
KHz” (frequency spacing).
(h) VOR/LOC/GS CDI
display the VOR/LOC/GS CDI page. Change only the DME CHNL MODE setting, to
display “Parallel 2x5,” when DME is installed.
(i) VOR/LOC/GS ARINC 429 CONFIG
For airplanes with only mechanical instruments, GNS #1 and GNS #2 are to be as follows:
SPEED HIGH (RX & TX)
SDI VOR/ILS 1 (#1), ILS 2 (#2)
DME MODE DIRECTED FREQ 1 (#1), FREQ 2 (#2)
For airplanes with Avidyne Entegra installed, GNS #1 and GNS #2 are to be as follows:
SPEED LOW (RX & TX)
SDI VOR/ILS 1 (#1), ILS 2 (#2)
DME MODE DIRECTED FREQ 1 (#1), FREQ 2 (#2)
PAGE 4
Apr 30/08 34-50-00 5I22
MAINTENANCE MANUAL
(j) GPS antenna height is 6.0 above ground level.

(k) VOR/LOC/GS Ramp Checks
Once the GNS units have been configured, proper navigation receiver and indicator
operation (VOR/LOC/GS) should be verified using the IFR NAV-401L ramp test set or
equivalent. This procedure assumes familiarity with proper operation of the test equipment
and is not intended to be a tutorial on test set use. Refer to the appropriate test set
operating instructions for proper operation of the ramp test equipment.
1 OBS/CDI Checks:
a Check that the proper OBS indicator is connected to the appropriate VOR
receiver – #1 OBS connected to GNS #1; #2 OBS connected to GNS #2.
b Check the lateral and vertical deviation needles and/or lateral and vertical flags
for deflection while keying the communication transmitter on a representative
sampling of frequencies (118.00 MHz to 136.975 MHz).
c Tune the Navigation receiver and the adjust the test set to 108.0 MHz. Using the
ramp test set, check the accuracy of the OBS or Course Selector needle (HSI)
at cardinal increments (30°, 60°, … , 330°, 360°).
2 Localizer Indicator Checks
a Tune the navigation receiver and adjust the test set to 108.1 MHz. Using the
ramp test set, check that the course deviation needle (CDI) centers within one-
half (½) dot with zero (0) DDM applied at the test set.
b Check left and right deviation of the CDI at the following test points:
CDI (LOC) DDM DEFLECTION
Centered 0.000 0% F.S.
Standard Deviation 0.093 60% F.S.
Full Scale Deflection 0.155 100% F.S.
More than F.S. 0.200 100%+ F.S.
Full Tone (single mod) 0.400 FLAG
3 Glide Slope Indicator Checks
a Set Navigation receiver and the test set to 108.1 MHz. Glide Slope generator
defaults to proper G/S frequency (334.7 MHz). Using the ramp test set, check
that the needle (G/S) centers within one-half (½) dot with zero (0) DDM applied
at the test set.
b Check up and down deviation of the glide slope indicator at the following points:
G/S DDM DEFLECTION
Centered 0.000 0% F.S.
Standard Deviation 0.091 52% F.S.
Full Scale Deflection 0.175 100% F.S.
More than F.S. 0.400 100%+ F.S.
Full Tone (single mod) 0.800 FLAG
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PAGE 6
Apr 30/08 34-50-00 5I24
MAINTENANCE MANUAL
2. Transponder
PUBLICATIONS.)
A. S/N’s 3232001 thru 3232013 and S/N’s 3255001 thru 3255014.
A Garmin GTX-327 Transponder is installed as standard equipment. Maintenance of the GTX-327 is
“on condition” only and, with the exception of swapping complete units, should be performed only by
a qualified avionics shop in accordance with the GARMIN GTX-327 Maintenance Manual (Garmin
P/N - 190-00187-05).
Information provided in this manual is intended solely to aid the removal and installation of the GTX-
327 transceiver/display unit, its associated wiring and antenna.
Removal and Installation
See 39-10-00.
B. S/N’s 3232014 and up, and S/N’s 3255015 and up.
A Garmin GTX-330 Transponder is installed as standard equipment. Maintenance of the GTX-330 is
“on condition” only and, with the exception of swapping complete units, should be performed only by
a qualified avionics shop in accordance with the GARMIN GTX-330 Maintenance Manual (Garmin
P/N - 190-00207-02). Information provided in this manual is intended solely to aid the removal and
installation of the GTX-330 transceiver/display unit, its associated wiring and antenna.
See 39-10-00.
(2) Post-Installation Setup Procedure (PIR-PPS60206, Rev. K.)
Access the Configuration Mode of the unit by depressing and holding the FUNC key while
applying power to the unit. Release the FUNC key when the display activates. The FUNC key
sequences forward through the configuration pages. The START/STOP key reverses through
the pages, stopping at the Menu page. The CRSR key highlights selectable fields on each
page. When a field is highlighted, the 0-9 keys enter numeric data and the 8 or 9 keys move
through list selections. Press the CRSR key to accept changes. When a field is highlighted,
pressing the FUNC key moves to the next configuration page without saving the changes. To
exit the configuration pages, turn the power off and then turn the unit on again without holding
the FUNC key for normal operation.
NOTE: When the unit is turned on for the first time, or an invalid address is recognized, the
unit will prompt the user to enter a valid aircraft address. See Mode S Address
paragraph, below.
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(a) Configuration Menu

The JUMP TO menu page provides the capability to select a configuration mode starting
page without having to step through all of the pages. Press the CRSR key and sequence
through to the desired section with the 8 and 9 keys. Jump to the selection by pressing the
CRSR key again with the desired selection highlighted. The FUNC key steps to the next
configuration page, after which the START/STOP key reverses until stopping at the JUMP
TO menu page. Following is a list of selections and their descriptions.
SELECTION DESCRIPTION
DIAGNOSTICS Jumps to Gray Code Input Page
DISPLAY/AUDIO Jumps to Audio Volume Page
I/O CONFIG Jumps to ARINC INPUT #1 Page
ACFT CONFIG Jumps to Operation Configuration #1 Page
(b) Refer to Charts 2-6 for required settings on the configuration pages.
(c) On the TEMPERATURE page, select “NO” for SENSOR INSTALLED.
(d) MODE S Address (ICAO Aircraft Address Code) and FLIGHT ID Entry Page
When the unit is turned on for the first time, or an invalid address is recognized, the unit
will prompt the user to enter a valid aircraft address.
NOTE: U.S. registered aircraft ICAO Aircraft Address Code (ADDRESS HEX) is the
“N number” and is displayed as such on the ATC-601. On Non-U.S. registered
aircraft, verify only that the hexadecimal code displayed on ATC-601 matches the
“ADDRESS HEX” code programmed on the GTX-330.
1 U.S.-Registered Aircraft
a To highlight the “U.S. Tail #” address field, press the CRSR key one time.
b Enter the registration number using the number keys. Press the CRSR key to
select the numeric entry field. Press a key repeatedly to scroll through the
digit/alpha characters for that entry field.
c Repeat step b until the complete number is entered.
d When finished, press the CRSR key to accept the number entry.
e For entering the Flight ID number, press the CRSR key one time.
f Repeat steps b and c.
g When finished, press the CRSR key to accept the number entry.
2 Non-U.S.-Registered Aircraft
a For entering Non-U.S. Aircraft Registration, press the CRSR key one time, then
8 or 9 to select ADDRESS HEX.
b Non-U.S. Aircraft Registry normally supplies a 24-bit binary code, known as the
ICAO Aircraft Code for the Mode S address in lieu of directly entering the N# for
U.S. registered aircraft.
c The GTX 330 only accepts a hexadecimal format for the Non-U.S.-Registered
Aircraft, so the 24-bit binary code must be converted to a hexadecimal format.
PAGE 8
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MAINTENANCE MANUAL
CHART 2
VOICE AND VOLUME (TIS Installation Only - No Other Traffic System Installed)
Function Selection Description
VOLUME MAX
VOICE MALE
MESSAGE (0-5) Selected Audio Tones and Messages
0 = Toggle a continuous tone on and off
1 = Attention Tone, precedes voice messages to
attract the pilot’s attention.
2 = “Leaving Altitude” when altitude monitor is
active and the altitude deviation is exceeded.
3 = “Traffic” when a TIS traffic alert is received.
4 = “Time Expired” when the countdown expires.
5 = “Traffic Not Available” when TIS service is not
available or out or range of an operating TIS
MODE S site.
6-9 not used.
ALTITUDE MONITOR OFF When Altitude Pre-Select is installed.
TONE When Altitude Pre-Select is not installed.
PAGE CHANGE ENABLE
COUNTDOWN TIMER TONE
CHART 3
DISPLAY MODE AND KEY LIGHTING
DISPLAY MODE AUTO
LEVEL 75
BKLT AUTO
LVL Not Selectable
RSP TIME 4
MIN 8
BKLT SRCE PHOTO
SLOPE 50
OFFSET 50
KEY AUTO
LVL Not Selectable
RSP TIME 4
MIN 5
KEY SRCE 28V
SLOPE 20
OFFSET 30
CONTRAST MODE AUTO
VFR KEY ENABLE
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CHART 4
ARINC 429 CONFIGURATION PAGE
429 INPUT SPEED DATA
CHANNEL 1 HIGH GPS/FMS
CHANNEL 2 LOW OFF
CHANNEL 3 LOW OFF
CHANNEL 4 OFF
429 OUTPUT DATA
CHANNEL 1 OFF
CHANNEL 2 GARMIN W/TIS
GARMIN W/SKYWATCH
CHART 5 CHART 6
RS-232 INPUT AND OUTPUT OPERATION CONFIGURATION
RS-232 CONFIG GTX VS RATE 500
232 INPUT INPUT OUPUT FORMAT FEET
CHANNEL 1 OFF OFF VFR ID 1200
CHANNEL 2 OFF OFF ALTITUDE ALERT DEVIATION 200
SQUAT SWITCH “YES”
“SENSE” “LOW”
DELAY TIME 24
AUTO FLIGHT TIMER MANUAL
CHART 7
HEXADECIMAL CONVERSION
Binary Hexadecimal Decimal Binary Hexadecimal Decimal
/0000 0 0 /1000 8 8
/0001 1 1 /1001 9 9
/0010 2 2 /1010 A 10
/0011 3 3 /1011 B 11
/0100 4 4 /1100 C 12
/0101 5 5 /1101 D 13
/0110 6 6 /1110 E 14
/0111 7 7 /1111 F 15
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d Convert the 24-bit binary code to hexadecimal as follows (see example given):
1) 24-bit binary code: 11100100011111101101101
2) Separate for hex conversion: 1110/0100/0111/1110/1110/1101
3) Apply the hexadecimal values found in Chart 7.
E 4 7 E E D
1110/ 0100/ 0111/ 1110/ 1110/ 1101
e Enter the hexadecimal address using the number keys. Press the CRSR key to
select the numeric entry field. Press a key repeatedly to scroll through the
digit/alpha characters for that entry field.
f Repeat step e until the complete number is entered.
g For FLIGHT ID select “CONFIG ENTRY” and enter the Hex code or select
“POWER UP ENTRY”.
h When finished, press the CRSR key to accept the number entry.
(e) On the MODE S Aircraft Type page:
Select “<15.5k Lb” for AC TYPE and “<=300 kt” for MAX AIRSPEED.
(f) When entries are complete, cycle unit power and check for entries.
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(3) Mode S Transponder Ground Test (PIR-PPS60207, Rev. E.)
NOTE: Provides compliance with FAR Part 43 Appendix F and Part 91.413, and also tests for
accuracy, correlation requirements for altitude encoders to provide compliance with
FAR Part 43 Appendix E.
(a) Required Equipment:
IFR ATC-601-2 Ramp Test Set or equivalent.
Perform these test in conjunction with Post-Installation Setup Procedure, above.
Set altimeter to 29.92 inches of merury. Altitude encoders shall be tested up to and
including the maximum operating altitude for the aircraft.
(b) Auto Test Requirements
Perform the AUTO TEST and verify that MODES A, C, & S pass.
Record the following results:
FREQ: 1090 +/-1 MHZ (1089.0 MHZ to 1091.0 MHZ)
ERP: 125 Watts minimum to 500 Watts maximum
MTL: -73 dBm +/-4 (-69 dBm to -77 dBm)
(c) Individual Test Requirements
U.S.-registered aircraft ICAO aircraft address codes (address hex) is actually the “N
number” and is displayed as such on the ATC-601. On foreign registered aircraft verify
that the hexadecimal code displayed on the ATC-601 matches the “address hex” code
programmed on the transponder.
NOTE: In the following tests (using the ATC 601-2 Ramp Test Set) invalid parameters are
displayed in BOLD type.
1 SLS Level (ATC 601 Test 4)
Test Set interrogates UUT with ATCRBS Modes A and C. A reply is verified when
SLS pulse is -9dB and no reply is received when SLS pulse is 0dB. Transponder
response to Mode 3/A interrogations not to exceed three replies per second when
amplitude of the P2 pulse = P1 pulse and the transponder is interrogated at a pulse
repitition rate of 235 per second. Test Set results are as follows:
a SLS Level Test - Passed
-9 dB: REPLY
0.dB: NO REPLY
Press RUN to start
b SLS Level Test - Failed
-9 dB: REPLY
0.dB: REPLY
Press RUN to start
2 ATCRBS Only ALL-CALL (ATC 601 Test 5)
Test Set interrogates UUT with ATCRBS Only ALL-CALL (0.8 microsecond P4 pulse)
and verifies that Mode S transponders do not reply. Test set results are as follows:
a ATC ONLY ALL-CALL TEST - PASSED
PASSED TEST
Press RUN to start
b ATC ONLY ALL-CALL TEST - FAILED
MODE S XPDR REPLIED WITH MODE S
Press RUN to start
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MAINTENANCE MANUAL
3 Mode S ALL-CALL Interrogations (ATC 601 Test 6)

Test Set interrogates UUT with Mode A/S ALL-CALL (1.6 microsecond P4 pulse).
Address received from Mode S reply is sent in UF4 interrogation and verified with
DF4 address. Test Set results are as follows:
NOTE: All address codes shown herein as replies from the transponder are based
on an input of N12345 into the GTX 330 Mode S Address Entry Page for
U.S. tail#. Insure that the reply address is the same throughout the test when
the aircraft tail number is entered into the GTX 330 instead of N12345. It is
suggested that all test be run with N12345 entered and then run again with
the actual U.S. Tail# entered. At this time the proper tail number can be left
in the Address Entry page. See Post-Installation Setup Procedures, above,
for Addresses associated with Foreign registered aircraft.
a MODE S ALL-CALL TEST - PASSED
ALL CALL ADDRESS = 3AC421 [16542041]
TAIL NUMBER = N12345
Press RUN to start
b MODE S ALL-CALL TEST - FAILED
ALL CALL ADDRESS = 3BD532 [16752462]
DF4 REPLY ADDRESS = 3AC421
Press RUN to start
4 Invalid Address: Mode S Address (ATC 601 Test 7):
Test Set interrogates UUT with MODE S interrogations using correct address and
two incorrect addresses (Nominal rate of 50 interrogations per second). These
addresses are different from the addresses determined from the Mode S ALL-CALL.
The Test Set verifies that no reply is received. Test Set results are as follows:
a INVALID ADDRESS TEST - PASSED
PASSED TEST
Press RUN to start
5 SPR On/Off (ATC 601 TEST 8):
Test Set interrogates UUT with Mode S interrogation (SPR On) and verifies that
correct reply is received. Test Set then transmits the same interrogation again with
(SPR Off) and verifies that no reply is received. Test Set results are as follows:
a SPR ON/OFF TEST - PASSED
SPR ON: REPLY
SPR OFF: NO REPLY
Press RUN to start
b SPR ON/OFF TEST - FAILED
SPR ON: REPLY
SPR OFF: REPLY
Press RUN to start
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6 Mode S UFO (ATC 601 Test 9:)

Test Set interrogates UUT with Mode S UFO and verifies that reply has correct
altitude (Compared to ATCRBS Mode C), correct address (Compared to DF11) and
correct format. UFO AQ bit is “1” for requesting airspeed information in DFO RI field.
a MODE S UFO TEST - PASSED
DF 0 VS = 1 RI = 0 AC = 10,700 FT
ADDRESS = 3AC421
Press RUN to start
b MODE S UFO TEST - FAILED
DF 0 VS = 1 RI = 0 AC = 10,800 FT
ADDRESS = 3AC421
MODE C ALT = 10,700
Press RUN to start
7 Mode S UF4 (ATC601 Test 10)
Test Set interrogates UUT with Mode S UF4 and verifies reply has correct altitude
(Compared to ATCRBS Mode C), correct address (Compared to DF11) and correct
format.
a MODE S UF4 TEST - PASSED
DF 5 FS = 1 DR = 00 AC = 10,700
ADDRESS = 3AC421
Press RUN to start
b MODE S UF 4 TEST - FAILED
DF 0 FS = 1 DR = 00 UM = 00 AC = 10,700
ADDRESS = 3AC421
Press RUN to start
8 Mode S UF5 (ATC 601 Test 11):
Test Set interrogates UUT with Mode S UF5 and verifies that reply has correct ID
Code (Compared to ATCRBS Mode A), correct address (Compared to DF11) and
correct format.
a MODE UF5 TEST - PASSED
DF 5 FS = 1 DR = 00 UM = 00 ID = 7777
ADDRESS = 3AC421
Press RUN to start
b MODE S UF5 TEST - FAILED
DF 5 FS = 1 DR = 00 UM = 00 ID = 7377
ADDRESS = 3AC421
Press RUN to start
Test Set interrogates UUT with Mode S UF16 and verifies that reply has correct
address and format.
DF 11 CA = 1 AA = 3AC421 PI = 000000
Press RUN to start
b MODE UF11 TEST - FAILED
DF 16 CA = 1 AA = 33E35B PI = 000000
Press RUN to start
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MAINTENANCE MANUAL

Test set interrogates UUT with UF16 and verifies that reply has correct altitude
(Compared to ATCRBS Mode C), correct address (Compared to DF11) and correct
format. UF16 AQ bit is “0” for requesting TCAS capability information in DF16 RI field.
DF 16 VS = 00 RI = 0 AC = 10,700 FT
MV = 0000000000000 ADDRESS = 543212
Press RUN to start
DF 16 VS = 00 RI = 0 AC = 10,700 FT
MV = 000000000000 ADDRESS = 543212
DF 11 ADDR = 3AC421
Press RUN to start
Test Set interrogates UUT with Mode S UF20 and verifies that reply (if received) has
correct ID code (Compared to ATCRBS Mode A), correct address (Compared to
DF11) and correct format.
DF 20 FS = 0 DR = 00 UM = 00 AC = 10,700 FT
MB = 00000000000000 ADDRESS =3AC421
Press RUN to start
DF 20 FS = 0 UM = 00 AC = 10,700 FT
MB = 00000000000000 ADDRESS = 3AC421
MODE C ALT = 10,000 FT
Press RUN to start
Test Set interrogates UUT with Mode S UF21 and verifies that reply (if received) has
correct ID code (Compared to ATCRBS Mode A), correct address (Compared to
DF11) and correct format.
DF 21 FS = 0 DR = 00 UM = 00 ID = 777
MB = 0000000000000 ADDRESS = 3AC421
Press RUN to start
DF5 FS = 0 DR = 00 UM = 00 ID = 7777
MB = 0000000000000 ADDRESS = 3AC421
Press RUN to start
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13 Squitter (ATC 601 Test 16):

Test Set verifies that squitters are received from UUT every 0.8 to 2.4 secondsd.
a SQUITTER TEST - PASSED
PERIOD = 1.00 SECONDS
SQUITTER ADDRESS = 3AC421 [16542041]
Press RUN to start
b SQUITTER TEST - FAILED
PERIOD = 2.64 SECONDS
SQUITTER ADDRESS = 3AC421 [16542041]
Press RUN to start
14 Radio Reply Frequency (ATC 601 Test 17):
Test Set verifies that UUT transmit frequency is 1090 MHz (+/- 3 MHz).
a FREQUENCY TEST - PASSED
FREQUENCY = 1092.30 MHz
Press RUN to start
b FREQUENCY TEST - FAILED
FREQUENCY = 1086.80 MHz
Press RUN to start
15 MTL Difference (Receiver Sensitivity) (ATC 601 Test 19):
Test Set verifies that receiver sensitivity difference between Mode A and Mode C is
less than or equal to 1.0 dB.
a MTL DIFFERENCE TEST - PASSED
MODE A MTL - MODE C MTL = 0.2dB
Press RUN to start
b MTL DIFFERENCE - FAILED
MODE A MTL - MODE C MTL = 1.1 dB
Press RUN to start
16 Power and MTL (ATC 601 Power Test):
Test Set verifies that UUT power output is between the following parameters:
48.5 dBm less than UUT ERP less than 57.0 dBm
UUT MTL = -73.0 dBm (+/- 4.0 dB) Test Set results are as follows:
NOTE: Power Test must be run at a distance established in Setup procedure. The
minimum RF peak output power (ERP on Test Set) is at least 125 watts and
maximum RF peak output power does not exceed 500 watts.
a POWER TEST
ERP (WATTS) MTL (DbM) STATUS
TOP AVG = 156 -73.4 PASSED
BOT AVG = 135 -74.3 PASSED
INSTANT = 146 -73.4
Press RUN to start
b POWER TEST - BOTTOM ANTENNA
ANTENNA ERP (dBm) MTL (dBm) STATUS
Bottom 53.0 -73.4 PASSED
Press RUN to start
PAGE 16
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MAINTENANCE MANUAL
(4) Accuracy Test

(a) Apply power to the Altitude Reporter, and the ATC Transponder Test Set. Set primary flight
altimeter to 29.92 in hg.
(b) Allow a minimum of 15 minutes warm up time.
(c) The Transponder Test Set reading should match with flight altimeter reading, not with the
static pressure system tester.
(5) Testing
Select ten or more evenly spaced altitude test points between sea level and the altitude
designated in 3.6. Increase the vacuum, casuing the aircraft altimeter indicated altitude to
increase. Approach each test point slowly. Tap the altimeter lightly before each reading to
minimize friction effects. If a check point is missed, do not go back, go to the next point. For
each test point check the aircraft altimeter dial reading at the encoding altimeter/digitizer
transition point. (The transition point is the point at which the altimeter encoder readout
displayed on the ATC-600A or equivalent test set, changes to the proper code for the test
point).
(6) Accuracy Requirements
Accuracy requirements shall be as follows:
The altitude encoder shall transition to the selected test point within ±125 ft. at each test
point, and within ±87 ft. at no less than 70 percent of the test points.
Example: Approaching the 6,000 foot transition point, the aircraft altimeter dial shall
read 6,000 ±125 ft. (5,875 to 6,125 ft.) when the transition to the ±87 ft. (5,913 to
6,087 ft.) if the 6,000 foot transition point is one of 70% noted above.
If either the aircraft altimeter or the encoder fails the accuracy tests, replace the out-of-
limits device and repeat the test.
(7) Post-Test Cleanup
After testing is completed, the aircraft transponder switch and battery switch shall be placed in
the off position and the Test Set disconnected. Reconnect the static system and test for leaks.
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CHAPTER
35
OXYGEN
( 6XT ONLY )
5J15
MAINTENANCE MANUAL
5J16
MAINTENANCE MANUAL
CHAPTER 35
CHAPTER CHAPTER

35-Table of Contents 1 Apr 30/08

2 Aug 15/07
35-10-00 1 Aug 15/07

2 Aug 15/07
3 Apr 30/08
4 Apr 30/08
5 Apr 30/08
6 Apr 30/08
7 Apr 30/08
8 Apr 30/08
9 Apr 30/08
10 Apr 30/08
11 Apr 30/08
12 Apr 30/08
13 Apr 30/08
14 Apr 30/08
15 Apr 30/08
16 Apr 30/08
17 Apr 30/08
18 Apr 30/08
19 Apr 30/08
20 Feb 28/09
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PAGE 2
Aug 15/07 35 - LIST OF EFFECTIVE PAGES 5J18
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CHAPTER 35 - OXYGEN
TABLE OF CONTENTS
CREW/PASSENGER 35-10-00 1 5J21

Description and Operation 1 5J21
Troubleshooting 1 5J21
Precautions 3 5J23
Inspection and Maintenance 4 5J24
System Flow Check 4 5J24
Oxygen Lines Clearance Check 6 5K2
Leak Tests 6 5K2
Swagelok Fitting Installation 8 5K4
Teflon Tape Thread Sealant 8 5K4
Oxygen System Components 10 5K6
Cleaning and Purging 10 5K6
Oxygen Cylinder 11 5K7
Removal 11 5K7
Installation 11 5K7
Recharge Valve 13 5K9
Removal 13 5K9
Installation 13 5K9
Pressure Gauge 15 5K11
Removal 15 5K11
Installation 15 5K11
Outlets 16 5K12
Removal 16 5K12
Oxygen ON/OFF Control 17 5K13
Removal 17 5K13
Refilling 18 5K14
5J19 35 - CONTENTS AprPAGE 1

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PAGE 2
Aug 15/07 35 - CONTENTS 5J20
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CREW / PASSENGER

PUBLICATIONS.)
CAUTION: WHEN REFILLING ANY OXYGEN CYLINDER MAKE SURE TO USE ONLY AVIATION
BREATHING OXYGEN AS SPECIFIED IN MIL-O-27210C. THE MOISTURE CONTENT OF
AVIATION OXYGEN CANNOT EXCEED 0.005 MILLIGRAMS OF WATER VAPOR PER
LITER OF GAS AT 70°F (21°C) AND 29.92 INCHES OF MERCURY (760 MM HG.).
The following provides supplemental information for the servicing of the oxygen system. Major repairs to
the oxygen system should be accomplished by an approved shop.
1. Description and Operation ( See Figure 1.)
A fixed oxygen system is available in 6XT airplanes only, as an option. The major components for this
system are manufactured by Scott Aviation. Accordingly, Scott Aviation, as well as Piper Dealer Service
Administrators (DSA’s), should be contacted for information / procedures not covered herein.
The oxygen system cylinder is installed in the tailcone, behind the baggage compartment, and is
connected to an external recharge valve mounted to the left side of the fuselage, aft of FS 222.437. The
low pressure (L.P.) feed line for the outlets is routed to the right side of the fuselage and then up into the
cabin overhead. It joins the outlets’ distribution manifold at a tee-fitting on the right rear passenger outlet.
The PULL-ON regulator valve control knob and pressure gauge are installed in the pilot’s instrument
panel below, and slightly to the right of, the control wheel. The control knob actuates a cable routed
through the center cabin overhead and attached to the oxygen system cylinder regulator valve. The
pressure gauge is fed by a high pressure line routed from the oxygen system cylinder along the right
side of the fuselage and then up into the center cabin overhead where it joins the control cable and the
two are then routed down the windshield centerpost and into the back of the instrument panel.
NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the cylinder. The
lightweight cylinder of composite construction (DOT E8162) installed in these airplanes must be
hydrostatically tested every 3 years, and the service life may not exceed 15 years. The month
and year of the last test is stamped beneath the ICC/DOT identification.
2. Troubleshooting
See Chart 1.
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MAINTENANCE MANUAL
Fixed Oxygen System Installation

Figure 1
PAGE 2
Aug 15/07 35-10-00 5J22
MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING OXYGEN SYSTEM
No indication of pressure Cylinder empty or leak in Purge, charge, and check
on pressure gauge. system has exhausted pressure. system for leaks.
Pressure gauge or regulator Replace gauge.
defective.
Pressure indication normal Oxygen cylinder regulator Remove tank and have
but no oxygen flowing. assembly defective. regulator removed.
Offensive odors in oxygen. Cylinder pressure below 50 psi. Purge the oxygen system.
Foreign matter has entered the Purge the oxygen system.
system during previous servicing.
3. Precautions
PUBLICATIONS.)
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
CAUTION: BOTTLES WHICH HAVE BEEN EVACUATED TO 200 PSI FOR A SIGNIFICANT LENGTH
OF TIME, OR THOSE THAT DO NOT PRODUCE AN AUDIBLE HISSING SOUND WHEN
THE VALVE IS CRACKED, SHOULD BE REMOVED AND HYDROSTATICALLY TESTED. IF
EITHER OF THESE CONDITIONS HAS EXISTED FOR A SIGNIFICANT LENGTH OF
TIME, PURGE THE SYSTEM.
CAUTION: MAKE SURE THERE IS NO OIL, GREASE, HYDRAULIC FLUID, OR FUEL IN THE
VICINITY OF ANY FITTINGS BEING SERVICED.
CAUTION: DO NOT USE THREAD LUBRICANTS OF ANY KIND. USE TEFLON TAPE (3M NO. 48)
ON TAPERED PIPE THREADS, WITHOUT TAPE EXTENDING BEYOND THE FIRST
THREAD. SEE TEFLON TAPE THREAD SEALANT, BELOW.
CAUTION: BEFORE WORKING WITH THE SYSTEM, MAKE SURE AIRCRAFT IS ELECTRICALLY
GROUNDED AND YOUR HANDS TOOLS, AND CLOTHES ARE FREE OF OIL, GREASE
AND DIRT.
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4. Inspection and Maintenance

Due to the nature of the process used to test compressed gas tanks, servicing and hydrostatic tests
must be conducted by a DOT or manufacturer (Scott Aviation) approved shop. The following material
gives recommended inspection and maintenance information for the various parts of the oxygen system.
NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the cylinder. On
these airplanes, the lightweight cylinder of composite construction (DOT E8162), must be
hydrostatically tested every 3 years, and the service life may not exceed 15 years. The month
and year of the last test should be stamped on the cylinder beneath the ICC, DOT identification.
A. Check the outlets for leakage both in the use and non-use condition and for leakage around an
inserted connector. See Leak Test, below.
B. Check the high pressure gauge for accuracy by comparing its indicated pressure with that of a
gauge of known accuracy connected to the fill port.
C. Visually inspect tank weekly. Look for dents, bulges, corrosion, major strap chaffing marks, and
current hydrostatic test date. Should any of these problems exist, the tank should be removed and
hydrostatically tested.
D. System Flow Check (PIR-PPS60087, Rev. S.)
An operational check of the regulator can be accomplished as follows: (Refer to Figures 1 and 2.)
(a) Using the test pressure gauge (or equivilent) shown in Figure 2, connect the apparatus to the
pilot's outlet in the overhead panel.
(b) Using the flow test apparatus (or equivilent) shown in Figure 2, connect the flow apparatus to
the copilot's outlet.
(c) Connect additional flow test apparatus (or equivilent) to each of the other outlets and pull the
oxygen control knob to the ON position. The pressure and flow at sea level should be 55 to 80
psi and 3.3 to 5.3 liters per minute respectively.
(d) Replace the test pressure gauge (or equivilent) at the pilot's outlet with a flow test apparatus
(or equivilent) and check the pilot’s outlet for flow. Similarly, exchange the flow test apparatus
(or equivilent) at each of the other outlets with the pressure test apparatus (or equivilent) and
check pressure at each outlet.
E. Check airframe logbook for last maintenance on oxygen system and perform as required per Chart 2.
F. Test the oxygen for odor. Pure oxygen is odorless and tasteless. Any system having a
significant odor present in the gas should be purged and the bottle replaced or removed and
purged.
G. Any fittings, connectors, and tubes which have imperfect threads, pitted or disfigured cones, or
other damage should be replaced.
H. Check plumbing for kinking, cracks, gouges, dents, deep scratches, or other damage. Replace as
necessary.
PAGE 4
Apr 30/08 35-10-00 5J24
MAINTENANCE MANUAL
Oxygen System Test Apparatus

Figure 2
CHART 2
FIXED OXYGEN SYSTEM COMPONENT LIMITS
Component Inspection Overhaul
Cylinder Weekly 1 Each 3 Years
Regulator On Condition / Each Use 2 Each 6 Years
Pressure Gauge On Condition / Each Use 2 Replace On Condition
High Pressure Lines On Condition / Each Use 2 Replace On Condition
Low Pressure Lines On Condition / Each Use 2 Replace On Condition
Outlets On Condition / Each Use 2 Replace On Condition
External Recharge Valve On Condition / Each Use 2 Replace On Condition 3
Masks On Condition / Each Use 2 Each 5 Years
1. Visual inspection for dents, bulges, corrosion, or chafing.
2. Visual inspection in the normal course of use.
3. If the screen in front of valve is dirty, replace valve. Valve replacement is recommended every 5 years.
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I. Oxygen Lines Clearance Check (PIR-PPS60087, Rev. S.)
CAUTION: OXYGEN TUBES MUST NOT BE CLAMPED TO, OR SUPPORTED BY ELECTRICAL

WIRE BUNDLES, HYDRAULIC, PNEUMATIC OR OTHER LINES.
Make sure to check the oxygen lines for proper clearance as follows: (Refer to Figure 3.)
(1) Two inch minimum between oxygen tubes and all flexible moving parts of the aircraft (flexible
control cables, etc.). If enough space cannot be attained, protection from abrasion must be
provided.
(2) At least 1/2 inch minimum between oxygen tubes and all rigid moving parts of the aircraft such
as levers and rigid control rods.
(3) Six inch minimum separation between oxygen tubes and hydraulic, fuel and electrical system
lines and components.
NOTE: When the six inch requirement cannot be complied with, one inch is allowed as long
as electrical cables and other lines are supported at least every two inches; and, the
oxygen tube(s) is protected by rubber neoprene hose fastened in place with cable ties
at the location the specific item crosses or is near the oxygen tube(s). If an item is
near the oxygen tube for a certain distance the oxygen tube for that distance must be
covered.
(4) A minimum of 1/8 inch between tubing and structure adjoining the supporting clamp as shown
in Figure 3, Sketch A.
(5) Where a tube passes through a grommet, the tube must not bear on the grommet in any way
that might cause cutting of the grommet in service as shown in Figure 3, Sketch D.
(6) While in service, items may receive vibrations causing them to come in contact with other parts
of the aircraft. With this in mind, low pressure tubing that is supported well enough to prevent
relative motion must have at least a minimum clearance of 1/8 inch from a projection (bolt, nut,
etc). Low pressure tubing that cannot be supported well enough to prevent motion must have a
minimum clearance of 1/8 inch allowed after the maximum travel of the tube. High pressure lines
are affected similarly but require 1/2 inch minimum clearances. (Refer to Figure 3, Sketch B.)
J. Perform any other required maintenance as directed in AC43.13-1 latest revision.
K. Clean components as necessary per Cleaning and Purging, below.
L. Leak Tests (PIR-PPS60087, Rev. S.)
Solutions recommended for leak testing are Leak-Tec Formula #16-OX and is available from Scott
Aviation. Refer to the List of Consumable Materials for consumer information.
(1) Remove the royalite covers in the baggage compartment and, with oxygen system turned off,
disconnect the low pressure supply line and connect it to a regulated cylinder charged with dry
nitrogen.
NOTE: Whenever a leak check is performed, all fitting connections as well as other
questionable areas, should be inspected.
(2) Apply the leak detector solution to the test surface and watch for indication of leakage.
(3) Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60
seconds.
(4) With outlets vacated of masks, connect a test pressure gauge to the copilot's outlet as
described in Inspections, above. See also Figure 2.
(5) Adjust the regulator on the dry nitrogen cylinder for 100 psi and check for leakage at the
outlets.
(6) Correct any leaks and wipe off excess leak detector solution.
PAGE 6
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Oxygen Tubing Installation

Figure 3
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(7) Close the valve on the nitrogen gas tank and insert a Scott plug-in to relieve system pressure.
(8) Disconnect test gauge, plug-in, and nitrogen tank.
(9) If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the
exposed fittings with new clean plastic bags. Temporarily support lines as needed to prevent
damage. Make sure caps and coverings are as clean as possible.
M. Swagelok Fitting Installation (Refer to Figure 4.)
NOTE: The high pressure line fitting at the regulator should be tightened until it bottoms. Make
sure to use teflon tape on all male pipe threads.
(1) For swagelok fittings not preswaged or for in-aircraft installation, proceed as follows:
(a) Turn the fitting nut onto the fitting finger tight and insert the tube until it bottoms firmly on
the shoulder in the fitting.
(b) Tighten the nut with a wrench until the tube will not turn by hand.
(c) Mark the nut at the six o'clock position.
(d) Hold the fitting body steady with a backup wrench and tighten as follows:
(a) On tubing with a diameter bigger than 3/16 inch, tighten 1 1/4 turns (to the nine
o'clock position).
(b) On tubing of 1/16, 1/8, and 3/16 inch diameter, tighten only 3/4 turn.
(e) If nut and tube must be disconnected from the fitting, reconnect by seating the tube on the
shoulder of the fitting and tightening the nut finger tight. Follow up by tightening the nut
with a wrench, one quarter turn (if absolutely necessary the original 1 1/4 or 3/4 tight
position) and then snug with wrench.
(2) Preswaged swagelok fittings are fabricated and installed as follows:
(a) Assemble the nut and ferrules finger tight on the preswaging tool and insert the tube until
it firmly bottoms on the shoulder in the tool. The preswaging tool can be attained from
Crawford Fitting Company, refer to List of Consumable Materials in Chapter 91-00-00.
(b) Tighten the nut on the fitting just enough that the tube within the fitting will not turn by
hand.
(c) With a wrench, tighten the nut as follows:
1 On tubing with diameters over 3/16 inch, tighten 1 1/4 turns.
2 On tubing with 1/16, 1/8, or 3/16 inch diameter, tighten 3/4 of a turn.
(d) Unscrew the nut to release the ferrule-tube assembly from the tool.
(e) The assembly is installed on the fitting as follows:
1 Slide tube in fitting until it bottoms, turn nut to finger tight position and tighten one
quarter turn with wrench.
2 Snug slightly with wrench.
N. Teflon Tape Thread Sealant
All male pipe (tapered) threads of the oxygen system should be sealed with 3M No. 48 teflon tape.
Teflon tape should not be used on straight threads. Do not use any other lubricants in place of the
teflon or on any other threads.
(1) Wrap tape on the threads, starting with those farthest from the opening, in the direction of the
thread spiral. Circle the threads, making sure that each side of the tape has a slight overlap.
(2) Wrap the tape such that it does not extend beyond the last thread on the fitting at the opening.
The tape should then be pulled till it separates. Do not cut tape, it will not stick properly.
PAGE 8
Apr 30/08 35-10-00 5K4
MAINTENANCE MANUAL
Swagelok Fitting Installation Procedure

Figure 4
5K5 35-10-00 AprPAGE 9

30/08
MAINTENANCE MANUAL
5. Oxygen System Components

Keeping in mind the effect of compressed oxygen on materials, oxygen system components must be
handled carefully. Ports on regulators, indicators, and other opened components must also be kept
capped or plugged to prevent ingestion of foreign material. Adjustments or modifications should only be
initiated under the auspices of the FAA, Piper, or Scott Aviation.
NOTE: Replacement time for the recharge valve is on condition, but recommended each 5 years. The
regulator requires overhaul every six (6) years. The lightweight composite cylinder must be
removed every three (3) years for hydrostatic testing.
A. Cleaning and Purging
CAUTION: CARE MUST BE EXERCISED TO PREVENT CONTAMINATION OF COMPONENTS
BY OIL, GREASE, WATER, OR FOREIGN MATTER. COMPRESSED AIR USED IN
CLEANING AND FLUSHING TUBES MUST BE CLEAN, DRY, FILTERED (OIL FREE)
AIR ONLY.
(1) Three methods are recommended for cleaning oxygen system components:
(a) Method I
1 Vapor degrease part(s) with trichlorethylene.
2 Blow part(s) dry with a stream of compressed air or dry nitrogen. See CAUTION,
above.
(b) Method II
1 For tubing, flush with naptha per specification TT-N-95.
2 Blow clean and dry off all solvent with clean, dry, filtered air. Refer to previous
caution.
3 Flush with isopropyl alcohol.
4 Rinse thoroughly with fresh water.
5 Dry with air as described in previous caution or by heating at a temperature of 250°
to 300°F for one-half hour.
NOTE: Solvents can be reused provided they do not become badly contaminated
with oil. This condition can be determined by thoroughly evaporating 100
millimeters of the liquid in a glass dish of a determined weight. Evaporation
may be accomplished by heating the dish at 200°F (93°C) for one-half hour.
If after evaporation and cool down, the residue exceeds 100 milligrams in
weight, the solvent cannot be used for this purpose.
(c) Method III
1 Flush with hot inhibited alkaline cleaner until free from oil and grease.
2 Rinse thoroughly with fresh water.
3 Dry thoroughly with a stream of clean air as described in the previous caution or by
heating 250°F to 300°F (121°C to 149°C) for one-half hour minimum.
CAUTION: DO NOT USE ADHESIVE TAPE FOR ATTACHING OR SECURING
PROTECTIVE COVERINGS ON OXYGEN COMPONENTS. USE
WAXED LACING TWINE OR TIE RAPS.
(2) After cleaning, all tubing must be protected by caps, plugs and/or plastic bags.
(3) Before installation, make sure fitting, tube, and fixture threads are in good condition and that
the cones do not exhibit pitting or disfigurement.
PAGE 10
Apr 30/08 35-10-00 5K6
MAINTENANCE MANUAL
B. Oxygen Cylinder (Refer to Figure 5.)

(1) Removal
CAUTION: BEFORE ENTERING THE TAIL CONE, FIRST SUPPORT THE AIRCRAFT TAIL
WITH A SUITABLE TAILSTAND.
From inside the aft cabin:
(a) Remove screws attaching finished bulkhead to fuselage bulkhead.
(b) Remove finished bulkhead.
(c) With immediate area clear of flammables (grease, hydraulic fluid, fuel, etc.) and oxygen
system off; connect a mask or tube to an outlet to exhaust any pressure in the system.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected from
cylinder. A check valve will close when high pressure line is disconnected from
cylinder. The closing of this valve is frequently accompanied by a loud popping
sound.
(d) Carefully unscrew high pressure feed/recharge line at regulator until pressure decreases
and then remove line. Cap line immediately after removal.
(e) Disconnect high pressure relief line from regulator. Cap line immediately after removal.
(f) Disconnect low pressure line from regulator. Cap line immediately after removal.
(g) Loosen and open clamps securing oxygen cylinder to its shelf.
(h) If necessary, move cylinder slightly to gain access to regulator valve control arm.
Disconnect regulator valve control cable from cylinder by removing the retaining screw
and clamp from the cable support bracket and the cotter pin attaching the cable to the
control arm. Take care not to kink cable.
CAUTION: OPENING CONTROL VALVE DURING REMOVAL OF OXYGEN LOW
PRESSURE LINE FROM CYLINDER WILL RESULT IN AN UNCHECKED
FLOW OF OXYGEN INTO BAGGAGE COMPARTMENT UNTIL VALVE CAN
BE CLOSED.
(i) Safety valve on cylinder in the OFF position.
(j) Remove cylinder from airplane.
(2) Installation
(a) If cylinder mounting shelf has been removed, reinstall it first.
(b) Position cylinder in airplane as shown in Figures 1 and 5. Ensure that regulator valve
control arm is free to move and does not contact surrounding area.
(c) Attach and secure regulator valve control cable (use a new cotter pin), before securing
cylinder to shelf.
(d) Install and secure two cylinder hold down clamps.
(e) Connect L. P. line to regulator. Insert tubing into fitting until ferrule seats in fitting. Tighten
the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut
might be turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench.
NOTE: Apply teflon tape to all tapered male threads as described above.
(f) Connect H. P. feed/recharge and relief lines to regulator. Insert tubing into fitting until
ferrule seats in fitting. Tighten the nut by hand and then one quarter turn with a wrench. If
fitting is relatively new the nut might be turned 3/4 of a turn. Follow up by snugging the nut
slightly with a wrench.
(g) Unsafety valve on cylinder. Check that valve remains in OFF position.
5K7 35-10-00 Apr

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MAINTENANCE MANUAL
Oxygen Cylinder and Regulator Valve

Figure 5
PAGE 12
Apr 30/08 35-10-00 5K8
MAINTENANCE MANUAL
(h) Check pressure and refill bottle as necessary.

(i) Inspect for leaks, especially at fittings that have been separated.
(j) Reinstall finished bulkhead in aft cabin, secure with screws.
(k) If used, remove tailstand from airplane.
C. Recharge Valve (See Figure 6.)
(1) Removal
The recharge valve is located on the left rear side of the aircraft and is covered by its own
access door. This valve is connected to a T-fitting which interconnects the H. P. line from the
regulator and the H. P. gauge feeder line. Accordingly, the recharge valve and its line are under
constant cylinder pressure as long as the H. P. line is connected to the regulator.
(a) Remove oxygen cylinder (see above) before attempting work on the recharge valve
assembly. Removal of the oxygen cylinder mounting shelf is also recommended to
further improve access.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected from
cylinder. A check valve will close when high pressure line is disconnected from
cylinder. The closing of this valve is frequently accompanied by a loud popping
sound.
(b) Remove screws securing the recharge valve shroud to the valve mounting dish and slide
the shroud back up the high pressure line.
(c) Disconnect the high pressure line from the recharge valve assembly. Cap line immediately
after removal.
(d) Remove three screws from recharge valve mounting plate.
(e) Remove valve from airplane.
(2) Installation
NOTE: Apply teflon tape to all tapered male threads as described above.
(a) Insert valve assembly into hole in mounting dish.
(b) Align screw holes in valve mounting plate with those in mounting dish.
(c) Install the three mounting screws. Attach cap chain, with information plate attached, with
one of the screws.
CAUTION: CONNECT HIGH PRESSURE LINE TO VALVE BEFORE CONNECTING TO
CYLINDER.
(d) Connect H. P. line to valve. Torque to 30 - 150 in. lbs.
(e) Slide shroud down H. P. line and secure with screws (3).
(f) Reinstall oxygen cylinder (and mounting shelf, if previously removed), per Oxygen
Cylinder, Installation, above.
5K9 35-10-00 Apr

PAGE 13
30/08
MAINTENANCE MANUAL
Oxygen System Recharge Valve Installation

Figure 6
PAGE 14
Apr 30/08 35-10-00 5K10
MAINTENANCE MANUAL
D. Pressure Gauge
The oxygen system pressure gauge is installed in the bottom center of the pilot’s instrument panel
below, and slightly right of, the control wheel. Access is obtained from beneath the instrument
panel.
The pressure gauge is tied into the same high pressure (H.P.) line as the recharge valve, through a
T-fitting near the tank regulator-control valve.
(1) Removal
(a) At the oxygen cylinder:
1 Remove screws attaching finished bulkhead to fuselage bulkhead.
2 Remove finished bulkhead.
3 With immediate area clear of flammables (grease, hydraulic fluid, fuel, etc.) and
oxygen system off; connect a mask or tube to an outlet to exhaust any pressure in
the system.
NOTE: Continuous pressure is applied to high pressure line until it is disconnected
from cylinder. A check valve will close when high pressure line is
disconnected from cylinder. The closing of this valve is frequently
accompanied by a loud popping sound.
4 Carefully unscrew high pressure line until pressure decreases and then remove line.
Cap line immediately after removal.
(b) At the instrument panel:
1 Disconnect high pressure line from gauge and cap immediately.
2 Remove two nuts from brass studs securing gauge to panel.
3 Remove gauge from pilot’s side of instrument panel.
(2) Installation
(a) Insert pressure gauge into instrument panel.
(b) Secure to panel by installing nuts on the two brass studs extending from gauge. Finger
tighten, then snug with wrench. Be careful not to over torque; studs break off easily.
(c) Connect H. P. line to gauge.
(d) Connect H. P. line to cylinder.
(e) Inspect fittings that have been separated for leaks.
(f) Reinstall finished bulkhead in aft cabin, secure with screws.
(g) If used, remove tailstand from airplane.
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MAINTENANCE MANUAL
E. Outlets
(1) Removal
(a) Check that the oxygen system is completely turned off. Insert an oxygen mask to release
pressure and ensure the system is off.
(b) With a suitable spanner wrench, unscrew and remove the outlet retainer ring(s) and
information plate(s).
(c) Remove or drop overhead panel sufficiently to gain access to low pressure (L. P.) line
connections.
(d) Disconnect outlet(s) from L. P. feed lines:
1 If removing right side outlet(s), for each outlet, as appropriate: disconnect the two
T-unions or the one elbow-union connecting the outlet to main L. P. feed line and one
union connecting outlet to left outlet branch L. P. feed line.
2 If removing left side outlet(s), disconnect one union connected to branch L. P. feed
line(s).
(e) Remove outlet(s) from airplane.
(2) Installation
(a) Position outlet(s) in airplane.
(b) Connect outlet(s) to L. P. feed lines:
1 If installing left side outlet(s), connect union(s) to branch L. P. feed line(s) from right
side outlet(s).
2 If installing right side outlet(s), for each outlet, as appropriate: connect the two
T-unions or the one elbow-union connecting the outlet to main L. P. feed line and one
union connecting outlet to left outlet branch L. P. feed line.
(c) Inspect fittings that have been separated for leaks.
(d) Replace overhead paneling and secure in place.
(e) For each outlet, position the information plate so that the word “OXYGEN” can be read
when viewed from the seat that is supported by that outlet. With a suitable spanner
wrench, screw on the outlet retainer ring.
PAGE 16
Apr 30/08 35-10-00 5K12
MAINTENANCE MANUAL
F. Oxygen On/Off Control

The oxygen system PULL ON ( push off ) control knob is installed in the bottom center of the pilot’s
instrument panel below, and slightly right of, the control wheel. Access is obtained from beneath the
instrument panel.
(1) Removal
(a) Disconnect cable from regulator-control mechanism on cylinder:
1 Remove screws attaching finished bulkhead to fuselage bulkhead.
2 Remove finished bulkhead.
3 If necessary, move cylinder slightly to gain access to regulator valve control arm.
Disconnect regulator valve control cable from cylinder / control arm by removing the
retaining screw from the cable support bracket and the cotter pin attaching the cable
to control arm. Cut loop off end of cable core.
4 Release cable from all clamps and cut the tie wraps securing cable to H. P. Gauge
feed line. Note position of tie wraps for reinstallation.
(b) Remove or drop overhead panel sufficiently to gain access to the control cable running
the entire length of the cabin.
(c) Release cable from all clamps and cut the tie wraps securing cable to H. P. Gauge feed
line, both in the cabin overhead and under the instrument panel. Note position of tie wraps
for reinstallation.
(d) Remove retaining nut from rear of control knob.
(e) Pull cable from airplane through instrument panel. Retrieve retainer nut as cable bitter end
pulls through the instrument panel.
(2) Installation
(a) Insert cable through instrument panel. Slide retainer nut onto cable and secure control
knob to instrument panel.
(b) Feed cable up through windshield centerpost and along H. P. Gauge feed line to
cylinder.
(c) Secure cable to H. P. Gauge feeder line and structure with same number of tie wraps,
CR-2M ring connectors and clamps installed at same locations as those cut or loosened
to remove cable.
(d) Trim cable shield and core to allow sufficient material to make a two turn loop, two inches
(5.08 cm) from the end of the shield.
(e) Bend core wire end for 1 1/2 to 2 turns with 0.188 (0.478 cm) inside diameter.
(f) Place loop over pin on regulator control arm and secure with washer and cotter pin.
Secure cable with retaining screw and clamp to cable support bracket
(g) Check operation, adjust as required.
(h) Replace and secure overhead panels in the cabin.
(i) Replace and secure finished bulkhead in aft cabin. If used, remove tailstand.
5K13 35-10-00 Apr

PAGE 17
30/08
MAINTENANCE MANUAL
6. Refilling
The recharge valve is located on the aft left side of the fuselage, behind its own door.
CAUTION: BEFORE SERVICING THE OXYGEN SYSTEM, MAKE SURE THE AIRCRAFT IS
SECURELY GROUNDED ELECTRICALLY.
CAUTION: DO NOT OPERATE ELECTRICAL EQUIPMENT WHILE SERVICING OXYGEN SYSTEM.
CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS
CHARGED.
Refilling of oxygen systems should be done by qualified personnel. For comparison of filling pressures to
ambient temperatures refer to Chart 3. The following are parameters to be followed for filling.
A. Only aviators breathing oxygen (MIL-0-27210) and appropriate filling equipment should be used to
fill the system.
B. If a cylinder has less than 5 psi pressure or has insufficient pressure to produce an audible hissing
sound when the valve is cracked, it should be removed and/or purged, and if the condition has
existed for a significant length of time, hydrostatically test cylinder.
C. Make sure both the charge valve and recharge cart fittings are clean and free of contamination.
WARNING: BE CERTAIN THERE IS NO OIL OR OTHER PETROLEUM BASED MATERIAL ON
THE FITTINGS OR IN THE IMMEDIATE VICINITY.
D. Attach service cart hose to recharge port. (See Figure 6.) Fill the system at a rate not exceeding
200 psig per minute proceeding as follows:
(1) To obtain the correct filling pressure for the oxygen system at various ambient temperatures, a
table is included for your convenience. The pressures given are not exact, but sufficiently
accurate for practical purposes of working pressures between 1800 and 2400 psig cylinders.
The cylinder should be allowed to cool to a stabilized temperature after filling before checking
against the values in Chart 3.
(2) When using a recharge unit consisting of one supply cylinder, slowly open the valve of the
supply unit and allow the oxygen to transfer.
CHART 3
FILLING PRESSURES* FOR CERTAIN AMBIENT TEMPERATURES
Ambient Temperature °F/°C Filling Pressure Ambient Temperature °F/°C Filling Pressure
0 / -17.78 1650 (PSI) 70 / 21 1975 (PSI)
10 / -12.22 1700 80 / 27 2000
20 / - 6.67 1725 90 / 32 2050
30 / - 1.11 1775 100 / 38 2100
40 / 4.44 1825 110 / 43 2150
50 / 10 1875 120 / 49 2200
60 / 15.56 1925 130 / 54 2250
* Filling pressures are for 1850 PSI at 70°F (21.11°C). Table assumes 25°F (11.8°C) rise due to heat of
compressor with max. fill rate.
PAGE 18
Apr 30/08 35-10-00 5K14
MAINTENANCE MANUAL
(3) When using a recharge unit consisting of two or more supply cylinders (cascade storage
system), it is recommended that the following procedure be used:
(a) Before opening any valves, check the pressure remaining in the airplane's oxygen
cylinder. If it is still partly charged, note the pressure indicated on the cylinder gauge. Then
open and close each valve on the cascade storage system and determine which cylinder
has the lowest pressure. When found, if this cylinder has a pressure lower than the
oxygen cylinder in the aircraft, do not attempt using it for filling; use the storage cylinder
that has a pressure higher than the aircraft's cylinder but lower than the others.
(b) Open the valve on only the one storage cylinder with the lowest pressure. When the
pressure indicated on the aircraft's oxygen gauge and charging gauge has become equal,
close the valve of the storage cylinder, then go to the storage cylinder with the next higher
pressure and repeat the procedure.
(c) If after using the last storage cylinder the aircraft's oxygen system is still not fully charged,
a full storage cylinder should be put in place of a cylinder with the lowest pressure and
used in the same manner.
(d) A good amount of oxygen will remain in the large cylinders used in the cascade system
after filling only one of the cylinders. This remaining oxygen will be at a pressure
something less than the 1850 psi. This is not sufficient pressure to completely refill
another aircraft cylinder, although it will refill several small cylinders.
(e) It is not economical, even on a three or four cylinder cascade system, to begin recharging
with oxygen at less than 300 psi pressure in the 300 cubic foot bank of cylinders. So use
300 cubic foot cylinders down to approximately 300 psi; then return for refilling. In two
cylinder systems use to approximately 100 psi; then return for filling.
(4) When the pressure gauge on the recharge unit or in the aircraft reaches 1800 to 1850 psi,
close the pressure regulator valve on the recharge unit. Disconnect the filler hose from the filler
valve; replace the protective cap on the filler valve and close the access cover. Check the
cylinder pressure according to Chart 3 after the cylinder temperature stabilizes.
E. After detaching the service cart, cap hose and fittings to prevent contamination.
F. Perform a leak check of the high pressure lines and clean off solution afterwards. If solution is not
properly cleaned off, corrosion may result.
5K15 35-10-00 Apr

PAGE 19
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MAINTENANCE MANUAL
GRIDS 5K16 THRU 6B24

INTENTIONALLY BLANK
PAGE 20
Feb 28/09 35-10-00 5K16
MAINTENANCE MANUAL
CHAPTER
37
VACUUM
6C1
MAINTENANCE MANUAL
6C2
MAINTENANCE MANUAL
CHAPTER 37
CHAPTER CHAPTER


2 Aug 15/07
37-00-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
7 Aug 15/07
8 Aug 15/07
9 Aug 15/07
10 Aug 15/07
37-10-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
37-20-00 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07

Aug 15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 37 - VACUUM
TABLE OF CONTENTS
GENERAL 37-00-00 1 6C7

Description and Operation 1 6C7
DISTRIBUTION 37-10-00 1 6C17

Hoses and Clamps 1 6C17
Gyro Filter 1 6C17
Vacuum Pumps 2 6C18
Inspection 2 6C18
Removal 2 6C18
Installation 3 6C19
Replacing Pump Fittings 3 6C19
Vacuum Regulators 3 6C19
Service Tips 3 6C19
Removal and Replacement 4 6C20
Adjustment 4 6C20
INDICATING 37-20-00 1 6C23

Vacuum (Suction) Gauge 1 6C23
Service Tips 1 6C23
Removal and Installation 1 6C23
Vacuum Switches 2 6C24
Removal 2 6C24
Installation 2 6C24

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
GENERAL

PUBLICATIONS.)
1. Description and Operation (See Figures 1 and 2.)
NOTE: In 6X S/N’s 3232014 and up and 6XT S/N’s 3255015 and up equipped with the Avidyne Entegra
Electronic Flight Instrument System, and airplanes with the Garmin G1000 EFIS installed, no
vacuum system is installed.
The vacuum system operates the gyro instruments which provide critical flight information (i.e. - attitude
and direction). It consists of the plumbing necessary to connect the components, and:
A. Two (2) engine-driven vacuum pumps located on the accessory case at the rear of the engine;
B. Two (2) vacuum regulators, two (2) vacuum switches, and a manifold located under the forward
baggage compartment floor;
C. A filter located on the upper left, aft side of the forward bulkhead; and,
D. A vacuum gauge located at the lower left side of the instrument panel.
The two engine-driven pumps run continuously, providing system redundancy. If either pump fails, the
associated vacuum switch will activate the associated VACUUM INOP annunciator light when the suction
from the failing pump drops below 3.5 psig.
Maintenance, other than that described in 37-10-00 and 37-20-00, must be performed by the instrument
manufacturer or an authorized instrument repair station.
2. Troubleshooting
See Chart 1.
6C7 37-00-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
TROUBLESHOOTING VACUUM SYSTEM
No vacuum gauge indication. Open vacuum line. Locate and repair.
Faulty instrument. Replace.
No vacuum gauge indication Faulty gauge and/or Replace gauge, and/or
at instrument or source. malfunctioning pump(s). pump(s).
Low vacuum system Filter dirty. Clean or replace filter.
indications.
Vacuum regulator valve Adjust regulator valve as
needs adjusting. per adjustment instructions
in 37-10-00.
Restrictions in gyros to Repair or replace line.
filter line.
Pump(s) to gyros line Check all lines and fittings.
leaking.
Abnormal gyro precession and Dirty filter. Replace filter and adjust
vacuum gauge reading regulator.
correct or at maximum
pressure.
Normal vacuum indication but Faulty instrument. Replace instrument.
sluggish operation of instruments.
Dirty or clogged filter Replace filter.
Vacuum line kinked. Repair lines.
High System vacuum. Vacuum regulator is improperly Adjust regulator properly.
adjusted.
Dirty or clogged filter. Replace filter.
Vacuum lines bent, kinked, Repair or replace
or restricted.lines.
Vacuum regulator sticking or Clean screen and check
dirty screen. regulator operation.
Regulator cannot be adjusted Lines leaking. Check all lines and fittings.
to maintain correct pressure.
Vacuum pump(s) malfunctioning. Replace pump(s).
Vacuum correct on ground, but Vacuum pump(s) malfunctioning. Replace pump(s).
will not maintain pressure at
altitude. Regulator sticky. Clean regulator.
PAGE 2
Aug 15/07 37-00-00 6C8
MAINTENANCE MANUAL
TROUBLESHOOTING VACUUM SYSTEM
Vacuum correct but pilot Regulator sticky. Clean regulator.
reports pressure erratic or
shows complete loss in flight. Oil in pump(s) due to leaky Replace pump(s).
engine seal or cleaning fluid
blown into pump(s) while
cleaning engine.
Pressure can only be maintained Leak in system. Repair or replace lines.
at full throttle on ground.
Worn pump(s). Replace pump(s).
Stuck regulator. Clean or replace regulator.
6C9 37-00-00 AugPAGE 3

15/07
MAINTENANCE MANUAL
INSTRUMENT PANEL
PILOT'S SIDE
(REF)
TO VACUUM PUMP NO. 1

(UPPER)
FILTER
TO VACUUM PUMP NO. 2 GAUGE

(LOWER)
MANIFOLD
SWITCH NO. 2
REGULATOR NO. 1
SWITCH NO. 1
REGULATOR NO. 2
VIEW LOOKING AFT

(AIRCRAFT STRUCTURE REMOVED, STANDARD INSTALLATION SHOWN)
Vacuum System Installation

PAGE 4
Aug 15/07 37-00-00 6C10
MAINTENANCE MANUAL
FIREWALL
INSTRUMENT PANEL
(REF)
(REF)
FWD BULKHEAD (REF)
TO
BL
VACUUM 0.00
PUMP
NO. 2 REGULATOR NO. 2
(LOWER)
SWITCH NO. 2
TO
VACUUM
PUMP
NO. 1
(UPPER)
VENT
VAC
FILTER
GAUGE
SWITCH NO. 1 REGULATOR NO. 1
MANIFOLD
VIEW LOOKING DOWN

(STANDARD INSTALLATION SHOWN)
Vacuum System Installation

6C11 37-00-00 AugPAGE 5

15/07
MAINTENANCE MANUAL
105100 B
NO. 1
(UPPER)
OVERBOARD
NO. 2
(LOWER)
OVERBOARD
FIREWALL
NO. 2
NO. 1
VACUUM PUMP
(DRY AIR)
NO. 1 NO. 2
PLUG
REGULATOR
FWD
BULKHEAD
VACUUM
SWITCH
FILTER
VAC VENT MANIFOLD
INSTRUMENT
PANEL
ATTITUDE INDICATOR
GAUGE
DIRECTIONAL GYRO
STANDARD INSTALLATION
Vacuum System Schematic

PAGE 6
Aug 15/07 37-00-00 6C12
MAINTENANCE MANUAL
105100 B NO. 1
(UPPER)
OVERBOARD
NO. 2
(LOWER)
OVERBOARD
FIREWALL
NO. 2
NO. 1
VACUUM PUMP
(DRY AIR)
NO. 1 NO. 2
PLUG
REGULATOR
FWD
BULKHEAD
VACUUM
SWITCH
FILTER
PLUG
VAC VENT MANIFOLD
INSTRUMENT
PANEL
ATTITUDE INDICATOR
GAUGE
OPTIONAL INSTALLATION
Vacuum System Schematic

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MAINTENANCE MANUAL
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Aug 15/07 37-00-00 6C14
MAINTENANCE MANUAL
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MAINTENANCE MANUAL
PAGE 10
Aug 15/07 37-00-00 6C16
MAINTENANCE MANUAL
DISTRIBUTION
The following information is intended to aid in diagnosing vacuum system service symptoms on those
components which are serviced by removal and replacement - I.E. - hoses, clamps, gyro filters, vacuum
pumps, and vacuum regulators.
1. Hoses and Clamps
A. These items should be examined periodically and inspected carefully whenever maintenance
activities cause hose disconnections to be made at the pumps, manifold, regulators, tube
assemblies, gyros and/or vacuum gauge.
B. Ends of hoses should be examined for rubber separation and slivers of rubber on inside
diameter of hoses. These slivers can and do become detached. If this happens, the vacuum
pump(s) will suck in the loose particles and eventually ingest them. This can cause pump failure.
C. Replace old, hard, cracked or brittle hose. Sections of the inner layers may separate, causing pump
failure.
D. Ensure hoses are clear and clean by blowing them out with shop air. Remove from aircraft as
required.
CAUTION: DO NOT WIGGLE HOSE FROM SIDE TO SIDE DURING INSTALLATION. WIGGLING
COULD CAUSE PARTICLES TO BE CUT FROM INNER WALL OF HOSE WHICH
WOULD DAMAGE THE PUMP.
E. Where hose clearance is tight, making it difficult to reinstall it onto a fitting or barb, spray the fitting
or barb with silicone. Let dry, then install hose by pushing it straight on.
CAUTION: WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE PIPE
DOPE, THREADLUBE, OR TAPE. PIPE DOPE / TAPE PARTICLES INGESTED BY
THE VACUUM PUMP COULD CAUSE THE PUMP TO FAIL. USE ONLY SILICONE
SPRAY, LETTING IT DRY BEFORE ASSEMBLY.
F. Hose clamps and fittings should be replaced when broken, damaged or corroded.
2. Gyro Filter (See 37-00-00, Figures 1 and 2.)
A. Gyro filter must be serviced on a scheduled basis, not to exceed 100 hours, and on condition.
B. The system installation employs a large central filter (mounted on the upper left rear of the forward
bulkhead (behind instrument panel)) and differential vacuum gauge that continuously monitors filter
condition while indicating vacuum readings.
NOTE: A decline in panel gauge reading indicates the filter is becoming clogged. Filters should be
replaced when gauge reading declines; DO NOT adjust regulator(s).
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MAINTENANCE MANUAL
3. Vacuum Pumps
Two (2) engine-driven dry-air pumps are mounted on the accessory section at the rear of the engine.
Each vacuum pump is a rotary vane, positive displacement type. These units consist of an
aluminum housing, a carbon rotor and carbon vanes. They are driven by means of a coupling mated to
an engine-driven gear assembly.
A. Inspection (See Figure 1.)
The vacuum pump(s) feature a wear indicator inspection port on the back cover which allows direct
observation of pump vane wear. Beginning at 500 hours time-in-service, and each 100 hours
thereafter, remove the inspection port plug and observe vane wear as shown in Figure 1.
(1) As the vanes wear, they slide outboard in the vane slots in the rotor.
(2) When the portion of the vane that can be observed in the inspection hole covers approximately
1/8 TH of the inspection hole, replace the pump.
B. Removal
(1) Remove engine cowling. (Refer to Chapter 71.)
(2) Loosen hose clamp and remove hose from pump fittings.
(3) Remove four retaining nuts, lock washers and plain washers used to secure pump to engine;
then remove pump.
Vacuum Pump Vane Wear Inspection

Figure 1
PAGE 2
Aug 15/07 37-10-00 6C18
MAINTENANCE MANUAL
C. Installation
NOTE: Change the vacuum system filter when installing a new pump.
(1) If required, install fittings on pump per Replacing Pump Fittings, below.
CAUTION: ONLY PUMP MOUNTING GASKET AUTHORIZED AND APPROVED FOR USE
ON AIRBORNE VACUUM PUMP IS AIRBORNE GASKET B3-1-2, PIPER PART
NUMBER 751-859. USE OF ANY OTHER GASKET MAY RESULT IN OIL
SEEPAGE OR LEAKAGE AT MOUNTING SURFACE.
(2) Place pump gasket in its proper place and align spline on pump drive with spline on engine
drive assembly.
(3) Secure pump to engine with four plain washers, lock washers and retaining nuts. Torque nuts
50 to 70 inch-pounds.
(4) Connect hoses to pump and secure with hose clamps.
(5) Reinstall engine cowling.
D. Replacing Pump Fittings
CAUTION: WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE PIPE
DOPE, THREADLUBE, OR TAPE. PIPE DOPE / TAPE PARTICLES INGESTED BY
THE VACUUM PUMP COULD CAUSE THE PUMP TO FAIL. USE ONLY SILICONE
SPRAY, LETTING IT DRY BEFORE ASSEMBLY.
(1) Before installing any fittings on pump, check for any external damage. A pump that has been
damaged or dropped should not be installed.
CAUTION: DO NOT APPLY VISE PRESSURE TO OUTSIDE DIAMETER OR OVERALL
LENGTH OF PUMP.
(2) When a vise is used to hold pump while installing fittings, suitable caution must be exercised to
avoid pump damage. Square mounting flange must be held between soft wood blocks and only
at right angles to vise jaws. Use only enough vise pressure to hold pump firmly.
(3) The ports of AIRBORNE pumps have been treated with a dry film lubricant and AIRBORNE
fittings are cadmium plated thus eliminating any need for thread lubricants. If thread
lubricant is required, use only a silicone spray. Apply sparingly to external threads of
fittings only and let dry before assembly.
4. Vacuum Regulators (See 37-00-00, Figures 1 and 2.)
Two (2) vacuum regulators are incorporated in the system to control vacuum pressure to gyro
instruments. The regulators are located below the forward baggage compartment floor.
A. Service Tips
(1) Vacuum regulators seldom need replacement. Symptoms that suggest replacement are:
(a) Chatter as indicated by rapid fluctuation of vacuum gauge needle or an audible sound.
(b) Non-repeatability of vacuum gauge reading when panel gauge is not suspect or has been
checked against a known test gauge (cruise RPM only).
(2) All modes of regulator malfunction tend to increase vacuum power applied to gyros. Thus,
although excess vacuum is applied, a loss of vacuum does not occur.
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MAINTENANCE MANUAL
(3) Gyros themselves act as a limiting device to keep vacuum power applied from exceeding safe
levels.
NOTE: If panel gauge has been checked and found OK and vacuum gauge reading does not
repeat within the normal operating range as marked on the gauge, then the vacuum
regulator(s) should be changed. Observe usual precautions for maintaining system
cleanliness to avoid pump failure from ingested debris.
B. Removal and Replacement
(1) To remove regulator, disconnect the inlet and outlet lines and remove mounting nut. Remove
valve from airplane.
(2) Replace regulator in reverse order given for removal.
(3) Check complete vacuum system for proper operation.
C. Adjustment (PIR-PPS60198, Rev. New.)
NOTE: Do not reset the regulator until the filter and lines have been checked
(1) Disconnect inlet line going to Vacuum Regulator No. 2 (see 37-00-00, Figure 1).
(2) Cap the end of line and the vacuum regulator inlet to prevent foreign matter and debris from
NOTE: Ensure the cap over the vacuum regulator inlet is sufficiently strong and secured so
that it is not sucked into the inlet when the engine is started.
(3) Start the engine, allow it to warm up and run the engine at 2000 rpm.
(4) While running the engine at 2000 rpm, the suction gauge should indicate within the normal
operating range as marked on the gauge. If the reading is not in this range, shut down the
engine and adjust the vacuum regulator still connected. (Turn the valve adjustment screw
clockwise to increase pressure and counterclockwise to decrease pressure.)
(5) Start the engine and repeat the check. Also, verify that the amber Vacuum No. 2 INOP
annunciator light is ON.
(6) After the regulator has been properly adjusted, bend the locking tabs down over the
adjustment screw.
(7) Uncap the line and the vacuum regulator inlet and reconnect.
(8) Disconnect inlet line going to Vacuum Regulator No. 1 (see 37-00-00, Figure 1).
(9) Cap the end of line and the vacuum regulator inlet to prevent foreign matter and debris from
NOTE: Ensure the cap over the vacuum regulator inlet is sufficiently strong and secured so
that it is not sucked into the inlet when the engine is started.
(10) Repeat Steps (3) through (7), except in step (5), verify that the amber Vacuum No. 1 INOP
annunciator light is ON.
PAGE 4
Aug 15/07 37-10-00 6C20
MAINTENANCE MANUAL
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PAGE 6
Aug 15/07 37-10-00 6C22
MAINTENANCE MANUAL
INDICATING
The following information is intended to aid in diagnosing vacuum system service symptoms on those
components which are serviced by removal and replacement - I.E. - vacuum gauges and switches.
1. Vacuum (Suction) Gauge (See 37-00-00, Figures 1 and 2.)
The suction gauge is mounted on the left side of instrument panel. This gauge is calibrated in inches of
mercury and indicates amount of vacuum created by the engine-driven vacuum pumps. The suction
gauge has a direct pressure line and a vent line. Therefore, the gauge indicates differential pressure or
actual pressure being applied to gyro instruments. As the system filter becomes clogged or lines become
obstructed, the gauge will show a decrease in pressure. Do not reset/readjust the vacuum regulators
until the filter and lines have been checked.
A. Service Tips
(1) Vacuum gauges seldom require service and usually are replaced when malfunctions occur.
NOTE: Vacuum gauge failure in a properly operating vacuum system does not impair
safety of flight.
(2) If the vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise
conditions, the gauge must be checked by comparing its reading with a gauge of known
accuracy. If the gauge is confirmed to be indicating correct values and system vacuum level is
not in accordance with specified vacuum, then and only then should the vacuum regulators be
reset/readjusted.
(3) Visual examination of gauge performance should cover the following steps:
(a) With engine stopped and no vacuum supplied to gauge, its pointer should rest against the
the internal stop in the 9 o’clock position. Any other displacement from this position
suggests need for replacement.
(b) A slight overshoot during engine startup, not to exceed half an inch of mercury, is normal
and is not cause to replace gauge.
(4) With engine operating at normal cruise RPM, gauge should read within the normal operating
range as marked on the gauge.
NOTE: The normal operating range is 4.8 to 5.2 IN. HG.
(5) At 1200 rpm, vacuum gauge reading should be more than four inches of mercury.
B. Removal and Installation
The vacuum gauge is a face-mounted instrument. See 39-10-00.
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MAINTENANCE MANUAL
2. Vacuum Switches (See 37-00-00, Figures 1 and 2.)

Two (2) vacuum switches are located below the baggage compartment floor. Each activates its
associated VACUUM INOP annunciator light when the suction from the associated pump drops below
3.5 psig.
A. Removal
(1) Disconnect the two electrical leads.
(2) Unscrew switch unit from tube assembly boss.
(3) Cap tube assembly boss to prevent foreign matter from entering system.
B. Installation
(1) Uncap tube assembly boss.
(2) Screw switch unit into tube assembly boss.
(2) Reconnect the two electrical leads.
(3) Perform vacuum system operational check.
PAGE 2
Aug 15/07 37-20-00 6C24
MAINTENANCE MANUAL
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MAINTENANCE MANUAL
PAGE 4
Aug 15/07 37-20-00 6D2
MAINTENANCE MANUAL
CHAPTER
39
ELECTRICAL /
ELECTRONIC PANELS
6D3
MAINTENANCE MANUAL
6D4
MAINTENANCE MANUAL
CHAPTER 39
CHAPTER CHAPTER


2 Aug 15/07
39-10-00 1 Apr 30/08

2 Apr 30/08
39-20-00 1 Apr 30/08

2 Apr 30/08
3 Apr 30/08
4 Apr 30/08
5 Apr 30/08
6 Apr 30/08
7 Apr 30/08
8 Apr 30/08
9 Apr 30/08
10 Apr 30/08
11 Apr 30/08
12 Apr 30/08
13 Apr 30/08
14 Apr 30/08
15 Apr 30/08
16 Apr 30/08
17 Apr 30/08
18 Aug 15/07
6D5 39 - LIST OF EFFECTIVE PAGES AprPAGE 1

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MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 39 - ELECTRICAL / ELECTRONIC PANELS
TABLE OF CONTENTS
INSTRUMENT AND CONTROL PANELS 39-10-00 1 6D9

General 1 6D9
Face-Mounted Instruments 1 6D9
Removal 1 6D9
Installation 1 6D9
Rack-Mounted Avionics 1 6D9
Removal 1 6D9
Installation 1 6D9
Circuit Breaker Panel 2 6D10
Switches 2 6D10
Linear Modular Connectors (LMD/LMS) 2 6D10
ELECTRICAL & ELECTRONIC EQUIPMENT 39-20-00 1 6D11

Index 1 6D11
6D7 39 - CONTENTS AprPAGE 1

30/08
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
INSTRUMENT AND CONTROL PANELS
1. General
A. Face-Mounted Instruments
Most instruments are face-mounted, secured to the instrument panel by screws from the front of the
panel. Most instruments are removed out the back of the panel, but a few are removed through the
front of the panel. Take special care when any operation pertaining to the instruments is performed.
(1) Removal
(a) Disconnect the plumbing and/or electrical connectors from the back of the instrument.
Where two or more lines connect to an instrument, identify and tag each line to facilitate
installation. Attach a dust cap to each fitting.
NOTE: For those instruments which remove through the front of the panel, disconnecting
and tagging plumbing and/or electrical connectors can be done after the
instrument retaining screws are removed and the instrument is slid gently forward
to expose the connections at the rear.
(b) Remove the screws that secure the instrument in the panel cutout.
(c) Remove the instrument from the panel.
(2) Installation
(a) Place the instrument in its proper panel cutout and secure with screws.
NOTE: For those instruments which install through the front of the panel, connecting
plumbing and/or electrical connectors can be done from the front of the panel
before the instrument retaining screws are installed. After the connections are
secure, slide the instrument into place and install the retaining screws.
(b) Connect the plumbing and/or electrical connectors to back of instrument.
(c) Check instrument operation.
B. Rack-Mounted Avionics (PIR-PPS60237, Rev. New)
Most avionics are rack-mounted, front-removable units generally secured to the instrument panel
tray/rack by a single jackscrew located in the center of their faceplate.
(1) Removal
(a) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate.
(b) Unscrew the jackscrew in a counterclockwise direction.
(c) Slide the avionics unit aft and out of the instrument panel tray/rack.
(2) Installation
NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not significantly
inset from the panel. If so, correct the tray/rack installation before proceeding.
NOTE: The high insertion forces required to seat a unit with “high density” connectors tends
to limit the effectiveness of the first seating attempt. Accordingly, the following
procedure requires sequential applications of force, and subsequent tightening of the
jackscrew, to ensure all connectors seat properly.
(a) Slide the avionics unit into the instrument panel rack and forward, using moderate
insertion force.
(b) Insert an appropriate size (generally 3/32 inch) allen wrench into the faceplate’s jackscrew
access hole and tighten to remove slack. Do not try to “pull” unit into place with jackscrew.
6D9 39-10-00 AprPAGE 1

30/08
MAINTENANCE MANUAL
(c) Apply additional insertion force to front of unit.

(d) Tighten jackscrew again.
(e) Apply additional insertion force to front of unit.
(f) Finish tightening jackscrew.
(g) Ensure that unit bezel is “tight” against panel.
2. Circuit Breaker Panel
Circuit breakers are installed in the lower right instrument panel and are of the single hole mounting,
push-button type, with manual reset.
Should a circuit breaker be replaced or added, exercise extreme caution ensuring the breakers are in
proper mechanical alignment, any insulators that are called out are installed correctly, and all electrical
wiring and connections meet aviation standards. Do not deviate from the parts manual requirements
when replacing circuit breakers.
3. Switches
All switches are rocker-type. Most are located in the overhead switch panel, but a few are centrally
located in the instrument panel.
CAUTION: ALTHOUGH SMALL SWITCH ASSEMBLIES ARE EASIER TO REMOVE IF WIRING IS
FIRST DISCONNECTED, THE LIMITED WORK SPACE BEHIND THE PANEL CAN
RESULT IN BURNED WIRE INSULATION. DO NOT ATTEMPT TO UNSOLDER THESE
SMALL ELECTRICAL CONNECTIONS BEHIND THE INSTRUMENT PANEL UNDER ANY
CONDITIONS. IF NECESSARY, CUT WIRES AT POINT OF CONNECTION. IN ANY
CASE, IT’S BETTER TO DAMAGE THE SWITCH AND REPLACE IT, RATHER THAN
DAMAGE THE WIRING HARNESS LEADS.
A. Removal
(1) Gain access to the switch from behind the instrument panel.
(2) Squeeze retainer blades on top and bottom of the switch together and push switch from the
panel.
(3) Make note of the placement of, and/or tag, wires on the switch to facilitate installation.
(4) Disconnect wires from the switch. Remove switch.
B. Installation
(1) Connect wires to the switch.
(2) Squeeze retainer blades on top and bottom of the switch together and push switch into panel
until retainer blades engage the panel.
4. Linear Modular Connectors (LMD/LMS)
Linear Modular Connectors (LMD/LMS) are used in some instrumentation and avionics installations to
simplify assembly and reduce production costs. Special tools are needed to remove some modules in
some installations. See Amphenol / Pyle publication LM-300 (LM-300-1) available from:
http://www.amphenol-aerospace.com/ServiceInstructions.asp
PAGE 2
Apr 30/08 39-10-00 6D10
MAINTENANCE MANUAL
ELECTRICAL & ELECTRONIC EQUIPMENT
The following illustrations depict the location and installation of various electrical/electronic components.
Index
Component Figure 1, Sheet No.
Air Conditioning Relay (if installed) 6, 7, 8
Alternator Out Switch 9, 10
Ammeter, Dimmer, Low Voltage Monitor Control Assembly 9
Antenna Coupler 6, 7, 8
Battery Bus 2
Battery Shunt 2
Dimmer Control Modules 1
Diode 11, 14
External Power Contactor 2
External Power Assembly 2
Fin Strobe and Power Supply 15
Ground Blocks 1, 2, 3, & 4 6, 7
Ground Blocks 301 & 302 8
Landing Light Relay 3, 4
Taxi Light Relay 5
Manifold Pressure Transducer 16
Master Solenoid 2
Pitot Heat Sensor 3, 4, 5
Radio Master Relay 6, 7, 8
Standby Attitude Indicator Battery 4
S-TEC Relay 6, 7, 8
Starter Solenoid 9, 10, 12, 13, 14
Wing-Tip Strobe Power Supply 16
Turbo Inlet Temperature Sensor (TIT) 17
Vacuum INOP Switches 11
Voltage Regulator 3, 4, 5
6D11 39-20-00 AprPAGE 1

30/08
MAINTENANCE MANUAL
15
DIMMER CONTROL MODULES
15
9, 10, 11
16
12, 13, 14
15
3, 4, 5 (LEFT)
6, 7, 8 (RIGHT)
15
12, 13, 14
15
2
DIMMER CONTROL MODULES

9, 10, 11
Item numbers refer to other Sheets in this Figure
Electrical/Electronic Component Locator

PAGE 2
Apr 30/08 39-20-00 6D12
MAINTENANCE MANUAL
105230 M
101841 P
P4A18 TO BATTERY MASTER SWITCH
BATTERY BUS
M1A20 TO COURTESY LIGHTS, CLOCK, HOUR METER
RELAY
BATTERY MASTER SOLENOID
P1D4 TO BATTERY (+) POSITIVE
P20A4
X1 X2
BATTERY SHUNT
P22A20
P1E4N TO BATTERY (-) NEGATIVE
P1B4 TO STARTER SOLENOID
EXTERNAL POWER CONTACTOR
AFT OF CABIN CLOSEOUT PANEL

RIGHT SIDE, LOOKING OUTBOARD

6D13 39-20-00 AprPAGE 3

30/08
MAINTENANCE MANUAL
105230 M
FWD
L3K16
L3C16
3 4
1
2 5
LANDING
LIGHT L10S16N
RELAY L3B16
VIEW A - A
L10S16N
BLACK
P2G20
RED
PITOT HEAT A A
SENSOR
I
N
C REA S
P2H14
BLUE
VOLTAGE REGULATOR
ASSEMBLY
UNDER INSTRUMENT PANEL

LEFT SIDE, LOOKING OUTBOARD

PAGE 4
Apr 30/08 39-20-00 6D14
MAINTENANCE MANUAL
101841 Y
2007 AND UP,

& SERVICE REPLACEMENTS
IN 2003 TO 2007
FWD
L3C16
87
L10S16N L3K16
L3B16 86 85
30
LANDING
LIGHT
RELAY VIEW A - A
PITOT HEAT
SENSOR
2003 TO 2007
BLACK
L3K16
RED
P2G20
A A L3C16
3 4
STANDBY ATTITUDE
INDICATOR BATTERY
1
2 5
IN
CR
EAS
P2H14
L3B16 L10S16N
BLUE
VIEW A - A
VOLTAGE REGULATOR
ASSEMBLY

Electrical/Electronic Component Locator Effectivity

6D15 39-20-00 AprPAGE 5

30/08
MAINTENANCE MANUAL
104812 A
F. S.
67.88
FWD
W. L.
47.45
GROUND
BLOCK TAXI
LIGHT
RELAY
PITOT HEAT
SENSOR
BLACK
P336
RED
IN
CR
EAS
J337
BLUE
VOLTAGE REGULATOR
ASSEMBLY

Effectivity Electrical/Electronic Component Locator

PAGE 6
Apr 30/08 39-20-00 6D16
MAINTENANCE MANUAL
105230 M
FWD
ANTENNA COUPLER
RADIO MASTER RELAY
AIR CONDITIONING
POWER RELAY (OPTIONAL)
S-TEC RELAY
(GB 1)
(GB 2)
(GB 3)
(GB 4)
GROUND BLOCKS


6D17 39-20-00 AprPAGE 7

30/08
MAINTENANCE MANUAL
101841 P
TO ANNUNCIATOR
CONNECTOR
FWD
ANTENNA COUPLER
RADIO MASTER RELAY
AIR CONDITIONING POWER

RELAY (OPTIONAL)
S-TEC RELAY
GROUND BLOCKS
(GB 1)
TO GROUND BLOCK (GB 2)
(GB 3)
(GB 4)
HARNESS ASSEMBLY
(LOW VOLTAGE MONITOR)


PAGE 8
Apr 30/08 39-20-00 6D18
MAINTENANCE MANUAL
104812 A
FWD
ANTENNA COUPLER
MAIN BUS
CONTACTOR
RADIO MASTER RELAY
(GB 301)
AIR CONDITIONING
LOGIC RELAY
(OPTIONAL)
(GB 302)
GROUND BLOCKS
S-TEC RELAY


Figure 1 (Sheet 8 of 16) with Garmin 1000
6D19 39-20-00 AprPAGE 9

30/08
MAINTENANCE MANUAL
105230 M
STARTER SOLENOID (REF)
ALTERNATOR
AND ALTERNATOR, DIMMER,
ENGINE / STARTER LOW VOLTAGE MONITOR
GROUNDS CONTROL ASSEMBLY
ALTERNATOR
OUT SWITCH
RED BLACK
(PIN 2)
GREEN W5B20N
(PIN 1)
W4B20N
W2B20 (PIN 2)
W2E20 (PIN 1)
FIREWALL
BENEATH FORWARD BAGGAGE COMPARTMENT FLOOR

LEFT SIDE, LOOKING INBOARD

PAGE 10
Apr 30/08 39-20-00 6D20
MAINTENANCE MANUAL
101841 P
104812 A
STARTER SOLENOID (REF)
ALTERNATOR AND
ENGINE / STARTER
GROUNDS
ALTERNATOR
OUT SWITCH
RED BLACK
(PIN 2)
GREEN
(PIN 1)
SEE NOTE 1
SEE NOTE 2
FIREWALL
NOTES: 1. WIRE W2B20, IF AVIDYNE ENTEGRA IS INSTALLED. WIRE W2A20, IF GARMIN 1000 IS INSTALLED.
2. WIRE W2E20, IF AVIDYNE ENTEGRA IS INSTALLED. WIRE W3A20, IF GARMIN 1000 IS INSTALLED.

LEFT SIDE, LOOKING INBOARD
Effectivity
Electrical/Electronic Component Locator with Avidyne Entegra
6D21 39-20-00 Apr

PAGE 11
30/08
MAINTENANCE MANUAL
105230 M
VACUUM SWITCH VACUUM NO. 2 INOP SWITCH

GROUND TERMINATIONS
W5B20
W5C20N
W4B20
W4C20N
DIODE
VACUUM NO. 1 INOP SWITCH
P3B4 TO ALTERNATOR SHUNT
P3C4 TO STARTER SOLENOID

LEFT SIDE, LOOKING DOWN

PAGE 12
Apr 30/08 39-20-00 6D22
MAINTENANCE MANUAL
105230 M
STARTER SOLENOID
K2A4 TO STARTER
P1B4 (FROM BATTERY SHUNT)
P3C4 (TO DIODE ASSEMBLY)
P1C4 (TO MAIN BUS)
STE1-20 TO ANNUNCIATOR
FUSELAGE HARNESS (REF)
K1G18 TO START SWITCH
ENGINE COMPARTMENT
REAR LEFT, VIEW AFT

6D23 39-20-00 Apr

PAGE 13
30/08
MAINTENANCE MANUAL
101841 P
STARTER SOLENOID
K2A4 TO STARTER
P1B4 (TO MAIN BUS)
P3C4 (TO DIODE ASSEMBLY)
P1C4 (TO MAIN BUS)
STE1-20 TO ANNUNCIATOR
FUSELAGE HARNESS (REF)
K1G18 TO START SWITCH
ENGINE COMPARTMENT
REAR LEFT, LOOKING AFT

PAGE 14
Apr 30/08 39-20-00 6D24
MAINTENANCE MANUAL

6E1 39-20-00 Apr

PAGE 15
30/08
MAINTENANCE MANUAL
85505 M
FIN STROBE
TIP-FIN
UPPER FIN RIB

FIN STROBE
POWER SUPPLY WHITE WIRE
CONN P36A (REF) WING-TIP
32 1 STROBE POWER SUPPLY
FWD
BLACK WIRE TO GROUND
S/N'S 3232032 AND UP;

AND, 3255025 AND UP

PAGE 16
Apr 30/08 39-20-00 6E2
MAINTENANCE MANUAL
101841 W
105230 M
104812 11.0 A
FWD
CYLINDER HEAD TEMPERATURE PROBE (CHT)

NOTE: TIGHTEN CLAMP CYL # SERIAL NUMBER RANGE
TO 45 INCH LBS TORQUE 2 3232001 AND UP WITHOUT AVIDYNE ENTEGRA OR GARMIN 1000
AND SAFETY WIRE
3 3255001 THRU 3255014 WITHOUT AVIDYNE ENTEGRA
ALL 3232014 AND UP WITH AVIDYNE ENTEGRA OR GARMIN 1000
EGT PROBE ALL 3255015 AND UP WITH AVIDYNE ENTEGRA OR GARMIN 1000
EXHAUST GAS TEMPERATURE PROBE (EGT)

RED
CHT PROBE YELLOW CYL # SERIAL NUMBER RANGE
6 3232001 AND UP WITHOUT AVIDYNE ENTEGRA OR GARMIN 1000
ALL 3232014 AND UP WITH AVIDYNE ENTEGRA OR GARMIN 1000
RED AND YELLOW LEADS

GREEN & WHITE LEADS
TO EGT GAUGE
DETAIL A
TURBINE INLET
TEMPERATURE SENSOR
(XTC ONLY)
CYLINDER HEAD 5
CYLINDER HEAD 6
SEE DETAIL A
CYLINDER HEAD 4 CYLINDER HEAD 3
CYLINDER HEAD 2 CYLINDER HEAD 1
FWD
STARTER
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CHAPTER
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STRUCTURES
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CHAPTER 51
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CHAPTER 51 - STRUCTURES
TABLE OF CONTENTS
GENERAL 51-00-00 1 6E11
INVESTIGATION, CLEANUP
AND AERODYNAMIC SMOOTHNESS 51-10-00 1 6E15
Corrosion Control 1 6E15
Forms of Corrosion 1 6E15
Conditions Affecting Corrosion 1 6E15
Corrosion Inspections 2 6E16
Corrosion Removal and Control 3 6E17
Corrosion-Prone Areas 3 6E17
REPAIRS 51-70-00 1 6E21

Fiberglass Repairs 1 6E21
Touch-up and Surface Repairs 1 6E21
Fracture and Patch Repairs 2 6E22
Thermoplastic Repairs 3 6E23
Pressure-Sensitive Safety Walk Repair 10 6F6
Metal Wire Stitch Repair 10 6F6
ELECTRICAL BONDING 51-80-00 1 6F11

General 1 6F11
100 Hour Inspection 1 6F11
On Condition Inspection 1 6F11
Aircraft Bonding Check 3 6F13

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GENERAL
This airplane has an all-metal, semi-monocoque structure. The fuselage is constructed of bulkheads,
stringers and stiffeners, to which all of the outer skin is riveted. Crew entrance door is located on right
side of fuselage above wing. Forward baggage door is forward of the wing on the right side of fuselage,
just aft of firewall. Passenger entrance door is provided on left side of fuselage aft of wing and is
adjacent to the aft baggage door. Wings and empennage are all metal, full cantilever semi-monocoque
type construction with removable tips.
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Skin Materials and Thickness

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Skin Materials and Thickness

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INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS
Corrosion Control
Corrosion is the deterioration of metal by chemical or electrochemical attack. Water allowed to remain on
an aircraft and industrial pollution are the major causes of aircraft corrosion. The two general types of
corrosion are:
-- Direct chemical attack. (i.e. spilled battery acid)
-- Electrochemical attack which requires a medium. (usually water)
The latter is the most common and is responsible for most forms of aircraft corrosion.
Since corrosion is a constant threat, the only effective method to control it is a routine of regular
inspection, cleaning, and surface refinishing.
A. Forms of Corrosion
The following are the most common forms of corrosion:
(1) Surface corrosion appears as a general roughening or pitting on the surface usually
accompanied by a powdery deposit of corrosion products. It may spread under the surface and
not be recognized until the paint or plating is lifted off the surface in small blisters.
(2) Dissimilar metal corrosion may occur when two dissimilar metals are contacting each other.
This type may be serious because it usually takes place out of sight. The only way to find it
before structural failure is by disassembly and inspection. Insulating is necessary between two
contacting dissimilar surfaces (2-3 coats of waterborne, chromated, fluid resistant, epoxy
primer (i.e. - PRC Desoto) or a coat of epoxy polyamide on each surface; plus a .003 thick
piece of vinyl tape if one of the surfaces is magnesium).
(3) Intergranular corrosion is difficult to detect in its early stages. When severe, it causes the
surface of the metal to exfoliate (flake or lift).
(4) Stress Corrosion is the result of sustained tensile stresses and corrosive environment. It
usually occurs in assemblies such as aluminum alloy bellcranks with pressed in bushings;
landing gear shock struts with pipe thread grease fittings, clevis pin joints and shrink fit parts.
(5) Fretting Corrosion takes place when two parts rub together, constantly exposing fresh active
metal to the corrosive effects of the atmosphere
(6) Filiform Corrosion is the appearance of numerous meandering thread-like filaments of
corrosion on the surface of various types of metal.
B. Conditions Affecting Corrosion
Some conditions which affect the occurrence of corrosion are:
(1) Heat and humidity increase corrosion.
(2) Different metal and their relative sizes affect resistance or susceptibility to corrosion.
(3) Frequent contributing factors to corrosion are:
(a) Soil and atmospheric dust.
(b) Oil, grease and exhaust residues.
(c) Salt water and salt moisture condensation.
(d) Spilled battery acids and caustic cleaning solutions.
(e) Welding, brazing and soldering flux residue
A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on several
factors (such as geographical location, type of operation, etc). Soil should be removed as soon as
possible, especially when it is on a high temperature area.
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CHART 1
TYPES OF METAL CORROSION
Type of Material Type of Corrosion Remedy**
Steel Rust* Mechanical removal of
all corrosion.
Aluminum White to grey powdery material. Mechanical polishing or
brushing with material
softer than aluminum.
Magnesium (highly susceptible White powdery snow-like
to corrosion) mounds and white spots.
Cadmium (plating) White to brown to black Mechanical removal of
mottling of surface (plating corrosion should be limited
is still protecting until iron to metal surfaces from
appears). which the cadmium has
been depleted.
Chromium (plating) May pit in chloride Promotes rusting of steel
environment. where coating is pitted.
* Red rust generally shows on bolt heads, hold-down nuts and other aircraft hardware. Its presence in
these areas is generally not dangerous. However, it is indicative of a need for maintenance and also of
the possibility of corrosive attack in more critical areas. Any corrosion on the surface of a highly
stressed steel part is potentially dangerous. A careful removal of corrosion products using mild
abrasives (rough or fine grit aluminum oxide paper) is necessary, using care not to overheat the metal
when removing the corrosion.
** For abrasion, do not use dissimilar material (i.e. steel wool on aluminum). Remove only the material
required to clean up the affected area.
After cleaning, ensure that no cleaning solution remains in any holes, crevices or joints, as it may
lead to increased corrosion. Also, all exposed areas (landing gear, flap tracks, control surface, hinge
parts, etc) should be lubricated after cleaning.
C. Corrosion Inspections
NOTE: Some areas of the airplane have been treated with a corrosion inhibiting compound which
requires re-treatment at seven (7) year intervals. See Fuel Tank/Wing Spar Corrosion
Inspection, 28-10-00.
Corrosion should be inspected for at every inspection. In trouble areas, the inspection frequency
should be increased.
In addition to routine inspections:
(1) Aircraft operating around a marine environment should be given special checks on a weekly
basis.
(2) Aircraft operating in a semi-acid condition should be inspected monthly. A semi-acid condition
is likely to occur in industrialized areas where sulfur bearing particles in dust, smoke and smog
attack painted surfaces.
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(3) Inspections for corrosion should be performed by personnel familiar with corrosive problems
and their remedies.
(a) Daily and preflight inspections should include the engine frontal areas, all intake vents,
engine compartments, gaps, seams, and faying surfaces in the exterior skins, wheel and
wheel well areas, battery compartment, fuel cell and all other drains, and any bilge areas
not requiring extensive removal of inspection access covers.
(b) Detailed inspection should include the above referenced areas along with areas requiring
removal of screw attached inspection plates and panels to thoroughly inspect the internal
cavities of the aircraft.
(4) During inspection, recall that paint can hide corrosion in its initial stages. However, the results
of corrosion can sometimes be seen as blisters, flakes, chips, and other paint irregularities.
D. Corrosion Removal and Control
CAUTION: REMOVAL OF “SEVERE CORROSION” MAY BE CONSIDERED A MAJOR REPAIR.
ANY REPAIR OF THIS TYPE MUST BE APPROVED BY THE FAA BEFORE
RETURNING THE AIRPLANE TO SERVICE.
Corrosion cannot be prevented or eliminated on aircraft; it can only be reduced to an acceptable
level by proper control methods.
All corrosion products must be removed prior to refinishing. If they are not removed, corrosion will
begin again, even though the affected area is refinished.
(1) Before beginning any rework:
(a) Position the airplane in a wash rack or provide some type of washing apparatus for rapid
rinsing of all surfaces.
(b) Connect a static ground line to the airplane.
(c) Remove the airplane battery if required.
(d) Protect the pitot-static ports, engine openings, airscoops, louvers, wheels, tires and other
portions of the airplane from moisture and chemical brightening agents.
(e) Protect the surfaces next to the rework areas from chemical paint strippers, corrosion
removal agents and surface treatment materials.
(2) An evaluation of the corrosion damage is needed to know the type/extent of repairs required.
The following are general guidelines:
(a) Light Corrosion: Discoloration or pitting; normally removed by light hand sanding or a
small amount of chemical treatment.
(b) Moderate Corrosion: Similar to light corrosion except there could be some blistering or
evidence of scaling and flaking. Removed by extensive hand sanding or mechanical
sanding.
(c) Severe Corrosion: Similar to moderate corrosion with severe blistering, exfoliation,
scaling and / or flaking, normally removed by extensive mechanical sanding or grinding.
NOTE: The depth of material removed should not exceed safe limits.
E. Corrosion-Prone Areas
Certain areas are more prone to corrosion than others. The following list is intended to be a general
guide to areas where corrosion is frequently found.
(1) Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks
which allows moisture to seep in and corrode the underlying metal. Each time the fastener is
removed, it should be coated with zinc chromate before reinstallation. The paint should be wet
when the fastener is installed.
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(2) Fluids tend to seep into faying surfaces, seams and joints due to capillary action. The effect of
this type of intrusion is usually detectable by irregularities in the skin’s surface.
(3) Spot welded assemblies are particularly prone to corrosion. The only means to prevent this
type of corrosion is by keeping potential moisture entry points in the spot weld filled with a
sealant or preservative compound. On an aluminum spot welded assembly, a chromate
conversion coating before paint is applied will help prevent corrosion.
(4) Areas which are exposed to exhaust gases may have their finish damaged by deposits. These
deposits may result in an aggressive attack on the metal by corrosion. Heat from the exhaust
may also blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some
places where exhaust gas deposits may be trapped and not reached by normal cleaning
methods.
(5) The wheels and landing gear are the most exposed parts of the aircraft. Due to the complexity
of its shape, assemblies and fittings, maintaining a protective coverage is difficult. The
especially troublesome areas are:
(a) Magnesium wheels: around bolt heads, lugs and wheel well areas:
(b) Exposed rigid tubing, B-nuts, ferrules, under clamps and tubing identification tape:
(c) Exposed electrical equipment:
(d) Crevices between stiffeners, ribs and lower skin surfaces.
(6) Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless
a careful surveillance is maintained.
(7) Engine frontal areas, air inlet ducts and the leading edge of wings, because they are constantly
exposed to abrasion by dirt, dust, gravel and rain, should be checked frequently for the
beginning of corrosion.
(8) Hinges (piano hinges especially) are extremely vulnerable to corrosion due to the wearing
away of their protective coating and their being a natural trap for dirt, salt and moisture.
(9) Control cables may have bare spots in their preservative coating which could lead to corrosion.
Cables having external corrosion should be checked for internal corrosion. If internal corrosion
is present, replace the cable. If only external corrosion is present, remove corrosion with a wire
brush and recoat cable with preservative.
(10) Any area where water may be trapped is a trouble spot for corrosion. Drain holes should be
checked and cleaned regularly.
(11) Battery compartment and vent openings are particularly prone to corrosion due to spilled
electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause
rapid corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will
minimize corrosion from this cause.
(12) Due to magnesium parts being prone to corrosion, special attention should be given to their
surface treatment, proper insulation (due to dissimilar metal corrosion) and paint coatings.
(13) Electrical components and connectors should be checked. Their inspection frequency should
be based on their operational environment and past trouble with them.
(14) Skin joints and lap-overs are two areas which may contain moisture. Corrosion in these areas
may go unnoticed unless particular attention is paid to them during inspection.
(15) Hoses having an internal wire braid which are located in a position where they are frequently
water soaked need a protective treatment.
(16) Drilled holes and the trimmed end of sandwich panels should be protected. An inhibitor
solution and/ or sealant application is recommended. Any gaps or cavities which allow dirt or
moisture to enter should be filled with a sealant.
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REPAIRS
Structural repair methods used must be in accordance with regulations set forth in FAA Advisory Circular
43.13-1, latest revision. To assist in making repairs and/or replacements, Figure 1, 51-00-00, identifies
type and thickness of various skin material used.
WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACE. USE OF PATCH
PLATES FOR REPAIRS OF ALL MOVABLE TAIL SURFACES IS PROHIBITED. USE OF
ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF MINOR DENTS AND/OR
MATERIALS USED FOR FILLING INSIDE OF SURFACES IS ALSO PROHIBITED ON ALL
MOVABLE TAIL SURFACES.
Never make a skin replacement or patch plate from material other than type of original skin, or of a
different thickness than original skin. Repair must be as strong as original skin. However, flexibility must
be retained so surrounding areas will not receive extra stress.
1. Fiberglass Repairs
The following describes methods for repair of Fiberglass Reinforced Structures; Fiberglass Touch-Up
and Surface Repairs such as blisters, open seams, delamination, cavities, small holes and minor
damages that have not harmed fiberglass cloth material; and, Fiberglass Fracture and Patch Repairs
such as puncture, breaks and holes that have penetrated through structure and damaged fiberglass
cloth. A repair kit, Piper P/N 766-222 will furnish necessary material for such repairs, and is available
through Piper Aircraft Distributors.
NOTE: Very carefully follow resin and catalyst mixing instructions furnished with repair kit.
A. Fiberglass Touch-Up and Surface Repairs
(1) Remove wax, oil and dirt from around damaged area with acetone, Methylethylketone or
equivalent and remove paint to gel coat.
(2) Damaged area may be scraped with a fine blade knife or a power drill with a burr attachment to
roughen bottom and sides of damaged area. Feather edge surrounding scratch or cavity. Do
not undercut edge. (If scratch or cavity is shallow and penetrates only surface coat, continue to
para h, below.)
(3) Pour a small amount of resin into a jar lid or on a piece of cardboard, just enough to fill area
being worked on. Mix an equal amount of milled fiberglass with resin, using a putty knife or
stick. Add catalyst, according to kit instruction, to resin and mix thoroughly. A
hypodermic needle may be used to inject gel into small cavities not requiring fiberglass millings
mixed with gel.
(4) Work mixture of resin, fibers and catalyst into damaged area, using sharp point of a putty knife
or stick to press it into bottom of hold and to puncture any air bubbles which may be present.
Fill scratch or hole above surrounding undamaged area about 1/16 inch.
(5) Lay piece of cellophane or waxed paper over repair to cut off air and start cure of gel
mixture.
(6) Allow gel to cure 10 to 15 minutes until it feels rubbery to touch. Remove cellophane and trim
flush with surface, using a sharp razor blade or knife. Replace cellophane and allow to cure
completely for 30 minutes to an hour. Patch will shrink slightly below structure surface as it
cures. (If wax paper is used, ascertain wax is removed from surface.)
(7) Rough up bottom and edges of hole with electric burr attachment or rough sandpaper. Feather
hole into surrounding gel coat, do not undercut.
(8) Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion
rather than stirring. Use no fibers.
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(9) Using tip of putty knife or fingertips, fill hole to about 1/16 inch above surrounding surface with
gel coat mixture.
(10) Lay piece of cellophane over patch to start curing process. Repeat paragraph (6), above,
trimming patch when partially cured.
(11) After trimming patch, immediately place another small amount of gel coat on cut edge of patch
and cover with cellophane. Then, using a squeegee or back of a razor blade, squeegee level
with area surrounding patch, leave cellophane on patch for one or two hours or overnight, for
complete cure.
(12) After repair has cured for 24 hours, sand patched area using sanding block with fine wet sand-
paper. Finish by priming, again sanding and applying color coat.
B. Fiberglass Fracture and Patch Repairs
(1) Remove wax, oil and dirt from around damaged area with acetone, methylethylketone or
equivalent.
(2) Using a key hole saw, electric saber saw, or sharp knife cut away ragged edges. Cut back to
sound material.
(3) Remove paint three inches back from around damaged area.
(4) Working inside structure, bevel edges to approximately a 30 degree angle and rough-sand
hole and area around it, using 80-grit dry paper. Feather back for about two inches all around
hole. This roughens surface for strong bond with patch.
(5) Cover a piece of cardboard or metal with cellophane. Tape it to outside of structure covering
hole completely. Cellophane should face toward inside of structure. If repair is on a sharp
contour or shaped area, a sheet of aluminum formed to a similar contour may be placed over
area. Aluminum should also be covered with cellophane.
(6) Prepare a patch of fiberglass mat and cloth to cover an area two inches larger than hole.
(7) Mix small amount of resin and catalyst, enough to be used for one step at a time, according to
kit instructions.
(8) Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first, and then on cloth.
Mat should be applied against structure surface with cloth on top. Both pieces may be wet out
on cellophane and applied as a sandwich. Enough fiberglass cloth and mat reinforcements
should be used to at least replace amount of reinforcements removed in order to maintain
original strength. If damage occurred as a stress crack, an extra layer or two of cloth may be
used to strengthen area.
(9) Lay patch over hole on inside of structure, cover with cellophane, and squeegee from center to
edges to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will
show white in patch and they should all be worked out to edge. Remove excess resin before it
gels on part. Allow patch to cure completely.
(10) Remove cardboard or aluminum sheet from outside of hole and rough-sand patch and edge of
hole. Feather edge of hole about two inches into undamaged area.
(11) Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat
about one inch larger than hole and one or more pieces of fiberglass cloth two inches larger
than hole. Brush catalyst resin over hole, lay mat over hole and wet out with catalyzed resin.
Use a daubing action with brush. Then apply additional layer or layers of fiberglass cloth to
build up patch to surface of structure. Wet out each layer thoroughly with resin.
(12) With a squeegee or broad knife, work out all air bubbles in patch. Work from center to edge,
pressing patch firmly against structure. Allow patch to cure for 15 to 20 minutes.
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(13) As soon as patch begins to set up, but while still rubbery, take a sharp knife and cut away extra
cloth and mat. Cut an outside edge of feathering. Strip cut edges of structure. Do this before
cure is complete, to save extra sanding. Allow patch to cure overnight.
(14) Using dry 80-grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed
resin. A hypodermic needle may be used to fill cavities. Let cure and resand.
(15) Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any
crevices.
(16) Cover with cellophane and squeegee smooth. Allow to cure completely before removing
cellophane. Let cure and resand.
(17) Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again
sanding and applying color coat.
NOTE: Brush and hands may be cleaned in solvents such as acetone or methylethylketone. If
solvents are not available, a strong solution of detergent and water may be used.
2. Thermoplastic Repairs
The following procedures will assist in making field repairs to items made of thermoplastic which are
used throughout the airplane. A list of material needed to perform these repairs is given in
Chart 1, along with suggested suppliers of the material. Common safety precautions should be observed
when handling some of the materials and tools used while making these repairs.
A. Surface Preparation:
(1) Surface dirt and paint if applied must be removed from item being repaired. Household
cleaners have proven most effective in removing surface dirt.
(2) Preliminary cleaning of damaged area with perchlorethylene or VM&P Naptha will
generally insure a good bond between epoxy compounds and thermoplastic.
B. Surface Scratches, Abrasion or Ground-in-Dirt: (Refer to Figure 1.)
(1) Shallow scratches and abraded surfaces are usually repaired by following directions on
containers of conventional automotive buffing and rubbing compounds.
(2) If large dirt particles are embedded in thermoplastic parts, they can be removed with a hot air
gun capable of supplying heat in temperature range of 300°F to 400°F. Use care not to
overheat material. Hold nozzle of gun about 1/4 of an inch away from surface and apply heat
with a circular motion until area is sufficiently soft to remove dirt particles.
(3) Thermoplastic will return to its original shape upon cooling.
C. Deep scratches, Shallow Nicks and Small Holes: (Less than 1 inch diameter.) (See Figure 2.)
(1) Solvent cements will fit virtually any of these applications. If area to be repaired is very small, it
may be quicker to make a satisfactory cement by dissolving thermoplastic material of the same
type being repaired in solvent until desired paste-like consistency is achieved.
(2) This mixture is then applied to damaged area. Upon solvent evaporation, hard durable solids
remaining can easily be shaped to desired contour by filing or sanding.
(3) Solvent adhesives are not recommended for highly stressed areas, on thin walled parts or for
patching holes greater than 1/4 inch in diameter.
(4) For larger damages an epoxy patching compound is recommended. This type material is a two
part, fast curing, easy sanding commercially available compound.
(5) Adhesion can be increased by roughing bonding surface with sandpaper and by utilizing as
much surface area for bond as possible.
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Surface Scratches - Abrasions or Ground-in Dirt

Figure 1
Deep Scratches, Shallow Nicks and Small Holes

Figure 2
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CHART 1
THERMOPLASTIC REPAIR LIST OF MATERIALS
Item Description Source
Buffing and Rubbing Automotive Type - DuPont DuPont Company
Compounds #7 Wilmington, DE 1998
Ram Chemical #69 x 1 Ram Chemicals
Gardena, CA 90248
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Irvine, CA 92713
Cleaners Fantastic Spray Local Suppliers
Perchlorethylene
VM&P Naptha (Lighter Fluid)
ABS-Solvent Cements Solarite 11 Series Solar Compounds Corp.
Linden, NJ 07036
Solvents Methylethylketone Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Compound Solarite #400 Solar Compounds Corp.
Linden, NJ 07
Hot Melt Adhesives Stick From 1/2 in. dia. Sears Roebuck & Co., or
Polyamids and Hot Melt Gun 3 in. long most hardware stores
Hot Air Gun Temp. Range 300° to 400°F Local Suppliers
Mixing of Epoxy Patching Compound

Figure 3
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Welding Repair Method

Figure 4
Repairing of Cracks
Figure 5
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(6) Patching compound is mixed in equal portions on a hard flat surface using a figure eight
motion. Damaged area is cleaned with perchlorethylene or VM&P Naptha prior to applying
compound. (Refer to Figure 3.)
(7) A mechanical sander can be used after compound is cured, providing sander is kept in
constant motion to prevent heat buildup.
(8) For repairs in areas involving little or no shear stress, hot melt adhesives, polyamids which are
supplied in stick form may be used. This type of repair has a low cohesive strength factor.
(9) For repairs in areas involving small holes, indentations or cracks in material where high stress
is apparent or thin walled sections are used, welding method is suggested.
(10) Welding method requires a hot air gun and ABS rods. To weld, gun should be held to direct
flow of hot air into fusion (repair) zone, heating damaged area and rod simultaneously. Gun
should be moved continuously in a fanning motion to prevent discoloration of material.
Pressure must be maintained on rod to insure good adhesion. (Refer to Figure 4.)
(11) After repair is completed, sanding is allowed to obtain surface finish of acceptable
appearance.
D. Cracks: (Refer to Figure 5.)
(1) Before repairing a crack in thermoplastic part, first determine what caused crack and
alleviate that condition to prevent it recurring after repair is made.
(2) Drill small stop holes at each end of crack.
(3) If possible, a double plate should be bonded to reverse side of crack to provide extra strength
to part.
(4) Crack should be V-grooved and filled with repair material, such as solvent cement, hot melt
adhesive, epoxy patching compound or hot air welded, whichever is preferred.
(5) After repair has cured, it may be sanded to match surrounding finish.
E. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 6.)
(1) If possible a patch should be made of same material and cut slightly larger than section being
repaired.
(2) When appearances are important, large holes, cracks, tears, etc, should be repaired by cutting
out damaged area and replacing it with a piece of similar material.
(3) When cutting away damaged area, under cut perimeter and maintain a smooth edge. Patch
and/or plug should also have a smooth edge to insure a good fit.
(4) Coat patch with solvent adhesive and firmly attach it over damaged area.
(5) Let patch dry for approximately one hour before any additional work is performed.
(6) Hole, etc, is then filled with repair material. A slight overfilling of repair material is suggested to
allow for sanding and finishing after repair has cured. If patching compound is used, repair
should be made in layers, not exceeding a 1/2 inch in thickness at a time, thus allowing
compound to cure and insuring a good solid buildup of successive layers as required.
F. Stress Lines: (Refer to Figure 7.)
(1) Stress lines produce a whitened appearance in a localized area and generally emanate from
severe bending or impacting of material. (Refer to Figure 8.)
(2) To restore material to its original condition and color, use a hot air gun or similar heating device
and carefully apply heat to affected area. Do not overheat material.
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Various Repairs
Figure 6
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Repair of Stress Lines

Figure 7
Repair of Impacted Damage

Figure 8
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G. Painting the Repair:

(1) An important factor in obtaining a quality paint finish is proper preparation of repair and
surrounding area before applying any paint.
(2) It is recommended that parts be cleaned prior to painting with a commercial cleaner or a
solution made from one-fourth cup of detergent mixed with one gallon of water.
(3) Paint used for coating thermoplastic can be either lacquers or enamels depending on which is
preferred by repair facility or customer. (See Note.)
NOTE: It is extremely important that solvent formulations be considered when selecting a
paint, because not all lacquers or enamels can be used satisfactorily on
thermoplastics. Some solvents used in paints can significantly affect and degrade
plastic properties.
(4) Another important matter to consider is that hard, brittle coatings that are usually best for
abrasion resistance should not be used in areas which incur high stress, flexing or impact.
Such coating may crack, thus creating a weak area.
3. Pressure-Sensitive Safety Walk Repair (PIR-PPS45010, Rev. F.)
A pressure-sensitive safety walk (i.e. - non-skid) is installed on the right wing root, right inboard flap end,
and the top of the boarding step to provide a secure non-slip path to the cabin door.
A. Surface Preparation
(1) Allow newly painted surfaces to dry a minimum of 2 hours prior to applying the safety walk.
(2) If the paint becomes contaminated, remove the contamination with clean dry rags or paper
wipers moistened with MIL-S-18718 Safety Solvent.
(3) Prior to applying the safety walk, wipe the applicable surface with a clean dry cloth, ensuring
that no moisture remains on the surface.
B. Application Procedure
(1) Do not apply when surface temperature is below 500°F.
(2) Peel back the full width of the protective liner leading edge approximately two inches.
(3) Adhere the leading edge of the safety walk to the forward edge of the area being covered.
(4) Remove the remaining protective liner as the safety walk is being adhered from front to back.
(5) Roll firmly with a long handled cylindrical brush in both lengthwise directions.
(6) Seal all edges of the safety walk with “3M Company Safety Walk Edge Sealing Compound”
(P/N 914-055) or “Flex-Tred Edge Sealer” (P/N 688-440). Position the bead with half the bead
on the safety walk and half on the surface on which the safety walk is mounted.
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Aug 15/07 51-70-00 6F6
MAINTENANCE MANUAL
4. Metal / Wire Stitching Repair (See Figure 9.) (PIR-PPS20024, Rev. A.)
CAUTION: METAL/WIRE STITCHING (AND THE ALTERNATE METHOD OF JOINING DESCRIBED

BELOW) SHALL ONLY BE USED FOR NON-STRUCTURAL, NON-LOAD CARRYING
APPLICATIONS.
A metal/wire stitching process is used to staple fabric and rubber seal materials to engine baffles and
some composite materials. The following alternate method of joining is approved for field use when
replacing these fabric and rubber seal materials.
Alternate (Rivet) Method of Joining.
(1) Substitute two rivets in lieu of each staple where stitching was previously used or is specified.
Maintain a minimum of .75 inch spacing between rivets.
(2) When materials being joined include Stainless Steel, Galvanized Steel or Steel, use:
(a) MS20615M4 Rivet (Monel) and NAS1149CN432R Washer (See Figure 9.)
(b) Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.
(3) When materials being joined include only aluminum and nonmetallic materials use:
(a) MS20470A4 Rivet and NAS1149DN432H Washer (See Figure 9.)
(b) Install with manufactured (factory) head against hardest material. Install washer against
opposite side of joint and upset rivet (bucktail) against washer.
6F7 51-70-00 Aug

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Metal / Wire Stitching Repair

Figure 9
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Aug 15/07 51-70-00 6F8
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PAGE 14
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ELECTRICAL BONDING
1. General (PIR-PPS55006, Rev. T.)
All electrical and electronic equipment and specified components shall be installed in such a manner as
to provide a continuous low resistance path (bonds) from the equipment enclosure/component to the
airplane structure. Bonds must be installed to ensure that the structure and equipment are electrically
stable and free from the hazards of lightning, static discharge, electrical shock, etc.
A. All parts shall be bonded with as short a lead as possible.
B. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
C. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
D. All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
2. 100 Hour Inspection (PIR-AC 43.13-1, Rev. B.)
Each 100 hours, visually inspect shield and shield terminations of each electrical harness for integrity,
condition, and security. If electrical arcing is evident, check for intermittent contact between conducting
surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in Chart 1 as follows:
A. Bond connections shall be secure and free from corrosion.
B. Bonding jumpers installed so as not to interfere in any way with the operation of moveable
components of the aircraft.
C. No self-tapping screws used for bonding purposes.
D. Exposed conducting frames or parts of electrical or electronic equipment should have a low
resistance bond of less than 2.5 milliohms to structure. If the equipment design includes a ground
terminal or pin, which is internally connected to such exposed parts, a ground wire connection to
such terminal will satisfy this requirement.
E. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
F. Where aluminum or copper is bonded to dissimilar metallic structures, ensure installed hardware
(typically washers) is as called out in the parts catalog to minimize electrolytic corrosion and ensure
the hardware should corrode first.
3. On Condition Inspection
Whenever any electrically bonded component (see Chart 1) is removed and reinstalled, or visual
inspection reveals the electrical bonding to be suspect, measure resistance between component and
aircraft structure.
To ensure proper operation and suppression of radio interference from hazards, electrical bonding of
equipment must not exceed the maximum allowable resistance values specified in Chart 1.
A. Measurements should be performed after the grounding and bonding mechanical connections are
complete to determine if the measured resistance values meet the basic requirements.
B. A high quality test instrument (AN/USM-21A or equivalent) will accurately measure the very low
resistance values specified.
C. Another method of measurement is the millivolt drop test as shown in Figure 1.
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CHART 1
ELECTRICAL BONDING RESISTANCE INDEX
Maximum Allowable
Component Resistance Value in Ohms
Engine Mount(s) .003
Generator(s) .010
Ailerons .003
Elevator / Stabilator .003
Rudder .003
Alternator(s) .010
Trim Tab(s)
Conventional Hinge .003
Piano Hinge .010
Instrument Panel Inserts .010
Exterior Lights Mounted on Non-Conductive Material .003
Avionics ‘Black Boxes’ .003
NOTE: Harnesses should be installed and connected for this check, internal chassis
wiring through the connector to ground is permissible for this grounding.
Battery Ground Point .010
Static wick mounting plates (TCO Model B-4) P/N 452-094 1.00
NOTE: Where jumper wires or cables are used to accomplish a proper bond, resistance between
the jumper terminal and the component or structure shall not exceed .001 ohms. The
controlling points for measuring resistance will be within the limits of the cleaned area to be
bonded and within 1/4 inch of the exterior limits of the bonding jumper terminal or material
called for in the bill of materials of the drawing.
Resistance to ground will be measured from wire terminal to structure for electrical /
electronic equipment not internally grounded and from mounting flange to structure for
equipment that is internally grounded.
COMPONENT SURFACE VOLT METER AIRCRAFT STRUCTURE SURFACE
MV
BONDING STRAP
Adjust rheostat (R1) so that ammeter (A)

reads 10 Amps.
28 VDC SOURCE
- Resistance in milliohms is then the reading
on the volt meter (i.e. - millivolts (MV))
divided by the amps (10) set on the
+ ammeter. For example, where MV equals
30:
A
R1 30 MV
= .003 OHMS RESISTANCE
AMMETER 10 AMPS
Millivolt Drop Test
Figure 1
PAGE 2
Aug 15/07 51-80-00 6F12
MAINTENANCE MANUAL
4. Garmin 1000 Equipment Electrical Bonding Check (PIR-PPS55014, Rev. B)
The following procedure verifies proper electrical bonding for Garmin 1000 EFIS equipment.
NOTE: Any area that fails shall be re-bonded and re-tested per AC 43.13-1 latest revision.
A. Required Equipment
A milli-ohmmeter or equivilent.
B. GRS 77 Test. (Refer to Figure 2)
(1) Test betwen the two probe points shown in Figure 2.
(2) Make sure the unit is not connected or is removed from the rack for this test.
(3) PASS: = or < 2.5 mohms
FORWARD BAGGAGE DOOR SILL ASEMBLY
(BULKHEAD ASSEMBLY)
SECOND PROBE POINT
GRS 77
FIRST PROBE POINT
F.S.
49.50
GRS 77 Effectivity
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C. Accessory Bracket Test.(Refer to Figure 3)

(1) Test from Bracket as shown to the aircraft floor.
(2) Do not use screws as test point, it must be to the bracket.
(3) Do not use the instrument panel a second test point, it must be the floor of the aircraft.
BRAKET
FIRST PROBE POINT
BACK OF MFD
Effectivity Accessory Bracket

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Aug 15/07 51-80-00 6F14
MAINTENANCE MANUAL
C. GPS Antennas (both) Test (Refer to Figure 4.)

(1) Test from the screws to a point on the aircraft frame that is two (2) feet away.
(2) Coax cable must be removed for this test.
GPS ANTENNA
FWD
SCREW
FIRST PROBE POINT
GPS Antenna Effectivity
D. GMU 44 MAG Test (Refer to Figure 5.)

(1) Test between the two (2) points shown.
(2) This test verifies that the bracket mount is bonded to the bracket and to the airframe.
(3) Make sure unit is unplugged or removed from bracket for his test.
FIRST PROBE POINT

BRACKET
SECOND PROBE POINT

GMU 44 MAG Effectivity
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E. MFD and PFD Rack.(Refer to Figure 6.)

(1) Test between the rack and aircraft floor as in the Accessory Bracket Test.
(2) This is the main rack that holds all other equipment.
FIRST PROBE POINT
MFD AND PFD RACK
Effectivity MFD and PFD Rack

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Aug 15/07 51-80-00 6F16
MAINTENANCE MANUAL
F. MFD and PFD GDU 1040’s Test (Refer to Figure 7.)

(1) Test on a clean metal spot on aft side of GDU while unit is installed to a location on the aircraft
floor same as in the Accessory Bracket Test.
(2) The unit must be installed for this test. Test from the back side of the panel while it is installed.
(3) Firgure 7 shows the front side of the unit just to show approximate location to test on aft side.
(4) PASS: = or < 20 mohms
FIRST PROBE POINT

(FROM THE AFT SIDE OF GDU 1040 WHERE METAL IS VISIBLE)
MFD and PFD Effectivity
G. OAT Probe Test (Refer to Figure 8.)

(1) Test between the cover and two (2) feet away on aircraft frame.
(2) Do not use the screws that mount the cover plate as a test point, use the outside of the OAT
Probe while installed.
OAT PROBE W.S. W.S.

174.00 157.00
LANDING LIGHT
OAT Probe Effectivity

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Aug 15/07 51-80-00 6F18
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PAGE 10
Aug 15/07 51-80-00 6F20
MAINTENANCE MANUAL
CHAPTER
52
DOORS
6F21
MAINTENANCE MANUAL
6F22
MAINTENANCE MANUAL
CHAPTER 52
CHAPTER CHAPTER


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PAGE 2
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CHAPTER 52 - DOORS
TABLE OF CONTENTS
GENERAL 52-00-00 1 6G3

Description 1 6G3
Door Snubber Seals - Replacement 1 6G3
PASSENGER/CREW 52-10-00 1 6G9

Cabin Doors 1 6G9
Removal 1 6G9
Installation 1 6G9
Adjustment 1 6G9
Door Locks 1 6G9
Removal 1 6G9
Installation 1 6G9
Door Latch Mechanisms 2 6G10
Forward Cabin Door 2 6G10
Aft Cabin Door 4 6G12
Lower Latch 4 6G12
Upper Latch 4 6G12
CARGO 52-30-00 1 6G15

Baggage Doors 1 6G15
Removal 1 6G15
Installation 1 6G15
Forward Baggage Door Lock 1 6G15
Removal 1 6G15
Installation 1 6G15
Baggage Door Hinges 1 6G15
Removal 1 6G15
Installation 1 6G15

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PAGE 2
MAINTENANCE MANUAL
GENERAL
1. Description
These airplanes are equipped with a forward cabin (or crew) door located on the right side of fuselage
over the wing and an aft cabin (or passenger door) on the left side of fuselage aft of the wing. A rear
baggage compartment door adjoins the passenger door. The forward baggage compartment door is
located on right side of fuselage at station 41.1.
2. Door Snubber Seals - Replacement
Door snubber seals are incorporated in the door jambs to improve door sealing in all doors except the
forward cabin door. The latching mechanism used in the forward cabin door has improved sealing
characteristics sufficient to allow the removal of snubber seals from those doors.
NOTE: If existing seal is torn or badly deteriorated, it should be replaced. If seal is loose or bond is
“marginal’’, it should be rebonded. Adhesives listed below are recommended for rebonding:
3M EC 1300L (Preferred)
Proco Adhesive 6205-1
Scotch Grip 2210
A. To replace door snubber seal, proceed with the following steps:
(1) Remove windlace retainers, “roll” back windlace (tape to secure) out of way, remove all scuff
plates and disconnect door holder.
(2) Remove all striker plates except where shown in Figure 1, Section A-A.
(3) With a plastic scraper or other appropriate instrument, scrape off snubber while applying
mineral spirits as necessary to loosen strip and wipe off excess adhesive with a clean cloth.
B. Install snubber as follows:
(1) If door jamb is flaking or excessively scuffed, rub down with wet and dry emery cloth. Clean
surface using Prep-Sol or equivalent cleaner which will not leave an oily residue.
(2) Mask jamb as shown in View E of Figure 1.
(3) Apply adhesive to door jamb as shown in View E of Figure 1.
(4) Apply adhesive to inside surface of snubber.
(5) Position snubber with protruding leg facing outboard beginning at lower center of door jamb
and work progressively around jamb applying pressure to snubber to remove any trapped air
and to ensure a proper bond. Do not prestretch snubber as this can induce cracks.
NOTE: Normal tack time for 3M EC 1300L is 30-45 minutes at 75°F. However, adhesive that
has “set” may be reactivated by a clean rag moistened with Toluol or MEK.
(6) It takes approximately 1 day for bond to cure. Do Not allow door to close during this period. It is
recommended that door be left open as long as possible to effect curing.
(7) Remove masking tape if used and clean off excessive adhesive smears using Mineral Spirits
or Toluol and a clean cloth. Install striker plates and windlacing. Cut snubber for aft cabin door
as shown in Figure 1.
(8) Check that doors close properly and readjust as necessary to achieve a flush fit. Latching
effort must not have increased.
(9) With all hardware and plates installed, coat snubbers with silicone.
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Door Snubber Seal Installation

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Aug 15/07 52-00-00 6G4
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PAGE 6
Aug 15/07 52-00-00 6G8
MAINTENANCE MANUAL
PASSENGER / CREW
1. Cabin Doors
A. Removal
(1) Remove the clevis bolt, washer and bushing from the door holder assembly.
(2) Remove cotter pins, clevis pins and washers from door hinges.
(3) Remove the door from the airplane.
B. Installation
(1) Insert the door into position and install the washers, clevis bolts and cotter pins on the door
hinges.
(2) For adjustment of door, refer to Adjustment, below.
(3) Hook up and install the clevis bolt, bushing and washer into the door holder assembly.
C. Adjustment
To achieve the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselage eyebolt.
NOTE: To ensure long life of door seals and improve sealing characteristics, lubricate with a dry
lubricant in a spray can.
2. Door Locks
A. Removal
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Loosen the nut on the lock assembly and remove the lock by turning it sideways.
B. Installation
(1) Install the lock in the door by turning it sideways and placing it through the opening
provided.
(2) Replace the nut on the back of the lock assembly and tighten.
(3) Replace the door trim upholstery and secure with the attachment screws.
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3. Door Latch Mechanisms

A. Forward Cabin Door - Upper - Adjustment (Refer to Figure 1.)
CAUTION: DO NOT LUBRICATE LOCK PIN / LOCK PIN TEFLON GUIDE BEARING.
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Remove upper cabin door access cover on inside of door to gain access to the upper door
latch assembly.
(3) Remove lockwire from nut at aft end of pin assembly.
(4) Back nut off from lock plate.
(5) Move lock plate to disengage from aft pin.
(6) Adjust pin so that, in extended position, rigging groove on pin aligns with forward face of pin
receptacle on aft door frame.
(7) Engage lock plate, making sure safety wire tab on lock plate is facing inboard.
(8) Tighten nut.
(9) Install safety wire.
Fwd Cabin Door Latch Installation

PAGE 2
Aug 15/07 52-10-00 6G10
MAINTENANCE MANUAL
Fwd Cabin Door Latch Installation

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B. Aft Cabin Door

(1) Lower Latch
(a) Removal
1 Remove the door latch mechanism by removing the door trim upholstery and the
screws that attach the latch plate and latch mechanism to the door.
2 Disconnect the latch pull rod from the inside door handle.
3 Remove the complete latch mechanism.
(b) Installation
1 Place the latch assembly into position on the door.
2 Connect the latch pull rod to the inside door handle.
3 Replace the screws that attach the latch plate and mechanism to the door. Install the
door trim upholstery and secure with screws.
(c) Adjustment
To adjust the door latch, loosen the screws on the striker plate, make necessary
adjustment, and retighten the screws.
(2) Upper Latch
(a) Removal
1 Remove the inside and outside handles and the screws holding the pan on the inside
of the door.
2 Remove the pan and pull the latch assembly through the opening on the door. With
the aft door only, pull the pan and latch forward to ensure the locking pin assembly
comes free from its receptacle and exits the opening without bending.
(b) Installation
1 Place the latch assembly into position for installation. With the aft door only, insert the
locking pin assembly first and guide it into its receptacle as the latch assembly
reaches its final position.
2 Replace the pan and install the screws and handles.
3 Check the latch assembly for operation and be certain that it is free of rubbing on the
trim panels.
(c) Adjustment
1 To adjust the door safety latch, remove the two screws from latch plate found at the
top of the door opening.
2 Remove the plate and turn the loop assembly in or out to make necessary
adjustments.
3 Replace the latch plate and secure with the two attachment screws.
4 In the aft door only, the locking pin may be adjusted through the opening near the
locking pin receptacle.
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PAGE 6
Aug 15/07 52-10-00 6G14
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CARGO
1. Baggage Doors
A. Removal
With door open remove hinge pin from hinge and remove the door.
B. Installation
Place door in position so that hinge halves are properly matched and install hinge pin. It will not be
necessary to replace hinge pin with a new pin if it is free of bends and wear.
2. Forward Baggage Door Lock
A. Removal
(1) With door open remove nut from back of lock assembly by use of a special made wrench. (This
tool may be fabricated from dimensions given in 95-00-00, Figure 3.)
(2) Remove lock assembly through front of door.
B. Installation
(1) Place lock into position for installation.
(2) Install nut on lock assembly and tighten with use of a special wrench.
3. Baggage Door Hinges
A. Removal
(1) Remove door from airplane as described in Baggage Doors, Removal.
(2) Remove hinge half from airplane or door by drilling out rivets and removing hinge.
B. Installation
(1) Place hinge halves together and install hinge pin.
(2) Install door into closed position and drill two end rivet holes and install rivets.
(3) Operate door and check for proper fit and installation. Drill remaining holes and install rivets.
Baggage Door Lock Tool

Figure 1
6G15 52-30-00 AugPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 52-30-00 6G16
MAINTENANCE MANUAL
CHAPTER
53
FUSELAGE
6G17
MAINTENANCE MANUAL
6G18
MAINTENANCE MANUAL
CHAPTER 53
CHAPTER CHAPTER


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PAGE 2
MAINTENANCE MANUAL
CHAPTER 53 - FUSELAGE
TABLE OF CONTENTS
MAIN 53-20-00 1 6H1

Aft Wing Attach Fittings 100 Hour Inspection 1 6H1
Aft Wing Attach Fitting Replacement 2 6H2

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MAINTENANCE MANUAL
GRIDS 6G22 THRU 6G24

INTENTIONALLY BLANK
PAGE 2
MAINTENANCE MANUAL
MAIN
1. Aft Wing Attach Fittings 100 Hour Inspection

A. Background
Should the seals for the windows and doors not be maintained, leaks may develop which, if not
corrected, will allow an ingress of water. This water contamination will wet the insulation around the
aft wing attach fittings creating a highly corrosive environment.
B. Procedure
Each 100 hours, inspect to determine condition of the aircraft window and door seals, the condition
of the aft wing attach fittings, the insulation material around the affected area, and the drain holes in
the bottom fuselage skin at the aft attach fittings area.
(1) Gain access to the left and right aft wing attach fittings (see Figure 1).
(a) Remove center seats and the center floorboard.
(b) Remove interior mouldings and carpet as necessary.
Aft Wing Attach Fittings

Figure 1
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MAINTENANCE MANUAL
(2) Inspect thoroughly the left and right aft wing attach fittings for evidence of flaking paint and/or
corrosion. (Flaking paint may be a symptom of hidden corrosion.)
(a) If no corrosion exists, continue with these instructions.
(b) If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
(c) If serious corrosion is found, consult the Piper Illustrated Parts Catalog (P/N 766-855 or
766-856) for replacement part numbers and obtain and install new parts before next flight.
(3) Upon completion of the inspection and after replacement or refurbishment of fittings, treat the
aft attach fittings area using DINOL AV 8 corrosion compound (P/N 89500-800). The treatment
may be brushed or sprayed.
(4) Inspect insulation in and around the rear fittings.
(a) If insulation is wet or matted down where it has been wet, it will be necessary to replace
this insulation and it will be necessary to inspect all windows, doors, and exterior panels
leading to the cabin.
1 Check door seals for deterioration, cracks, and voids in adhesive.
2 Check window seals for voids, cracks, and deterioration.
3 Perform a leak check with water to determine where the water is entering. Cure all
leak paths before continuing these instructions.
4 Consult the Piper Illustrated Parts Catalog (P/N 766-855 or 766-856) for replacement
part numbers and obtain and install new parts before continued operation.
5 If sealing windows, use P/N 279-058 Sealant (Bostik 1100 FS) or equivalent.
6 If using insulation other than Piper original material, be sure that the insulation is
flame resistant and conforms to FAR part 23.853.
(b) If the insulation material has not been wet, or if new material is being installed, ensure a
six (6) inch clearance in the insulation has been cut out in all directions around each
attach fitting.
(5) Locate the two 0.191 inch drain holes, one beneath each rear attach fitting, in the bottom
fuselage skin and ensure each is clean and free of obstruction.
(6) Re-install floorboards, seats, interior panels, and other articles previously removed. Perform a
functional test of any system or component that may have been interrupted or removed.
2. Aft Wing Attach Fitting Replacement
NOTE: The following is basic guidance. More extensive disassembly may be required to remove the
rear attach fitting(s). Thoroughly access the job before beginning to determine if additional steps
or parts may be required. Consult the Piper Illustrated Parts Catalog (P/N 766-855 or 766-856)
for additional parts as required.
A. Removal
(1) Remove electrical power from aircraft by disconnecting the battery.
(2) Place jacks under wings and tail - tie down to stabilize aircraft. Provide support for fuselage in
affected area.
(3) Remove seats, interior panels and center floorboard to gain access to rear wing attach fittings.
(4) Remove or relocate systems components to gain access to the attach fittings.
(5) Remove bolt that attaches fuselage to wing spar.
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Aug 15/07 53-20-00 6H2
MAINTENANCE MANUAL
(6) Carefully remove rivets, screws, inner panels, channels and brackets as necessary to remove
attach fitting.
NOTE: In order to remove some channels, it may be necessary to remove the wings.
(7) Clean and inspect the areas that were under bracket for any signs of corrosion.
(a) If corrosion is found, repair or replace parts as necessary. Coat the area with primer and
allow to dry.
(b) If no corrosion is found, coat the area with primer. Allow time to dry.
B. Installation
(1) Install new wing attach fitting and align rivet holes. It may be necessary to ream open the bolt
hole to proper size. The hole is close tolerance and should be .3745 / .3765 (3/8) (see 57-40-00,
Figure 1).
(2) Re-rivet wing attach fitting into place with appropriate fasteners.
NOTE: For hard to reach areas. it is permissible to replace the existing MS20470AD-5 rivets
with Hi Lok fasteners. Use HL30-5 with HL-94 Hi Lok collars. Torque to 15 to 25 in.-lbs.
Observe standard practices for use of Hi Lok fasteners.
(3) Install wing spar and fuselage attach fitting bolt per 57-40-00, Figure 1.
NOTE: Replace attach fitting bolt should there be any sign of wear or corrosion.
(4) Seal the edges of the attach fittings with PRC PR1422 (or equivalent) before installing interior.
(5) Complete the same process to the opposite side.
(6) Reinstall center floorboard, interior panels, and seats.
(7) Connect battery and check for operation.
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Aug 15/07 53-20-00 6H4
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Aug 15/07 53-20-00 6H6
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CHAPTER
55
STABILIZERS
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CHAPTER 55 - STABILIZERS
TABLE OF CONTENTS
GENERAL 55-00-00 1 6H13

Description 1 6H13
Repairs 1 6H13
Control Surface Balancing 1 6H13
Checking Balance 1 6H13
Balancing Equipment 4 6H16
STABILATOR 55-20-00 1 6H21

Checking Free-Play 1 6H21
Removal 1 6H21
Installation 1 6H21
Balancing 2 6H22
Attach Brackets Corrosion Control Inspection 3 6H23
VERTICAL STABILIZER 55-30-00 1 6I1

Vertical Fin 1 6I1
Removal 1 6I1
Installation 1 6I1
RUDDER 55-40-00 1 6I3

Rudder 1 6I3
Removal 1 6I3
Installation 1 6I3
Balancing 2 6I4

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GENERAL
WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACES.

WARNING: THE USE OF PATCH PLATES FOR REPAIRS OF ALL MOVABLE TAIL SURFACES IS
PROHIBITED. THE USE OF ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF
MINOR DENTS AND/OR MATERIALS USED FOR FILLING THE INSIDE OF SURFACES
IS ALSO PROHIBITED ON ALL MOVABLE TAIL SURFACES.
This chapter describes removal and installation procedures for the empennage component parts (i.e. -
stabilator and tab, vertical stabilizer (fin), and rudder). The overall structure of the airplane and general
repair procedures are described in Chapter 51.
NOTE: When torquing structural assemblies, standard torque values are to be used as found in Chart 2,
91-10-00, unless otherwise stated in this section.
1. Description
The all-metal empennage group is a full-cantilever design consisting of a stabilator, vertical stabilizer
(fin), and rudder, all with removable thermoplastic tips. The stabilator has a trim tab attached that is
controllable from the cockpit. The stabilator also incorporates a one channel main spar that runs the full
length of the stabilator and hinges to the aft bulkhead assembly of the fuselage.
NOTE: The Piper 6X Parts Catalog, P/N 766-856, and the Piper 6XT Parts Catalog, P/N 766-855,
provide detailed views of the individual structural components.
All exterior surfaces are coated with enamel or acrylic lacquer. As an option the airplane may be
completely primed with zinc chromate or equivalent.
2. Repairs
Structural repairs must be made in accordance with procedures and practices described in the latest
revision of FAA Advisory Circular 43.13-1. To assist in making repairs, Figure 1, 51-00-00, identifies the
type and thickness of various skin materials used. Never make a skin replacement or patch plate from
material other than the type of the original skin, or of a different thickness than the original skin. The
repair must be as strong as the original skin. However, flexibility must be retained so the surrounding
areas will not receive extra stress.
3. Control Surface Balancing
A. Checking Balance
The movable control surfaces have been statically balanced at the time of installation at the factory
and normally should not require rebalancing. Where possible the control surfaces were set with the
balance weight on the heavy side of the limits, to permit paint touch-up without adjusting the
balance weight. It should be noted however, that spare control surfaces are delivered unpainted and
the static balance will not necessarily fall within the limits provided, especially on stabilators and
rudders. All replacement control surfaces, or surfaces that have been repainted, should be
rebalanced when completed according to the procedures and limits given in
55-20-00 (Stabilator) or 55-40-00 (Rudder), as applicable.
Before balancing any control surface, it must be complete including tip, trim/servo tabs and tab
actuating arms or push rods with bearings as applicable, and all optional equipment which is
mounted on or in the control surface when it is flown, including paint, position lights and wiring,
static wicks, scuff boots, etc.
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
During balancing, trim/servo tabs must be maintained in their neutral positions.
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Empennage Installation
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Empennage Installation
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B. Balancing Equipment (Refer to Figure 2.)

Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
the centerline of the control surface hinge pin. A suggested configuration is shown in Figure 2.
Other tools may be used if accuracy is maintained and recalibration capability is provided.
To use this tool:
(1) Ensure that the control surface is in its final flight configuration -- static wicks, trim tabs, trim
tab push pull rod and control surface tip (as applicable) should be installed. The surface should
be painted and trim/servo tabs should be in the neutral position.
NOTE: Because paint is a considerable balance factor, remove existing paint prior to
repainting a control surface.
(2) Place hinge bolts through control surfaces and place control surface on a holding fixture.
(3) Calibrate the tool:
(a) Avoiding rivets, place the balancing tool on the control surface with the tool’s hinge
centerline directly over the hinge line of the control surface.
(b) Adjust the movable trailing edge support to fit the width of the control surface. Tighten the
set screw on the trailing edge support.
(c) Adjust the trailing edge support vertically until the beam is parallel with the control surface
chord line.
(d) Remove the tool from the control surface and balance the tool itself by adding or removing
nuts or washers from the beam balancing bolt. When balancing the tool, the movable
weight must be at the bar’s hinge centerline.
(4) After balancing the tool, reattach it to the control surface. Keep the beam positioned 90° from
the control surface hinge line.
(5) Determine balance of control surface by sliding movable weight along the balance beam.
(6) Read the scale when the bubble in the level has been centered. Multiply by three (3) to
determine inch-pounds (i.e. - since the movable weight weighs three pounds, every inch it is
moved from the center of the beam equals three (3) inch-pounds of force).
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Control Surface Balancing Tool

Figure 2
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STABILATOR
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR

EXHIBIT CRACKS.
1. Checking Free-Play
A. Stabilator
Check the stabilator for any free play at its attachment points by grasping each half near the tip and
gently trying to move it up and down, fore and aft, and in and out. No play is allowed.
B. Stabilator Trim Tab
Set the stabilator trim tab in neutral position. This neutral position is determined with the airplane
properly rigged per instructions given in 27-30-00 and the trim indicator at its neutral position.
Obtain a straightedge long enough to extend from the ground up to a few inches above the trim tab
trailing edge. Place the straightedge next to the trim tab inboard (center) trailing edge, secure the
stabilator in neutral and grasping the tab, gently move it up and down, mark the limit of tab free play
on the straightedge. The overall travel (free play) must not exceed 0.15 of an inch. The use of a dial
indicator and fixed stand is recommended.
2. Removal (Refer to Figure 1.)
CAUTION: AT EACH REMOVAL OF THE STABILATOR, CONDUCT ATTACH BRACKETS
CORROSION CONTROL INSPECTION, BELOW.
A. Remove the tail cone assembly.
B. Relieve the tension on the trim cable and remove the trunnion assembly.
C. From inside the fuselage, disconnect the two stabilator control cables from the stabilator balance
arm assembly.
D. Remove the two hinge bolts at the pivot points and remove the stabilator as a complete assembly.
3. Installation (Refer to Figure 1.)
WARNING: IF THE STABILATOR HAS BEEN REPLACED OR REPAINTED, OR THE TRIM TAB HAS
BEEN REPLACED OR REPAINTED, THE STABILATOR MUST BE BALANCED BEFORE
INSTALLATION. SEE BALANCING, BELOW.
A. Reinstall the stabilator in reverse of removal instructions, above.
B. Rig and adjust stabilator, stabilator trim cables and stabilator control cables per 27-30-00.
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Balancing Stabilator
Figure 1
4. Balancing Stabilator (Refer to Figure 1.)

To balance stabilator, assembly must be complete including trim tab, tab pushrod and end bearing,
stabilator tips and all attaching screws. Before balancing, tape trim tab in neutral position with a small
piece of tape. Place complete assembly on knife edge supports in a draft-free area in a manner that
allows unrestricted movement. Place tool shown in 55-00-00, Figure 2, on rudder with beam
perpendicular to hinge centerline. Do not place tool on trim tab. Calibrate tool as described in Balancing
Equipment, under Control Surface Balancing, 55-00-00. Read scale when bubble level has been
centered by adjustment of movable weight and determine static balance limit. If static balance is not
within limits given, proceed as follows:
A. If the stabilator is out of limits on the leading edge heavy side, remove balance plates from the
mass balance weight until the static balance is within limits.
B. If stabilator is out of limits on trailing edge heavy side, add balance plates (4 Maximum) to mass
balance weight until static balance is within limits.
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Stabilator Attach Brackets (Typical)

Figure 2
5. Attach Brackets Corrosion Control Inspection (Refer to Figure 2.)

During each annual inspection, use the following method to inspect stabilator attach brackets for rust
and corrosion between the steel attach fittings and the adjacent fuselage structure. Take corrective
action as required.
A. Remove upper and lower tail cone fairing assembly.
B. Remove the aft fuselage closeout plate assembly on the applicable models.
C. Inspect the steel stabilator attach fittings (4 places) and adjacent fuselage structure for the
presence of rust and/or corrosion. (Refer to Figure 2.)
NOTE: Refer to F.A.A. Advisory Circular (AC) 43-4A, Corrosion Control for Aircraft.
D. If rust and/or corrosion is present, repair or replace as required. Add corrosion protection per
AC43-4A.
E. Install aft fuselage closeout plate assembly. Verify integrity of rubber seals; replace if required
F. Install upper and lower tail cone fairing assembly.
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VERTICAL STABILIZER
Vertical Fin (Refer to 55-00-00, Figure 1.)

A. Removal
(1) Remove tail cone fairing and fairing at forward edge of fin.
(2) Remove rudder.
(3) Disconnect antenna wire from antenna assembly, attach a fish line to antenna cable before
removing it from fin.
(4) Separate stabilator trim cable at turnbuckle, and remove cable from trim mechanism.
(5) Remove one bolt at leading edge of fin.
(6) Remove the two bolts which secure trim mechanism to fin spar. Remove the four bolts which
secure fin spar to aft bulkhead. Remove fin.
B. Installation
(1) Install fin in reverse of removal instructions, above.
(2) Torque per 55-00-00, Figure 1.
(3) Check all bolts for safety.
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RUDDER

EXHIBIT CRACKS.
Rudder
A. Removal (Refer to 55-00-00, Figure 1.)
(1) Remove tail cone fairing.
(2) Disconnect the two control cables from rudder horn.
(3) Disconnect rudder from lower rudder hinge bracket.
(4) Remove the one remaining hinge bolt. Disconnect tail light electrical wire and remove rudder.
B. Installation
WARNING: IF THE RUDDER HAS BEEN REPLACED OR REPAINTED, THE RUDDER MUST BE
BALANCED BEFORE INSTALLATION. SEE BALANCING, BELOW.
(1) Install rudder in reverse of removal instructions, above.
(2) Torque per 55-00-00, Figure 1.
(3) Check all bolts and pins for safety.
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Balancing Rudder
Figure 1
3. Balancing (Refer to Figure 1.)

WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST BE
BALANCED BEFORE INSTALLATION.
To balance rudder, assembly must be complete including sector assembly. Place complete assembly
horizontally on knife edge support in a draft-free area in a manner that allows unrestricted movement.
Place tool on rudder with beam perpendicular to hinge centerline. Calibrate tool as described in
Balancing Equipment, under Control Surface Balancing (See 55-00-00.) Read scale when bubble level
has been centered by adjustment of moveable weight and determine static balance limit. If static balance
is not within limits given proceed as follows:
A. Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
B. Nose Light: In this case, the mass balance weight is too light or the rudder is too heavy because of
painting; it will be necessary to strip the paint and repaint. If the rudder is too heavy as a result of
repairs, the repair must be removed and the damaged parts replaced.
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CHAPTER
56
WINDOWS
6I7
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6I8
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CHAPTER 56
CHAPTER CHAPTER


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CHAPTER 56 - WINDOWS
TABLE OF CONTENTS
FLIGHT COMPARTMENT 56-10-00 1 6I13

Windshield 1 6I13
Removal 1 6I13
Installation 1 6I13
PASSENGER COMPARTMENT 56-20-00 1 6I17

Side Windows 1 6I17
Removal 1 6I17
Installation 1 6I17
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FLIGHT COMPARTMENT
Windshield (Refer to Figure 1.)

A. Removal
(1) Remove the collars from around the bottom of the windshield and the trim strip from between
the windshield halves by removing the attaching screws.
(2) Remove the windshield by raising the lower portion of the windshield and carefully pulling it out
and down to release the top and side edges.
NOTE: A damaged windshield should be saved to provide a pattern for shaping the new
window.
(3) Clean old tape and sealer off the affected mating surfaces.
B. Installation
(1) Match new windshield to old. If necessary, cut or grind the new windshield to matching
dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam,
Type 2; 91-10-00, Consumable Materials), around entire edge of windshield.
(3) Place windshield into position, sliding aft and up into place. Take care not to dislocate vinyl
foam tape. Allow clearance for expansion between the two windshield sections at the center
post.
(4) Apply 1.5 in., 9 mil, black vinyl tape covering the previously applied vinyl foam tape and sealing
the joint between the windshield and airframe as indicated in Figure 1.
(5) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and
Airframe; 91-10-00, Consumable Materials), to seal the forward edge of the vinyl tape at the
bottom of the center post, as indicated in Figure 1, View E-E.
(6) Reinstall collars and trim strip. Apply sealant as indicated in Figure 1 by forcing the sealant
between the mating parts. Mating parts may be separated slightly using a soft wooden wedge
or a tongue depressor. Force sealant deep into the gap. Take care to avoid bending or
scratching aluminum or windshield surfaces. Joints should be completely filled, and blended
smoothly with adjacent surfaces after clean-up.
(7) Remove excess sealant and exposed tape. Sealant may be cleaned from window areas using
rags, disposable wipers or plastic scrapers. A tool made of acrylic sheet with a wedged end
(.25 in. thick and 1.5 in. wide) can be fabricated and used. Tirpolene solvent or Apperson
solvent No. 120 may be used to clean polysulfide sealants.
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Windshield Installation (Typical)

Figure 1
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PASSENGER COMPARTMENT
Side Windows (Refer to Figure 1.)

These airplanes are equipped with single pane side windows.
A. Removal
(1) Remove the molding and retainer from around the window by removing attaching screws.
(2) Carefully remove the damaged window from the frame.
(3) Remove old tape and sealer from window frame and molding.
NOTE: A damaged window should be saved to provide a pattern for shaping the new
window.
B. Installation
(1) Match new window to old. If necessary, cut or grind the new window to the same dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam,
Type 2; 91-10-00, Consumable Materials), around entire edge of window.
(3) Insert the window into the frame, install the retainer moldings and attachment screws, but do
not tighten. Take care not to damage or dislocate the vinyl foam tape.
(4) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and
Airframe; 91-10-00, Consumable Materials), completely around the outer surface of the
window at all attachment flanges as indicated in Figure 1. Force the sealant between the
mating parts, which may be separated slightly using a soft wooden wedge or a tongue
depressor. Force sealant deep into the gap. Take care to avoid bending or scratching aluminum
or window surfaces. Joints should be completely filled, and blended smoothly with adjacent
surfaces after clean-up.
(5) Tighten attachment screws until vinyl foam tape is compressed approximately 25 percent.
(6) Remove excess sealant from window areas using rags, disposable wipers or plastic scrapers.
A tool made of acrylic sheet with a wedged end (.25 inch thick and 1.5 inch wide) can be
fabricated and used. Tirpolene solvent or Apperson solvent No. 120 may be used.to clean
polysulfide sealants.
Side Window Installation

Figure 1
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CHAPTER
57
WINGS
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CHAPTER 57
CHAPTER CHAPTER


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CHAPTER 57 - WINGS
TABLE OF CONTENTS
GENERAL 57-00-00 1 6J1

Description 1 6J1
AUXILIARY STRUCTURE 57-20-00 1 6J3

Wing Tip 1 6J3
Removal 1 6J3
Installation 1 6J3
Repair 1 6J3
ATTACH FITTINGS 57-40-00 1 6J5

Wing to Fuselage 1 6J5
Removal 1 6J5
Installation 4 6J8
FLIGHT SURFACES 57-50-00 1 6J13

Aileron 1 6J13
Checking Free Play 1 6J13
Removal 1 6J13
Installation 1 6J13
Balancing 4 6J16
Wing Flap 4 6J16
Removal 4 6J16
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GENERAL
Description
Each wing is an all-metal, full-cantilever, semi-monocoque type structure with removable tips and access
panels. Attached to each wing are the aileron, flap, main landing gear and fuel tank. The wings are
attached to each side of the fuselage by inserting the butt ends of the main spars into a spar box carry
through. The spar box is an integral part of the fuselage structure which provides, in effect, a continuous
main spar with splices at each side of the fuselage. There are also fore and aft attachments at the front
and rear spars.
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage and wing supporting cradle is required.
NOTE: When installing a “replacement” wing, perform Stall Warning Flight Test Procedure, 27-30-00,
upon completion of wing installation.
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AUXILIARY STRUCTURE
Wing Tip
A. Removal
(1) Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
wing tip.
(2) Pull off the wing tip far enough to disconnect the landing light and navigation and strobe light
wire assemblies. Be sure to unscrew the ground lead at the wing rib.
(3) Inspect the wing tip to ascertain that it is free of cracks, severe nicks and minor damage. If
repair is required, refer to Repair, below.
B. Installation
(1) Place the wing tip in a position that the landing light and navigation and strobe light leads may
be connected. Be sure to connect the navigation/strobe ground lead to the wing rib by use of a
screw and nut. Ensure that the ground lead is free of dirt and film to insure a good connection.
(2) Insert the wing tip into position and install the screws round the tip. Take care to refrain from
damaging the wing tip or wing. Check operation of the lights.
C. Repair
See 51-00-00.
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ATTACH FITTINGS
Wing to Fuselage (Refer to Figure 1.)

A. Removal of Wing
(1) Close the fuel valve and drain the fuel from the wing to be removed. (Refer to 12-10-00, Fuel
System, Fuel Tanks, Draining Entirely.)
(2) Drain the brake line and reservoir. (Refer to 12-10-00, Brake System, Draining.)
(3) Remove the access plate at the wing butt rib and wing inspection panels. (Refer to 6-00-00,
Figure 3.)
(4) Remove the front and back seats from the airplane.
(5) Expose the spar box and remove the cockpit side trim panel assembly that corresponds with
the wing being removed.
(6) Place the airplane on jacks. (Refer to Jacking, 7-10-00.)
NOTE: To help facilitate reinstallation of control cables, and fuel and hydraulic lines, mark
cable and line ends in some identifying manner and attach a line where applicable to
cables before drawing them through the fuselage or wing.
(7) Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
(8) If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to
allow the left aileron balance cable end to pass between the pulley and bracket.
(9) Disconnect the flap from the torque-tube by extending the flap to its fullest degree, and
removing the bolt and bushing from the bearing at the aft end of the control rod.
CAUTION: TO PREVENT DAMAGE OR CONTAMINATION OF FUEL, HYDRAULIC AND
MISCELLANEOUS LINES, PLACE A PROTECTIVE COVER OVER THE LINE
FITTINGS AND ENDS.
(10) Disconnect the fuel line at the fitting located forward of the spar at the wing butt line.
(11) Remove the clamps necessary to release the electrical harness assembly. Disconnect the
leads from the terminal strip assembly by removing the cover, and appropriate nuts and
washers.
(12) With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting
located within the cockpit at the leading edge of the wing.
(13) If the left wing is being removed, it will be necessary to disconnect the pitot static tube at the
elbows located within the cockpit at the wing butt line.
(14) Arrange a suitable fuselage cradle and supports for both wings.
(15) Remove the jacks.
(16) Remove the front and rear spar nuts, washers and bolts.
WARNING: DO NOT DRIVE BOLTS IN OR OUT OF THE MAIN SPAR ATTACHING BOLT
HOLES (C AND D IN FIGURE 1). TAKE EXTRA CARE IN REMOVING AND
REPLACING THESE BOLTS TO PRECLUDE DAMAGING THE BOLT HOLES.
(17) Remove the eighteen (18) main spar bolts. Do not drive out bolts. Take care not to damage bolt
holes. Number bolts and bolt holes to ensure that, if reused, each bolt is reinstalled in the
same hole it came out of. Replacement of all eighteen (18) nuts is recommended.
(18) Slowly remove the wing being certain that all electrical leads, cables and lines are
disconnected.
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Wing Installation
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Wing Installation
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B. Installation of Wing
NOTE: When installing a “replacement” wing, perform Stall Warning Flight Test Procedure,
27-30-00, upon completion of wing installation.
(1) Ascertain that the fuselage is positioned solidly on a support cradle.
(2) Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
(3) Prepare the various lines, control cables, etc., for inserting into the wing or fuselage when the
wing is slid into place.
(4) Slide the wing into position on the fuselage.
WARNING: DO NOT DRIVE BOLTS IN OR OUT OF THE MAIN SPAR ATTACHING BOLT
HOLES (C AND D IN FIGURE 1). TAKE EXTRA CARE IN REMOVING AND
REPLACING THESE BOLTS TO PRECLUDE DAMAGING THE BOLT HOLES.
(5) Install the eighteen main spar bolts in accordance with the bolt legend. Do not drive bolts in.
Take care not to damage bolt holes. If reusing bolts, ensure that each bolt goes back into the
same hole that it came out of. Use of new nuts (18) is recommended.
NOTE: When replacing a wing assembly, ascertain the wing butt clearance is maintained
(Refer to Sketch A, Figure 1.)
(6) Install the bolt, washers and nut that attaches the front spar with the fuselage fitting. A
minimum of one washer under the nut and one washer under the head is required. Then add
washers as needed to leave a maximum of one and one-half threads visible or a minimum of
the bolt chamfer exposed.
(7) Insert the number of washers required between the forward face of the wing fitting and aft face
of the fuselage fitting of the rear spar attachment. See Figure 1, Sketch B. It is also acceptable
to have the faces of the fittings against each other. After the required washers are inserted
between the plates, install the bolt and check to insure that thread exposure is as specified in
Figure 1, Sketch B.
(8) Torque the eighteen main spar bolt nuts or bolt heads to the required torque. Be certain that
the bolts, nuts and washers are installed in accordance with the bolt legend. The forward spar
attachment bolt should be torqued in accordance with the chart of recommended torque
requirements given in 91-00-00. Torque the rear spar attachment bolt as specified in Figure 1.
(9) Install the wing jacks and the tail support to the tail skid with approximately 250 pounds of
ballast on the base of the tail support. Remove the fuselage cradle and wing supports.
(10) If the left wing was removed, it is necessary that the pitot static tube to be connected at the
elbows located within the cockpit at the wing butt line. Replace or install clamps where found
necessary. In the event that a heated pitot is installed, the plus lead must be connected at the
fuselage.
(11) Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge
of the wing.
(12) Connect the leads to the appropriate posts on the terminal strip and install the washers and
nuts. (For assistance in connecting the electrical lead, refer to the Electrical Schematics in
Chapter 91.) Place the clamps along the electrical harness to secure it in position and install
the terminal strip dust cover.
(13) Remove the cap from the fuel line and connect it at the fitting located forward of the spar at the
wing butt line.
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(14) Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage, aft of the spar. After the left balance cable has been inserted through the bracket
assembly and connected, install a cotter pin cable guard into the hole that is provided in the
bracket assembly.
(15) Connect the flap by placing the flap handle in the full flap position, place the bushing on the
outside of the rod-end bearing and insert and tighten bolt.
(16) Check the rigging and control cable tension of the ailerons and flaps. (Refer to 27-10-00,
Rigging and Adjustment; and 27-50-00, Wing Flap Controls, Rigging and Adjustment.)
(17) Service and refill the brake system with hydraulic fluid in accordance with 12-10-00, Brake
System, Filling. Bleed the system as given in 32-40-00, Bleeding Brakes, and check for fluid
leaks.
(18) Service and fill the fuel system in accordance with 12-10-00, Fuel System, Filling. Open the
fuel valve and check for leaks and flow.
(19) Check the operation of all electrical equipment, and pitot system.
(20) Remove the airplane from the jacks.
(21) Install the cockpit trim panel assembly, spar box carpet, the front and back seats, and wing butt
rubber molding.
(22) Replace all the access plates and panels on the wing involved.
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Aug 15/07 57-40-00 6J12
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FLIGHT SURFACES

EXHIBIT CRACKS.
1. Aileron (Refer to Figure 1.)
A. Checking Free-Play
(1) Set the aileron in its neutral position and secure.
(2) Obtain a straightedge long enough to extend from the ground up to a few inches above the
aileron trailing edge. Place the straightedge next to the aileron trailing edge and gently move
the aileron up and down, mark the limit of travel (free-play) on the straightedge.
(3) The overall travel (free play) must not exceed 0.24 of an inch. Should free-play exceed the limit
stated make necessary repairs as required to eliminate free play.
(4) Grasp the aileron and move it spanwise (inboard/outboard) to ensure maximum end play of
0.035 of an inch is not exceeded.
B. Removal
(1) Disconnect the aileron control rod at the aileron attachment point by removing the nut,
washers and bolt from the rod-end bearing. To simplify installation note location of washers
removed.
(2) Remove the attaching nuts, bolts and washers from the hinges at the leading edge of the
aileron, and remove the aileron.
C. Installation
WARNING: AILERONS THAT HAVE BEEN REPLACED OR REPAINTED MUST BE BALANCED
BEFORE INSTALLATION. SEE BALANCING, BELOW.
(1) Move the aileron into place and install attaching bolts, washers and nuts. Ascertain that the
aileron is free to move with no interference.
(2) Attach the aileron control rod with bolts, washers and nut, dividing the washers so that the
aileron is free to rotate from stop to stop without the control rod binding or rubbing on the
opening in the aft spar. Be certain that the rod-end bearing has no side play when tightening
the bolt and that the rod does not contact the side of the bracket.
(3) Actuate the aileron controls to insure freedom of movement.
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Aileron and Flap Installation

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Aileron and Flap Installation

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D. Balancing (Refer to Figure 2.)

WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST
BE BALANCED BEFORE INSTALLATION.
Position the aileron on the balancing fixture in a draft free area and in a manner which allows
unrestricted movement of the aileron. Place the tool (see 55-00-00, Figure 2) on the aileron,
avoiding rivets, and keep the beam perpendicular to the hinge centerline. Calibrate the tool per
Balancing Equipment, under Control Surface Balancing. (See 55-00-00.) Read the scale when the
bubble level has been centered by adjustment of the movable weight and determine the static
balance. If the static balance is not within the limits specified in Figure 2, proceed as follows:
(1) Leading edge heavy: This condition is highly improbable; recheck measurements and
calculations.
(2) Trailing edge heavy: There are no provisions for adding weight to balance weight to counteract
a trailing edge heavy condition. Therefore, it will be necessary to determine the exact cause of
the unbalance. If the aileron is too heavy because of painting over old paint, it will be
necessary to strip all paint from the aileron and repaint. If the aileron is too heavy resulting
from repair to the skin or ribs, it will be necessary to replace all damaged parts and recheck
the balance.
2. Wing Flap (Refer to Figure 1.)
ARE CRACKED.
A. Removal
(1) Extend the flaps to their fullest degree and remove the bolt and bushing from the rod-end
bearing.
(2) Remove the nuts, washers, bushing and hinge bolts that hold the flap to the wing assembly.
(3) Pull the flap straight back off the wing.
B. Installation
(1) Replace the wing flap by placing the flap onto its proper position and inserting the hinge bolts,
bushings, washers and nuts.
(2) With the flap control in the full flap position, place the bushing on the outboard side of the rod-
end bearing and insert and tighten the bolt.
(3) Operate the flap several times to be certain it is operating freely. (Refer to 27-50-00, Wing Flap
Controls, Rigging and Adjustment.)
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Balancing Aileron
Figure 2
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CHAPTER
61
PROPELLERS
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CHAPTER 61 - PROPELLERS
TABLE OF CONTENTS
PROPELLER ASSEMBLY 61-10-00 1 6K7

Removal 1 6K7
Cleaning, Inspection and Repair 1 6K7
Installation 4 6K10
Blade Track 5 6K11
CONTROLLING 61-20-00 1 6K15

Propeller Governor 1 6K15
Removal 1 6K15
Installation 1 6K15
Rigging and Adjustment 2 6K16
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MAINTENANCE MANUAL
PROPELLER ASSEMBLY
This section lists procedures for the removal, cleaning, inspection, repair, and installation of the propeller
assembly. Servicing information may be found in 12-20-00.
1. Removal
A. Insure that the master and magneto switches are off.
B. Move fuel selector to off position.
C. Place the mixture control in idle cut-off.
D. Note position of each component to facilitate reinstallation.
E. Remove the screws from around the spinner assembly and remove spinner.
F. Remove the safety wire from the six propeller mounting nuts on studs and remove studs.
G. Place a drip pan under the propeller to catch oil spillage, then remove the propeller.
2. Cleaning, Inspection, and Repair
A. Check for oil and grease leaks.
B. Clean the spinner, propeller hub interior and exterior, and blades with a non-corrosive
solvent.
C. Inspect the hub parts for cracks.
Typical Nicks and Removal Methods

Figure 1
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Propeller Installation
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CHART 1
PROPELLER TORQUE LIMITS
Description Required Torque (Dry)

Propeller Mounting Nuts 60-70 foot-pounds
Fwd. Bulkhead Attachment Bolts 20-24 inch-pounds
Spinner Attachment Screws 20-22 inch-pounds
Propeller Installation
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D. Steel hub parts should not be permitted to rust. Use aluminum paint to touch up if necessary, or
replate during overhaul.
E. Check all visible parts for wear and safety.
F. Check blades to determine whether they turn freely on the hub pivot tube. This can be done by
rocking the blades back and forth through the slight freedom allowed by the pitch change
mechanism. If they appear tight and are properly lubricated, the pitch change mechanism should be
removed so that each blade can be checked individually. If blades are tight, the propeller should be
disassembled.
G. Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and all
edges rounded, as cracks sometimes star t from such places. Use fine emery cloth for
finishing. Refer to Figure 1 for propeller blade care.
3. Installation
A. Insure master and magneto switches are off.
B. Place fuel selector to off position.
C. Place mixture control in idle cut-off.
D. Observe the starter ring gear to make sure it is mounted properly on the engine crankshaft flange.
One of the bushings on the crankshaft is stamped with an “O” mark and it must be inserted in the
starter ring gear hole, likewise identified with an “O” mark.
E. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter the
propeller mechanism.
F. Check interior of propeller hub for proper seating of “O” ring. Wipe inside of hub to remove any
traces of dirt. Check to see that “O” ring is covered with grease.
G. Install rear spinner bulkhead.
H. Slide propeller carefully over pilot, taking care that “O” ring is not damaged.
I. Install the six hexagon head propeller hub mounting bolts and torque per Chart 1.
J. Check propeller blade track as given in Blade Track.
K. Safety the propeller mounting bolts with MS20995-C41 safety wire.
L. Grease blade hub through zerk fittings. Remove one of the two fittings for each propeller blade,
alternate the next time. Apply grease through the zerk fitting until fresh grease appears at the fitting
hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets.
M. Install spinner. Torque all attachment screws per Chart 1.
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4. Blade Track
Blade track is the ability of one blade tip to follow the other while rotating in almost the same plane.
Excessive difference in blade track - more than .0625 inch - may be an indication of bent blades or
improper propeller installation. Check blade track as follows:
A. With the engine shut down and blades vertical, secure to the aircraft a smooth board just under the
tip of the lower blade. Move the tip fore and aft through its full “blade-shake” travel, making small
marks with a pencil at each position. Then center the tip between these marks and scribe a line on
the board for the full width of the tip.
B. Carefully rotate propeller by hand to bring the opposite (or next) blade down. Center the tip and
scribe a pencil line as before and check that lines are not separated more than .0625 inch.
C. Propellers having excess blade track should be removed and inspected for bent blades, or for parts
of sheared “O” ring, or foreign particles, which have lodged between hub and crankshaft mounting
faces. Bent blades will require repair and overhaul of assembly.
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CONTROLLING
Propeller Governor
A. Removal
(1) Remove the upper engine cowl.
(2) Disconnect the control cable end from the governor control arm.
(3) Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed before they can be completely removed.
(4) Remove the mounting gasket. If the governor is to be removed for a considerable length of
time and another unit not substituted, it is advisable to cover the mounting pad to prevent
damage caused by foreign matter.
B. Installation
(1) Clean the mounting pad thoroughly, making very certain that there are no foreign particles in
the recess around the drive shaft.
(2) Place the governor mounting gasket in position with the raised portion of the screen facing
away from the engine.
(3) Align the splines on the governor shaft with the engine drive and slide the governor into
position.
(4) With the governor in position, raise the governor enough to install washers and start
mounting nuts. Torque nuts even.
(5) Connect the control cable end to the governor control arm. The ball stud is installed in the inner
hole of the control arm.
(6) Adjust governor control per Rigging and Adjustment of Propeller Governor.
(7) Install engine cowl.
Propeller Governor
Figure 1
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C. Rigging and Adjustment (Refer to Figure 1.) (PIR-FTP2001-15 Rev B., /-15-1, Rev B., /-16,Rev B.,/-16-1,Rev B.)
(1) Prior to adjusting the propeller governor high rpm setting, the control linkage should be
thoroughly checked for correct function.
NOTE: A calibrated tachometer must be used to ascertain propeller high rpm setting. Final
high rpm adjustment must be checked in flight or during high speed taxi.
To check rigging, move propeller control full forward. The propeller governor high rpm stop
must contact the adjusting screw when the cockpit control is 0.010 to 0.030 inch from the
cockpit mechanical stop.
(2) If adjustment is required complete the following steps.
(a) Insure that the governor control arm is located approximately as shown on Figure 1.
(b) Adjust control cable end hardware to obtain cockpit control cushion. Insure there is
adequate thread engagement of clevis end and rod end bearing (witness holes) after
adjustment.
(c) Insure that the control cable assembly is not bottoming internally.
(3) Start engine, park 90° to wind direction and warm in normal manner.
(4) To check high rpm low pitch setting, move the propeller control all the way forward. At this
position the governor speed control arm should be against the high rpm fine adjusting screw.
With the throttle full forward, observe engine rpm which should be adjusted as follows:
(a) Shut down the engine and remove the upper engine cowl.
(b) Adjust the governor by means of the fine adjustment screw to:
1 2650 to 2700 RPM for 6X; or,
2 2460 to 2500 RPM for 6XT.
To do this, loosen the high RPM fine adjustment screw locknut and turn the screw in a
clockwise direction to decrease engine speed or in a counterclockwise direction to
increase engine speed.
NOTE: One revolution of the fine adjustment screw will increase or decrease the engine
speed approximately 20 rpm.
(c) Reinstall upper engine cowl and repeat step b to ascertain proper rpm setting.
(d) After setting the proper high rpm adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
(e) Ascertain that the governor control arm is adjusted to the proper angle on the control
wheel as shown in Figure 1.
(5) With the high rpm adjustment complete, the control system should be adjusted so that the
governor control arm will contact the high rpm stop when the propeller lever is 0.010 to 0.030
of an inch from forward stop on the power quadrant. To adjust the control travel,
disconnect the control cable end from the control arm, loosen the cable end jam nut and rotate
the rod end to obtain the desired lever clearance. Reconnect the cable end and tighten jam
nut.
(6) It is usually only necessary to adjust the high rpm setting of the governor control system, as
the action automatically takes care of the positive high pitch setting.
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CHAPTER
70
STANDARD
PRACTICES
- ENGINE
7C1
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CHAPTER 70
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CHAPTER 70 - STANDARD PRACTICES - ENGINE
TABLE OF CONTENTS
GENERAL 70-00-00 1 7C7

15/07
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PAGE 2
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GENERAL
Review the following suggestions before working on the powerplant.

1. To ensure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to their
location prior to their removal and/or disassembly.
2. During removal of various tubes or engine parts, inspect them for indications of scoring, burning or other
undesirable conditions. To facilitate re-installation, observe the location of each part during removal. Tag
any unserviceable part and/or units for investigation and possible repair.
3. Extreme care must be taken to prevent foreign matter (such as lockwire, washers, nuts, dirt, dust, etc.)
from entering the engine. This precaution applies whenever work is done on the engine, either on or off
the aircraft. Suitable protective caps, plugs, and covers must be used to protect all openings as they are
exposed.
NOTE: Dust caps used to protect open lines must always be installed OVER the tube ends and NOT IN
the tube ends. Flow through the lines may be blocked if lines are inadvertently installed with
dust caps in the tube ends.
4. Should any items be dropped into the engine, the assembly process must stop and the item must be
removed, even though this may require considerable time and labor. Ensure that all parts are thoroughly
clean before assembling.
5. Never re-use any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire and cotter pins
must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be installed so
the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin
back over the stud or bolt and the other end down flat against the nut. Use only corrosion-resistant steel
lockwire and/or cotter pins. Bushing plugs shall be lockwired to the assembly base or case. Do not
lockwire the plug to the bushing.
6. All gaskets, packings and rubber parts must be replaced with new items of the same type at re-
assembly. Ensure the new non-metallic parts being installed show no sign of having deteriorated in
storage.
7. When installing engine parts which require the use of a hammer to facilitate assembly or installation, use
only a plastic or rawhide hammer.
CAUTION: ENSURE THAT ANTI-SEIZE COMPOUNDS ARE APPLIED IN THIN EVEN COATS, AND
THAT EXCESS COMPOUND IS COMPLETELY REMOVED (TO AVOID CONTAMINATION
OF ADJACENT PARTS).
8. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the engine and
have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in either
paste or powdered form, mixed with engine oil or grease, may be used.
9. Temporary marking methods are those markings which will ensure identification during ordinary
handling, storage, and final assembly of parts.
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CHAPTER
71
POWER PLANT
7C9
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7C10
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CHAPTER 71
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CHAPTER 71 - POWER PLANT
TABLE OF CONTENTS
GENERAL 71-00-00 1 7C15

Description 1 7C15
Engine 6 7C20
Removal 6 7C20
Installation 8 7C22
COWLING 71-10-00 1 7D3

Removal 1 7D3
Cleaning, Inspection, and Repair 1 7D3
Installation 1 7D3
MOUNTS 71-20-00 1 7D5

Engine Mount Corrosion Inspection, Immersion in Water 2 7D6

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PAGE 2
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GENERAL

PUBLICATIONS.)
1. Description
A. Piper 6X (S/N’s 3232001 & up)
This airplane is powered by a 300 horsepower Lycoming engine, Model IO-540-K1G5. The engine
is furnished with a starter, a 90 ampere 28-volt alternator, a voltage regulator, a shielded ignition
system, two vacuum pump drives, both engine-driven and electric fuel pumps, a fuel injector and a
dry paper element induction air filter. In the event of air stoppage through the filter, an alternate air
source can be opened manually by the use of a lever in the cockpit.
The exhaust system consists of two individual mufflers, one on each side of the engine. The left
side cylinders feed into a muffler on the left side of the engine and the right side cylinders feed into
a muffler on the right side of the engine. A heat shroud encircles each muffler to provide heat for
both the cabin and defrosting.
The engine is provided with a constant speed propeller controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures.
B. Piper 6XT (S/N’s 3255001 & up)
This airplane is powered by a 300 horsepower turbocharged Lycoming engine, Model TIO-540-
AH1A. The engine is furnished with a starter, a 90 ampere 28-volt alternator, a voltage regulator, a
shielded ignition system, two vacuum pump drives, both engine-driven and electric fuel pumps, a
fuel injector and a dry paper element induction air filter. In the event of air stoppage through the
filter, an alternate air source can be opened manually by the use of a lever in the cockpit.
Exhaust from the left cylinders is collected into a single pipe and routed through a heat shroud
above the induction air filter to provide heat for both the cabin and defrosting. The left side exhaust
joins the right side above the turbocharger installation. Exhaust is then alternately routed through
the turbocharger or the wastegate and out a single tailpipe on the right side.
The engine is provided with a constant speed propeller controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures.
2. Troubleshooting
WARNING: GROUND THE MAGNETO PRIMARY CIRCUIT BEFORE PERFORMING ANY CHECKS
OF THE ENGINE.
Troubles peculiar to the power plant are listed in Chart 1 along with their probable causes and suggested
remedies.
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TROUBLESHOOTING ENGINE
Failure of engine to start. Lack of fuel. Check fuel system for
leaks.
Fill Fuel tank.
Clean dirty lines, strainers
or fuel valves.
Check fuel selector valve
for proper tank.
Check fuel pressure with
electric boost pump ON.
Check mixture control knob
for full rich.
Overpriming Open throttle and “unload”
engine by engaging starter.
Mixture in idle cut-off.
Incorrect throttle setting. Open throttle to one-eighth
of its range.
Defective spark plugs. Clean and adjust, or
replace spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of Clean points. Check
magneto breaker. internal timing of magnetos.
Lack of sufficient fuel Disconnect fuel line at fuel
flow. injector and check fuel flow.
Water in fuel injector. Drain fuel injector and fuel
lines.
Internal failure. Check oil screens for metal
particles. If found, complete
overhaul of engine may be
indicated.
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Failure of engine to idle Incorrect idle mixture. Adjust mixture.
properly.
Leak in the induction system. Tighten all connections in
the induction system.
Replace any parts that are
defective.
Incorrect idle adjustment. Adjust throttle stop to
obtain correct idle.
Uneven cylinder compression. Check condition of piston
rings and valve seats.
Faulty ignition system. Check entire ignition
system.
Insufficient fuel pressure. Adjust fuel pressure.
Lower power and uneven Mixture too rich; indicated by Readjustment of fuel
running. sluggish engine operation, injector by authorized
red exhaust flame at night. personnel is indicated.
Extreme cases indicated by
black smoke from exhaust.
Mixture too lean; indicated by Check fuel lines for dirt or
overheating or backfiring. other restrictions. Check
fuel injection nozzles.
Leaks in induction system. Tighten all connections in
the induction system.
defective.
Defective spark plugs. Clean and gap, or replace
spark plugs.
Improper fuel. Drain and refill tank with
recommended fuel.
Magneto breaker points not Clean points. Check
working properly. internal timing of magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connectors on
connectors. spark plug wire.
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Failure of engine to develop Leak in the induction Tighten all connections in
full power. system. the induction system.
defective.
Throttle lever out of Adjust throttle lever.
adjustment.
Improper fuel flow. Check strainer, gauge, and
flow at fuel injector inlet.
Restriction in air scoop. Examine air scoop and
remove restrictions.
Improper fuel. Drain and refill tank with
recommended fuel.
Faulty ignition. Tighten all connections.
Check system with tester.
Check ignition timing.
Rough engine. Cracked engine mount. Replace or repair mount.
Defective mounting bushings. Install new mounting
bushings.
Uneven compression. Check compression.
Low oil pressure. Insufficient oil. Fill sump with
recommended oil.
Air lock or dirt in relief Remove and clean oil
valve. pressure relief valve.
Leak in suction line or Check gasket between
pressure line. accessory housing and
crankcase.
Dirty oil strainers. Remove and clean oil
strainers.
Defective pressure gauge. Replace gauge.
Stoppage in oil pump Check line for obstruction.
intake passage.
Clean suction strainer.
High oil temperature. See “High Oil Temperature”
in “Trouble” column.
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High Oil Temperature. Insufficient air cooling. Check air inlet and outlet
for deformation or
obstruction.
Insufficient oil supply. Fill oil sump to proper level
with specified oil.
Low grade of oil. Replace with oil conforming
to specifications.
Clogged oil lines or Remove and clean oil
strainers. strainers.
Excessive blow-by. Usually caused by worn or
stuck rings.
Failing or failed bearing. Examine sump for metal
particles. If found, overhaul
of engine is indicated.
Defective temperature gauge. Replace gauge.
Excessive oil consumption. Low grade of oil. Fill tank with oil conforming
to specifications.
Failing or failed bearings. Check sump for metal
particles.
Worn piston rings. Install new rings.
Incorrect installation of Correctly install new rings.
piston rings.
Failure of rings to seat Use mineral base oil. Climb
(new nitrided cylinders). to cruise altitude at full
power and operate at 75%
cruise power setting with
high oil temperature until oil
consumption stabilizes.
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3. Engine (Refer to Figure 1.)

A. Removal
(1) Turn off all electrical switches in the cockpit and then disconnect the battery ground wire at the
battery.
(2) Ascertain that the fuel selector lever is in the “OFF” position.
(3) Remove the cowling and propeller. (See 71-10-00 and 61-10-00.)
NOTE: Tag hoses, lines and wires at separation to facilitate reinstallation. Open fuel, oil,
vacuum lines and fittings should be covered to prevent contamination.
(4) Disconnect the following electrical systems/components:
(a) starter positive and ground leads.
(b) alternator leads and the cable attachment clamps.
(c) magneto “P” leads at the magnetos.
(d) tachometer magnetic sensor lead at the left magneto.
(e) oil temperature, cylinder head temperature (CHT), and exhaust gas temperature (EGT)
(6X) or turbine inlet temperature (TIT) (6XT) leads.
(5) Disconnect the following mechanical systems/components:
(a) governor control cable at the governor and cable attachment clamps.
(b) throttle and mixture cables at the injector. (The injector may be removed if desired.)
(c) induction air intake duct hose.
(d) cooling ducts to vacuum pump and fuel pump shroud.
(e) in 6XT only, the injector intake ducting and associated lines.
(6) Disconnect the following environmental systems/components:
(a) heater and defroster hoses.
(b) air conditioning compressor lines (if installed).
(7) The following engine lines should also be disconnected:
(a) fuel pump supply line at the left side of the pump. Disconnect pump vent line.
(b) both lines from each oil cooler at the coolers.
(c) engine vent tube at the engine.
(d) Untie the ignition harness hoses and lines at the aft of the engine.
(e) vacuum pump lines at pumps and remove the fittings from pumps.
(f) oil pressure line at the engine.
(g) deck pressure and fuel flow lines.
(h) manifold pressure line.
(i) injector line at the flow divider.
(8) Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the
engine mounts.
CAUTION: PLACE A TAIL STAND UNDER THE TAIL OF THE AIRPLANE BEFORE
REMOVING THE ENGINE.
(9) Check the engine for any attachments remaining to obstruct its removal.
(10) Drain the engine oil, if desired, and then close drain.
(11) Remove the four engine mount assemblies and swing the engine free, being careful not to
damage any attaching parts.
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Engine Installation
Figure 1
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B. Installation
(1) Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
(2) Insert an engine mount bolt, with washer against head, in the engine mount and slide half of
the mount assembly on the bolt. (Refer to 71-20-00, Figure 1 for proper shock mount
assembly.) Repeat this procedure for the other three attachment parts.
NOTE: Shock mount Part No. J-7763-1 sandwich must be positioned on the compression side
of the engine lugs, with the upper mounts on the forward side, and the lower mounts
on the aft side. The part number is stamped on the metal face of the mount.
(3) Position the mounting lugs of the engine so that they align with the engine mount attaching
points, then move the engine rearward onto the mounts.
(4) Slide onto each mounting bolt a spacer and the forward half of the mount. Install washers and
nut, and torque the nuts of the bolts to 550 to 600 inch-pounds.
(5) Turn off all electrical switches in the cockpit and, if not already done, disconnect the battery
ground wire at the battery.
(6) Ascertain that the fuel selector lever is in the “OFF” position.
(7) Connect the following engine lines:
(a) fuel pump supply line, at the left side of the pump, and pump vent line.
(b) both lines from each oil cooler at the coolers.
(c) engine vent tube at the engine.
(d) resecure the ignition harness hoses and lines at the aft of the engine.
(e) reinstall the fittings on the pumps and connect the vacuum pump lines at pumps.
(f) oil pressure line at the engine.
(g) deck pressure and fuel flow lines.
(h) manifold pressure line.
(i) injector line at the flow divider.
(8) Connect the following environmental systems/components:
(a) heater and defroster hoses.
(b) air conditioning compressor lines (if installed).
(9) Connect the following mechanical systems/components:
(a) governor control cable at the governor and cable attachment clamps.
(b) throttle and mixture cables at the injector. (Reinstall the injector if previously removed.)
(c) induction air intake duct hose.
(d) cooling ducts to vacuum pump and fuel pump shroud.
(e) in 6XT only, the injector intake ducting and associated lines.
(10) Connect the following electrical systems/components:
(a) starter positive and ground leads.
(b) alternator leads and the cable attachment clamps.
(c) magneto “P” leads at the magnetos.
(d) tachometer magnetic sensor lead at the left magneto.
(e) oil temperature, cylinder head temperature (CHT), and exhaust gas temperature (EGT)
(6X) or turbine inlet temperature (TIT) (6XT) leads.
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MAINTENANCE MANUAL
(11) Secure the ignition harness, lines, and any hoses, wires, etc. that may be loose.
(12) Check the engine for any additional components/systems still disconnected.
(13) Fill engine oil, if previously drained.
(14) Install cowling and propeller. (See 71-10-00 and 61-10-00.)
NOTE: To avoid possible high speed bearing failure resulting from lack of lubrication
during initial starts after engine installation, refer to the latest revision of Lycoming
Service Instruction No. 1241 for instructions on Pre-Oiling engines.
(15) Reconnect the battery ground wire at the battery.
(16) Perform an engine operation check.
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COWLING
1. Removal
A. Release quarter-turn fasteners (5 on each side, 2 on top aft).
B. Remove machine screws from around cooling intakes (2 each side).
C. Pull slightly aft and then up, and remove upper cowling.
D. Remove the screws securing plate behind the nose gear and remove plate.
E. Loosen hose clamps securing landing light to nose gear and rotate landing light assembly 180°.
F. Remove the screws securing the bottom cowling aft end to the fuselage firewall flange.
G. In 6XT only: remove screws (12) from around the induction air intake grill and remove grill.
H. In 6X only: remove screws securing induction air filter housing to lower cowling (8 places) and
disengage housing from NACA duct.
I. Remove clamps securing fresh air inlet hose.
J. Remove clamps securing alternator cooling air hose.
K. Remove bottom cowling.
2. Cleaning, Inspection and Repair
A. Clean cowling with a suitable cleaning solvent and wipe dry with a clean cloth.
B. Inspect cowling for dents, cracks, loose rivets, elongated holes and damaged or missing fasteners.
C. Repair all defects to prevent further damage.
3. Installation
A. Position the bottom cowling in place.
B. In 6X only: engage filter housing to NACA duct.
C. Secure bottom cowling with screws along the sides and firewall flange.
D. Rotate landing light assembly to its operating position (i.e. - aimed forward) and tighten hose
clamps.
E. Position plate behind nose gear and secure with screws.
F. In 6XT only: replace the induction air intake grill and reinstall and secure screws (12).
G. In 6X only: secure lower cowling assembly to induction air filter housing with screws (8).
H. Install hose and secure clamp for fresh air inlet.
I. Install hose and secure clamp for alternator cooling air.
J. Install the upper cowling.
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PAGE 2
Aug 15/07 71-10-00 7D4
MAINTENANCE MANUAL
MOUNTS
Engine Shock Mounts

Figure 1
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Engine Mount Corrosion Inspection, Immersion in Water

The following guidance is general in nature and should be applied or varied to fit the individual situation
based on water level during immersion, length of time immersed, length of time since exposure, etc.
Proceed as follows:
A. Inspection
(1) Level the aircraft in accordance with 8-20-00.
(2) In the two lower tubes as indicated in Figure 2; drill a 3/16 inch hole in each tube, at the
approximate mid-point.
(3) Visually inspect the interior surface of each tube through the 3/16 inch hole for evidence of
internal corrosion.
(4) Should evidence of corrosion be detected in step (3), above, replace the engine mount. If no
corrosion is detected, proceed with corrosion prevention, paragraph B, below.
B. Corrosion Prevention
If no evidence of corrosion is detected in step (3), above, proceed as follows:
(1) Place a drip pan below the inspection holes in each engine mount tube.
(2) Insert a plastic tube thru each inspection hole and feed it up to the high point of the engine
mount tube.
(3) Using a syringe inserted into the end of the plastic tube, pump linseed oil into the upper end of
the engine mount tube while rotating the syringe/plastic tube assembly to assure maximum
coverage. Continue pumping until the lower end of the engine mount tube is filled with linseed
oil to the level of the inspection hole.
(4) Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert it in the
opposite direction, feeding it to the lower end of the engine mount tube.
(5) Suck excess linseed oil out of the engine mount tube with the syringe/plastic tube assembly.
(6) When linseed oil can no longer be picked up by the syringe/plastic tube assembly, remove it
and allow the engine mount tube to drain into drip pans for approximately two hours.
(7) Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection hole, one at
a time.
(8) Insure that roughly the same amount of linseed oil that was pumped in is retrieved in the drip
pans.
(9) Apply a liberal coating of an approved fuel tank sealant (see List of Consumables, 91-00-00) to
each inspection hole and seal the hole with an appropriate blind rivet. After installing the rivet,
apply a liberal coating of the approved fuel tank sealant over the head of the rivet.
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Aug 15/07 71-20-00 7D6
MAINTENANCE MANUAL
Engine Mount Installation

Figure 2
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CHAPTER
73
ENGINE FUEL
AND CONTROL
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CHAPTER 73 - ENGINE FUEL AND CONTROL
TABLE OF CONTENTS
DISTRIBUTION 73-10-00 1 7D17

Fuel Injector Maintenance 1 7D17
Fuel Nozzles (Air Bleed) 1 7D17
Removal 1 7D17
Installation 2 7D18
Cleaning and Inspection 2 7D18
CONTROLLING 73-20-00 1 7D23

Idle Speed and Mixture Adjustment 1 7D23
Full Power Performance 2 7D24

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DISTRIBUTION
1. Fuel Injector Maintenance (Refer to Figures 2 and 3.)

In general, little attention is required between injector overhauls. However, it is recommended that the
following items be checked during periodic inspection of the engine:
A. Check tightness and lock of all nuts and screws which fasten the injector to the engine, torquing all
nuts to 135-150 inch-pounds.
B. Seat the pal type locknuts and finger tighten them against the plain nuts. After this has been done
tighten the locknuts an additional 1/3 to 1/2 turn.
C. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain adjacent to the air
bleed nozzles is not cause for concern.
D. Check throttle and mixture control rod ends and levers for tightness and lock.
E. Remove and clean the injector inlet strainer at the first 25 hours of operation and each 50 hour
inspection thereafter. Check the screen for distortion or openings in the strainer. Replace for either
of these conditions. Clean screen assembly in solvent and dry with compressed air. Damaged
strainer O-rings should be replaced. To install the screen assembly, place the gasket on the screen
assembly and install the assembly in the throttle body and tighten to 35-40 inch-pounds torque.
2. Fuel Nozzles (Air Bleed) (Refer to Figure 1.)
A. Removal
CAUTION: THE FUEL NOZZLES MUST BE CAREFULLY REMOVED, OR THE CYLINDERS MAY
BE DAMAGED.
(1) Remove the lower engine cowl.
(2) Disconnect the fuel line from the nozzle.
(3) Carefully remove the nozzle, using the correct size deep socket.
(4) Clean and inspect the nozzle as given in the next paragraph.
Fuel - Air Bleed Nozzles

Figure 1
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B. Installation
CAUTION: WHEN INSTALLING THE FUEL NOZZLES, BE CAREFUL AS YOU APPROACH THE
CYLINDERS TO AVOID DAMAGING THE CYLINDERS AND FUEL NOZZLES.
(1) Installation and torque procedures for the fuel nozzles are per Lycoming Service Instruction
No. 1275, rev. B or latest revision.
(2) Carefully install the nozzle, using the correct size deep socket.
(3) Connect the fuel line to the nozzle.
(4) Install the lower engine cowl.
C. Cleaning and Inspection
(1) Clean the nozzle with acetone or equivalent and blow out all foreign particles with compressed
air in the direction opposite that of fuel flow. Do not use wire or other hard objects to clean
orifices. Refer to Lycoming Service Instruction No. 1275, latest revision.
(2) Inspect the nozzle and cylinder threads for nicks, stripping or cross-threading.
(3) Inspect for battered or rounded hexagons.
(4) A test procedure for air bleed nozzles is described in Lycoming Service Instruction No. 1275,
rev. B or latest revision.
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Aug 15/07 73-10-00 7D18
MAINTENANCE MANUAL
RSA Fuel Injection System - Functional Schematic

Figure 2
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Fuel Injector
Figure 3
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Aug 15/07 73-10-00 7D22
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CONTROLLING
1. Idle Speed and Mixture Adjustment

A. Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
B. Check magnetos. If the “mag-drop” is normal, proceed with idle adjustment.
C. Set throttle stop screw so that the engine idles at 700 RPM ( ± 50 RPM ). If the RPM changes
appreciably after making the mixture adjustment during the succeeding steps, readjust the idle
speed to the desired RPM.
D. When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,
steady pull toward the “Idle Cut-Off” position and observe the tachometer for any change during the
leaning process. Caution must be exercised to return the mixture control to the “Full Rich” position
before the RPM can drop to a point where the engine cuts out. An increase of more than 10 RPM
while “leaning out” indicates an excessively rich idle mixture. An immediate decrease in RPM (if not
preceded by a momentary increase) indicates the idle mixture is too lean.
E. If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction, and check this new position by repeating the
above procedure. Make additional adjustments as necessary until a check results in a momentary
pick-up of approximately 5 (never more than 10) RPM. Each time the adjustment is changed, the
engine should be run up to 2000 RPM to clear the engine before proceeding with the RPM check.
Make final adjustment of the idle speed adjustment to obtain the desired idling RPM with closed
throttle. The above method aims at a setting that will obtain maximum RPM with minimum
manifold pressure. In case the setting does not remain stable, check the idle linkage; any
looseness in this linkage would cause erratic idling. In all cases, allowance should be made for the
effect of weather conditions and field altitude upon idling adjustment.
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2. Full Power Performance (6XT S/N’s 3255001 and up) (PIR-PPS50026-7, Rev. New.)
In the Piper 6XT only, check and adjust full power performance:
A. With the aircraft pointed in the direction of the prevailing wind, run engine at 1500 to 1800 rpm until
the oil temperature is 160°F to 180°F.
B. With the propeller control set to 2500 rpm (using a digital handheld tachometer) and fuel flow set
between 33.2 and 37.3 gallons per hour, set the manifold pressure with the throttle in the full
forward position to the value shown in Chart 1 (+0, -0.5 IN. HG.) by adjusting the screw on the end
of the sloped controller (which is accessible thru the Nose Gear opening).
NOTE: Turning the adjustment screw in the clockwise direction will increase manifold pressure and
in the counter-clockwise direction will decrease manifold pressure. A slight turn of the
adjusting screw will result in a noticeable change in manifold pressure.
C. Set up the propeller governor as follows: with the manifold pressure set to 38 inches and the
propeller control in the full forward position, adjust the stop screw on the governor, and associated
rod end if necessary, to obtain 2500 rpm (+0, -25 rpm).
CHART 1
MANIFOLD PRESSURE VS OIL TEMPERATURE
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CHAPTER
74
IGNITION
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CHAPTER 74 - IGNITION
TABLE OF CONTENTS
ELECTRICAL POWER SUPPLY 74-10-00 1 7E9

Ignition System 1 7E9
Description 1 7E9
Replacement Magnetos 1 7E9
Overhaul 1 7E9
Magnetos 3 7E11
100 Hour Inspection 3 7E11
Removal 5 7E13
500 Hour Inspection and Cleaning 5 7E13
Disassembly 8 7E16
Assembly 12 7E20
Testing 17 7F1
Installation 18 7F2
DISTRIBUTION 74-20-00 1 7F5

Ignition Harness 1 7F5
Inspection 1 7F5
Removal 1 7F5
Disassembly 1 7F5
Assembly 4 7F8
Installation 6 7F10
Spark Plugs 7 7F11
Removal 7 7F11
Inspection and Cleaning 8 7F12
Installation 8 7F12
SWITCHING 74-30-00 1 7F15

Magneto and Starter Switches 1 7F15
Removal and Installation 1 7F15

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MAINTENANCE MANUAL
ELECTRICAL POWER SUPPLY
1. Ignition System
PUBLICATIONS.)
A. Description
Ignition of the fuel charge in each cylinder is accomplished by two spark plugs independently
excited by one of two Slick 6300 series magnetos. Each magneto separately generates, times and
distributes high tension (voltage) through leads to each cylinder. In 6XT S/N’s 3255001 & up only,
both magnetos are pressurized by turbo compressor bleed air to improve magneto efficiency at
altitude.
The magnetos are controlled by two switches in the overhead switch panel. With its switch OFF, the
magneto is grounded and will not produce spark. The right magneto fires all the lower spark plugs.
The left magneto fires all the upper spark plugs.
The right magneto is standard and the left magneto is an impulse-coupled type installed to retard
magneto ignition timing (see lag angle on magneto dataplate) and provide spark for engine starting.
As the engine is cranked, a spring in the impulse coupling is wound. When the engine crankshaft
reaches the proper position for starting, the spring in the impulse coupling is released to spin the
rotating magnet and produce the spark required to fire the engine. After the engine starts, the
impulse coupling flyweights disengage the coupling due to centrifugal action. The coupling then acts
as a straight drive and the magneto fires at the normal firing position of the engine.
NOTE: Check the magneto data plate to verify the specific model number and series of the
magneto being worked on.
B. Troubleshooting
See Chart 1.
C. Replacement Magnetos
An alternative to overhaul is complete magneto replacement with a new Slick magneto. New Slick
magnetos incorporate all the latest design features and may be a cost effective alternative to
overhaul.
D. Overhaul
Overhaul is required as conditions indicate, but in no case may Slick 6300 series magnetos time-in-
service exceed the TBO for the engine. Magnetos must also be overhauled after a lightning strike or
following a sudden engine stoppage.
Information provided in this section is intended to support magneto removal, cleaning, inspection,
replacement and timing. For magneto overhaul procedures, see Slick’s F-1100 Master Service
Manual available from:
Slick Aircraft Products
(See Introduction, Supplementary Publications, Vendor Publications, Magnetos.)
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CHART 1
TROUBLESHOOTING MAGNETOS
Failure of engine to start. Defective spark plugs. Clean and adjust or replace
spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of Check points. Check
magneto breaker. internal timing of magnetos.
Failure of engine to idle Faulty ignition system. Check entire ignition
properly. system.
Low power and uneven Defective spark plugs. Clean and gap or replace
running. spark plugs.
Magneto breaker points not Clean points. Check
working properly. internal timing of magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connectors on
connectors. spark plug wire.
Failure of engine to develop Faulty ignition. Tighten all connections.
full power.
Check system with tester.
Check ignition timing.
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MAINTENANCE MANUAL
2. Magnetos
A. 100 Hour Inspection
Every 100 hours or at annual inspection, whichever comes first, perform the following checks.
WARNING: BE SURE IGNITION SWITCH IS IN THE “OFF” POSITION AND THE
CONDENSER P-LEAD IS GROUNDED.
(1) Adjust timing to engine. (See Figure 1.)
(a) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in
the full-advance firing position.
1 Cover spark plug hole of number one cylinder with thumb. Rotate crankshaft until
pressure is felt on thumb.
2 Rotate crankshaft slowly until the advance timing mark on the starter ring gear is in
alignment with the small hole located at the two (2) o’clock position on the front face
of the starter housing. When the 20° mark on the gear is aligned with the small hole,
number one piston is at 20° BTC.
NOTE: Verify correct engine timing for the airplane being worked on by checking the
engine dataplate.
(b) Scribe a reference mark on the magneto mounting flange and engine accessory case.
(c) Loosen the magneto mounting bolts, and connect a standard timing light between engine
ground and the magneto condenser terminal.
Engine Timing Marks (Typical)

Figure 1
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WARNING: DO NOT ROTATE PROPELLER WHEN IGNITION SWITCH IS IN THE “ON”

POSITION. THE MAGNETOS WILL FIRE THE SPARK PLUGS IF THE
PROPELLER IS ROTATED - FATAL INJURY IS POSSIBLE.
(d) Turn ignition switch ON.
(e) Rotate the magneto, in its mounting, in the direction of normal operating rotation until the
timing light indicates the contact breaker points are open.
(f) Slowly rotate the magneto opposite normal rotation of the magneto on the engine
mounting until the timing light (or audible signal) goes out.
(g) Measure the distance from the reference mark previously scribed on the accessory case
and the corresponding reference mark on the magneto. If this measurement is more than
1/8 inch, remove the magneto (paragraph B) and inspect/adjust the contact breaker points
per paragraphs C (4) & (5) and E (9) & (10), respectively. A 1/8 inch change corresponds
to an approximate 5° change in internal magneto timing.
(h) Secure the magneto in this position, alternately tightening the magneto mounting clamps -
first to 8 ft-lbs. and finally to 17 ft-lbs. of torque.
(i) Turn ignition switch OFF.
(2) Inspect harness. See Section 74-20-00.
(3) In 6X S/N’s 3232001 & up only (i.e. - non-pressurized magnetos), inspect vent holes. Ensure
vent holes are clean and clear of any obstruction.
(4) Inspect P-lead attachment. The P-lead connects the magneto primary circuit to the ignition
switch. If the P-lead is disconnected, the magneto will be “HOT” and will fire the spark plug if
the propeller is rotated. Verify that the P-lead is attached to the condenser stud. Torque to 13 to
15 in-lbs.
(5) In 6XT S/N’s 3255001 & up only (i.e. - pressurized magnetos):
(a) Inspect and clean inlet nozzle. Yellow or white particles or any oily film indicates moisture
contamination and possible lack of pressurization. Inspect and repair pressurization
system.
(b) Inspect and clean orifice vent. Maximum orifice diameter is .025 inch.
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B. Removal
CAUTION: ASCERTAIN THAT THE PRIMARY CIRCUIT OF THE ENGINE IS GROUNDED
BEFORE WORKING ON THE ENGINE.
Before removing the magnetos, make sure the magneto switches are OFF.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED, WHEN THE GROUND LEAD IS
DISCONNECTED THE MAGNETO IS HOT. REMOVING THE HARNESS ASSEMBLY
FIRST AND INSTALLING THEM LAST, MINIMIZES THE DANGER OF STARTING
THE ENGINE ACCIDENTALLY WHEN THE GROUND LEAD IS REMOVED FROM
THE MAGNETO.
(1) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(2) Remove the harness cap from the magneto. Before doing this, place an index mark on the
harness cap and distributor housing to ensure proper alignment upon reassembly.
(3) Disconnect the P-lead and pressurization tube from magneto.
(4) Remove the nuts, washers and clamps, and remove the magnetos from the engine.
(5) Cover the magneto accessory opening with suitable material to prevent internal engine
contamination.
C. 500 Hour Inspection and Cleaning
Each 500 hours, remove magneto per paragraph B, above, and disassemble magneto, as
necessary, per procedures in paragraph D, below. Inspect and clean magneto as follows:
(1) Inspect ball bearing assembly by rotating rotor shaft. Shaft should rotate freely without binding
or sticking, but should not appear loose. If not, replace bearings.
(2) Inspect rotor for damage or worn keyway. Check rotor surfaces for wear.
(a) Inspect oil seal location on shaft.
(b) Assemble bearings and rotor per paragraph E (1) & (2), below.
(c) In the left magnetos only (i.e. - impulse
coupled), inspect magneto rotor shaft
at impulse coupling (see Figure 2). If
the heel of the pawl has struck the
shaft and caused the shaft to dimple in
excess of .006 inch per side, the rotor
shaft must be replaced.
(3) In the left magnetos only (i.e. - impulse
coupled), clean and inspect the impulse
coupling:
(a) Clean to bare metal to ensure a
reliable inspection. Use a suitable
degreasing solvent to remove all oil or
sludge buildups.
(b) Inspect impulse coupling shell and hub
for cracks, rust or corrosion. Replace
Rotor and Stop Pin
impulse coupling, if found.
Figure 2
(c) Inspect hub shaft and keyway for
defor mation or damage. Replace
impulse coupling, if found.
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MAINTENANCE MANUAL
(d) Inspect impulse coupling pawl latching

ends (see Figure 4). If rounded,
peened, or excessively worn, replace
impulse coupling.
NOTE: Stringers, inclusions, and
heat checks may appear on
the surfaces of impulse
coupling components. These
conditions are normal and, by
themselves, generally do not
require impulse coupling
replacement.
Impulse Coupling
(e) Inspect pawl retaining rivets. If loose Figure 3
or, if they show indications of
movement, replace impulse coupling.
(f) Measure the clearance between the
boss on the underside of each impulse
pawl and the pawl plate using a feeler
gauge. Position the latching end of the
impulse pawl over the pawl plate as
shown in Figure 4.
(g) Maximum clearance for pawls with one
boss is .150 inch (see Figure 5).
Maximum clearance for pawls with two
bosses is .150 inch for left-hand
rotation couplings and .140 inch for
right-hand rotation couplings. If the
feeler gauge passes between the full Impulse Coupling Pawls
width of the boss(es) and the pawl Figure 4
plate, replace the impulse coupling.
(4) In the left magnetos only (i.e. - impulse
coupled), reassemble and install the
impulse coupling:
(a) Lubricate the pawl assembly, hub and
spring with aircraft engine oil. Verify
that pawls move freely.
(b) Reassemble impulse coupling per
paragraph E (5), below.
(c) Inspect stop pin for looseness, cracks
or corrosion (see Figure 2). Replace
magneto frame, if found. Measuring Pawl Clearance
(d) Inspect stop pin for flat spots. These Figure 5
are a normal sign of wear and do not,
of themselves, mandate component
replacement. However, if the flat spots allow the impulse coupling pawls to slip past the
stop pin, then either or both the impulse coupling and the magneto frame must be
replaced.
(e) Install impulse coupling per paragraph E (6), below.
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Aug 15/07 74-10-00 7E14
MAINTENANCE MANUAL
(5) Inspect coil for visible radial cracks. Replace coil if cracks evident. Inspect coil for primary and
secondary circuit resistance and continuity, as follows: primary coil - .50 to 1.2 ohms;
secondary coil - 13,000 to 20,500 ohms. Replace, if required.
(6) Inspect primary contact points for signs of pitting and discoloration. If points are not discolored
and have a white, frosty surface around the edges, points are functioning properly and can be
reused. If points are blue (indicating excessive arcing) or pitted, they should be discarded.
Replace primary contact point assembly, condenser and cam.
(7) Clean and inspect condenser.
(a) If the external surfaces of the condenser are dirty, clean with light soapy water. Rinse
thoroughly with clear water and pat dry before reinstalling into the magneto housing.
(b) Using a magnifying lens, examine the glass bead end seals of the capacitor for broken
glass or for glass separation from the retaining steel rings. Replace, if required.
(c) Inspect the condenser for signs of corrosion. Replace, if required.
(d) Inspect the condenser P-lead stud for twisting or "pulled" condition. Replace, if required.
(e) Test the electrical properties of the condenser using appropriate calibrated test
equipment. Test for capacitance value with condenser charged to 400 volts DC. Service
limit: .35 microfarad + 10 percent. Test for resistance, measured between condenser lead
wire and condenser shell. Resistance should be greater than 10 megohms.
NOTE: No field repairs of any type to the condenser are approved.
(f) Install condenser per paragraph E (12), below.
(8) Clean and Inspect Distributor Block
CAUTION: DO NOT PUT CLEANER IN EITHER BRONZE OILITE BUSHING. THESE
BUSHINGS ARE IMPREGNATED AT THE FACTORY AND CLEANER WILL
DRAW THE LUBRICANT OUT OF THE BUSHING.
(a) Disassemble and clean the distributor block bearing bar. Use standard non-filming non-
conductive cleaner. Clean distributor gear with soapy water and rinse with clean water.
(b) Clean all surfaces free of dirt, oil, carbon dust and other contaminants using a cotton
swab or "Q-Tip".
(c) Inspect the distributor block for cracks or other physical damage. Replace, as required.
(d) Inspect the brass electrode posts for signs of physical wear. Replace block assembly, as
required, but note that during normal operation, the post will experience an electrical-
metal transfer with the distributor gear electrode.
(e) Inspect oilite bushing for gumming oil. The bushing should be free of contamination and
the gear should turn freely in the distributor block with no appreciable drag. If the bushing
is gummed, wipe the bushing with MEK and lubricate with one drop of Exxon Teresstic
100 or Slick P/N M-3306. No other oils should be placed in these bushings.
(f) Ensure the distributor block surfaces are free of all oil and carbon dust prior to
reassembly.
(g) Inspect distributor gear teeth for wear and general integrity. Replace block assembly as
required.
(h) Inspect the electrode finger for looseness. The electrode should be held securely to the
shaft when tested with light finger pressure. If loose, replace block and gear.
(i) Clean the end of the electrode to remove electrical deposits.
(j) Inspect bearing bar for cracks or other physical damage. Replace as required.
(k) Ensure the bearing bar is free of all and carbon dust prior to reassembly.
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MAINTENANCE MANUAL
(9) Inspect the carbon brush. Overall

length must be greater than 19/64
(.297) inch and the outside diameter
must be unifor m (see Figure 6).
Replace as required.
(10) Inspect the loading spring. Overall free
standing length should be greater than
19/32 (.594) inch. Springs that appear
worn, that have flat spots or are too Carbon Brush Assembly
short must be replaced. Figure 6
(11) In 6XT S/N’s 3255001 & up only (i.e. -
pressurized magnetos):
(a) Inspect and clean inlet nozzle. Yellow or white particles or any oily film indicates moisture
contamination and possible lack of pressurization. Inspect and repair pressurization
system.
(b) Inspect and clean orifice vent. Maximum orifice diameter is .025 inch.
(c) Inspect frame gasket for wear. Replace as required. Use only Slick replacement gaskets
as gasket contains a metal mesh to insure proper ground between magneto frame and
housing. Inspect screw gaskets for wear. Replace as required.
(d) Inspect harness cap O-ring for wear. Replace as required.
D. Disassembly (see Figures 7 and 8.)
NOTE: Use of the Slick T-100 Assembly and Timing Kit (Figure 7) is strongly recommended. The
tools contained in this kit will greatly facilitate magneto disassembly/assembly and help
prevent damage to parts.
(1) Remove impulse coupling:
CAUTION: THE SHELL OF THE IMPULSE COUPLING ASSEMBLY IS UNDER
CONSIDERABLE SPRING TENSION.
(a) Remove cotter pin, nut, washer and bushing; and drive gear, where applicable.
(b) Firmly holding the shell of the impulse coupling assembly, gently pull shell of impulse
coupling assembly out enough to clear the latching ears of the impulse hub assembly.
(c) Turn shell to release spring tension. Remove shell and attached impulse spring.
(d) Engage T-106 hub puller into grooves in the hub assembly. Tighten T-106 puller bolt to
remove impulse coupling hub assembly.
(2) Remove Woodruff key by prying key from rotor shaft using pliers.
(3) Remove distributor housing assembly
(a) Remove three long screws and single short screw from distributor housing.
(b) Separate distributor housing from magneto frame.
(c) Disconnect condenser lead from contact breaker assembly.
(4) Remove the distributor block assembly by removing two screws and remove distributor bearing
bar, distributor gear and distributor block from the housing.
(5) Remove condenser. When removing the condenser from the distributor housing, carefully
rotate the condenser wire counterclockwise in the same direction as the condenser to
eliminate twisting the condenser lead.
(6) Remove rotor gear by prying it out of the end of the rotor assembly using two flat-blade
screwdrivers.
(7) Remove contact breaker assembly - Impulse Coupled and Direct Drive Magnetos
PAGE 8
Aug 15/07 74-10-00 7E16
MAINTENANCE MANUAL
Slick T-100 Assembly and Timing Tool Kit

Figure 7
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Exploded View of 6300 Series Magneto

Figure 8
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Aug 15/07 74-10-00 7E18
MAINTENANCE MANUAL
(a) Disconnect coil lead wire from contact breaker assembly.

(b) Remove screws and washers from breaker assembly.
(c) Remove contact breaker assembly from bearing cap.
(d) Remove cam by prying straight up with a screwdriver blade.
(8) Remove rotor assembly
CAUTION: DO NOT ALLOW ROTOR TO COME INTO CONTACT WITH METAL CHIPS OR
FILINGS. ROTOR IS MAGNETIZED.
(a) Remove two screws and two bearing plate clamps.
(b) Press against the drive end of the rotor shaft and withdraw the rotor and bearing cap
assembly from the drive frame.
(9) Remove bearings from shaft and discard
CAUTION: DO NOT DISASSEMBLE BEARING CAP ASSEMBLY SLICK PART NUMBER
M-3485. THIS ASSEMBLY HOLDS A DOUBLE-SHIELDED BEARING CAPTIVE
IN THE BEARING CAP AND IS PRE-LUBRICATED AT THE FACTORY WITH
SPECIAL GREASE THAT TOLERATES THE OZONE RICH ENVIRONMENT
WITHIN THE MAGNETO.
(a) Place rotor on T-152 spacer with drive end down. Using T-125 assembly fixture, press
rotor shaft, removing bearing cap assembly.
(b) Reverse rotor shaft and insert T-121 bearing puller (both halves) between the drive end
bearing and the rotor magnet head.
(c) Place rotor and T-121 on T-152 spacer.
(d) Press rotor shaft and remove drive end bearing.
(10) Remove coil (See Figure 9.)
(a) Remove coil primar y ground
screw.
(b) Using coil wedge extractor T-122,
remove coil wedges and lift out
coil.
(11) Remove air vent/pressure vent plug
from magneto.
(12) Remove oil seal from magneto.
Coil Wedge Removal

Figure 9
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MAINTENANCE MANUAL
E. Assembly
NOTE: The following parts MUST BE REPLACED at engine overhaul (refer to Slick Service
Bulletin No. SB-2-80C). Condenser, drive end bearing, bearing cap assembly, impulse
coupling, coil, rotor gear, oil seal, contact point kit and distributor block and gear assembly.
Refer to Slick Part List for part numbers. At each 500 hour inspection replace parts that are
worn or damaged.
(1) Assemble new bearings onto shaft (see Figure 10.)
(a) Insert the base plate (T-117) and adapter plate bushing (T-119) into T-125 assembly
fixture.
(b) Place one drive-end bearing and one bearing cap assembly onto the rotor shaft.
(c) Insert the rotor shaft into the adapter plate bushing (threaded end down).
(d) Place the bearing assembly plug (T-101) onto the exposed end of the rotor shaft.
(e) Turn T-handle screw to seat the bearings against the bearing shoulders on the rotor shaft.
(f) Remove the rotor shaft, adapter bushing, adapter plate and bearing assembly plug from
T-125 assembly fixture.
(2) Install rotor shaft assembly (see Figure 10.)
(a) Place magneto frame in T-125 assembly fixture (flange down).
(b) Position rotor shaft assembly in the magneto frame.
(c) Insert rotor and frame assembly plug (T-102) into the T-handle.
Installing Bearings
Figure 10
PAGE 12
Aug 15/07 74-10-00 7E20
MAINTENANCE MANUAL
(d) Turn T-handle until the bearing

cap bottoms in the frame. Place
cap over end of rotorshaft first.
(e) Place T-151 cam and rotor set
onto the end of the rotor shaft
and turn T-handle until the shaft
bottoms in magneto frame.
(f) Install bearing clamps and the
hold-down screws.
(g) Torque screws to 20-24 in-lbs.
(3) Install oil seal (see Figure 11.)
(a) Lubricate oil seal with engine oil.
(b) Reverse the magneto on the
T-125 assembly fixture so the
flange is facing up.
(c) Insert the oil seal over the rotor
shaft.
(d) Press the oil seal flush into the
frame using the oil seal assembly
plug (T-103) and the T-handle
screw. Oil Seal Installation
(4) Install Woodruff Key by pressing Figure 11
Woodruff Key into the key slot of the
rotor shaft.
(5) In the left magnetos only (i.e. - impulse coupled), assemble impulse coupling:
(a) Assemble inner eye of the impulse spring into the grooves in the impulse hub.
(b) Set the impulse shell and untensioned impulse spring on the hub.
(c) Holding the shell in one hand and the pawls with the thumb and forefinger of the other
hand, pull the hub slowly, straight back, until its far enough to clear the projections on the
shell.
CAUTION: DO NOT WIND THE IMPULSE SPRING MORE THAN 1/4 TURN.
(d) Hold the shell stationary and rotate the hub to wind the impulse spring until the
projections on the other section of the pawl plate pass the projections on the shell.
(Approximately 1/4 revolution or 90 degrees.)
(e) Ensure the shell is seated squarely on the hub and turns freely.
(6) In the left magnetos only (i.e. - impulse coupled), install impulse coupling:
(a) Install impulse coupling assembly onto the rotor shaft and install impulse washer.
(b) Install coupling nut and torque to 120 to 320 in. lbs. to seat the coupling on the rotor shaft.
If cotter pin will not align with pin hole within the specified torque range, remove the nut
and lightly lap its bottom surface with emory cloth.
(c) Verify that the coupling is free by snapping it through 3 or 4 times.
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MAINTENANCE MANUAL
(7) Install coil

(a) Place the frame on the T-125 assembly fixture. Insert the coil into the frame, being sure
that it is back against the stops. Insert coil wedges between the bridge and the frame.
(b) Drive the two wedges tight, using a hammer and flat punch. Attach the ground wire coil
(either black or white - depending on coil type) to the frame with a screw. Torque to 20 in-
lbs.
CAUTION: IF THE HIGH TENSION LEAD PROTRUDES ABOVE THE MAGNETO
FRAME, IT CAN MAKE DIRECT CONTACT WITH THE DISTRIBUTOR
GEAR AND CAUSE THE MAGNETO TO MALFUNCTION.
(c) Position the coil high tension lead flush to 1/32 (.031) inch below the parting surface of the
magneto frame.
(8) Install contact points - All magnetos
Attach contact point assembly on the bearing cap using appropriate screw.
(9) Install rotor cam
(a) Install cam using a light hammer and T-151 cam and rotor set.
(b) Drive the cam until it bottoms in the rotor cam slot.
(10) Time the magneto internally - Set primary points - All magnetos
(a) Place the magneto on the T-125 assembly fixture, flange down, with the T-509 timing base
adapter removed.
(b) In the right magnetos only (i.e. - non-impulse coupled), install the T-123 timing plug on the
rotor shaft before placing the magneto on the T-125 assembly fixture.
(c) Looking directly down on the magneto, align the magneto so that the coil is oriented in the
12 o'clock position.
Magneto Internal Timing

Figure 12
PAGE 14
Aug 15/07 74-10-00 7E22
MAINTENANCE MANUAL
(d) Insert T-150 "E" Gap Gauge between the pole laminations in the rotor shaft and the pole
laminations in the frame. Read the magneto data plate for magneto rotation.
1 For old style rotor (i.e. - no slots on the magnet head), insert flat end of T-150 "E"
Gap Gauge. Insert the "E" Gap Gauge against the right lamination for right-hand
rotation magnetos and against the left laminations for left-hand rotation magneto.
2 For new style rotors (with slots on magnet head), insert notched end of T-150 "E"
Gap Gauge. Locate the appropriate "L" or "R" timing slot on the rotor magnet head
and insert the notched end of the "E" gap gauge. Use the "L" slot for left-hand
rotation magnetos and the "R" slot for right-hand rotation magnetos.
(e) Rotate the magneto frame on the T-125 assembly fixture until the T-150 "E" Gap Gauge
rests against the pole lamination in the magneto frame. Rotate the magneto frame
clockwise for left-hand rotation magnetos and counterclockwise for right-hand rotation
magnetos. The magneto rotor shaft is now in "E" Gap position.
(f) Using a timing light (see Figure 12), adjust the contact points to be just opening when the
frame is against the T-150 gauge. This will provide a point gap opening of .008-.012
inches.
(g) Secure the points in this position by tightening the screws. Torque adjusting screw to 18-
20 in-lbs. Torque the pivot screw to 15-18 in-lbs.
(h) Apply cam grease sparingly to each lobe of the cam.
(i) Attach coil lead wire to the vertical bronze male terminal of the primary point assembly.
(11) Assemble the condenser into the distributor housing, being sure to rotate the condenser wire
the same rotation as the condenser is tightened in the housing..
(12) Distributor gear assembly
(a) Install carbon brush into spring.
1 Insert small end of carbon brush tapered end of spring.
2 Turn carbon brush clockwise until shoulder of carbon brush seats spring.
(b) Install carbon brush assembly into distributor gear.
1 Insert the open end of the spring into open end of the distributor gear shaft.
2 Gently press the carbon brush and spring assembly into the shaft until the spring
seats on the bottom of the shaft. The top of the carbon brush should protrude from
the top of the shaft approximately 1/4 inch.
(13) Install distributor block
(a) Assemble the distributor gear in
the distributor block with the L&R
facing you.
(b) Assemble the bearing bar to the
distributor block as shown in
Figure 13.
(14) Install rotor gear onto end of rotor
shaft.
Bearing Bar Assembly

Figure 13
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MAINTENANCE MANUAL
(15) Align the "L" or "R" (depending on the

rotation of the magneto—look at data
plate) on the rotor gear so that it
points up, toward the high tension lead
of the coil. Secure rotor shaft to
prevent rotation during assembly.
Alignment of rotor gear is critical. (See
Figure 14.)
(16) Align the "L" or "R" hole in the
distributor gear with the "L" or "R" in
the distributor block. Use "L" for left-
hand rotation and "R" for right-hand
rotation magnetos.
Rotor Gear Alignment
Figure 14
CAUTION: DO NOT ROTATE MAGNETO ROTOR SHAFT WITH THE T-118 TIMING PIN
INSERTED IN THE DISTRIBUTOR BLOCK. IF ROTOR SHAFT IS ROTATED
WITH TIMING PIN INSERTED, THE MAGNETO MUST BE DISASSEMBLED
AND INSPECTED FOR DISTRIBUTOR BLOCK AND GEAR DAMAGE.
(17) Lock the distributor gear in place with the T-118 timing pin through the appropriate hole in the
block and gear. Then:
(a) Place distributor block spacers on magneto frame.
(b) Place distributor block on magneto frame. The distributor gear and rotor gear are properly
meshed when the index mark on the rotor gear aligns with the index mark on the
distributor block.
(c) Secure distributor block to frame with screws provided.
(18) Connect condenser wire
(a) Connect condenser wire to the remaining terminal of the contact assembly.
(b) Attach the terminal with the lead pointing left.
(19) In 6XT S/N’s 3255001 & up only (i.e. - pressurized magnetos), install the distributor housing
gasket.
(20) Insert the top boss of the distributor housing into its mating pilot on the magneto frame.
CAUTION: MAKE SURE THE CARBON BRUSH IS CONTAINED WITHIN THE
DISTRIBUTOR SHAFT DURING ASSEMBLY. IF THE CARBON BRUSH
CATCHES ON THE SIDE OF THE DISTRIBUTOR SHAFT, THE COIL STRAP
WILL BE BENT INTO THE WRONG POSITION DURING ASSEMBLY.
(21) Gently rotate the distributor housing onto the magneto frame.
(22) Secure the housing with three long screws and one short screw. Torque all four to 24 in-lbs.
(23) Remove T-118 timing pin.
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MAINTENANCE MANUAL
F. Testing
Complete Magneto Reassembly, above. Verify that the T-118 Timing Pin has been removed.
(1) Mount the magneto on a suitable test stand in the same relative position as installed on the
engine.
(2) Install a Slick High-Temperature Ignition Harness on the magneto and connect each output
lead to a 5mm spark gap.
CAUTION: DO NOT OPERATE THE MAGNETO UNLESS THE IGNITION HARNESS IS
INSTALLED AND THE OUTPUT LEADS ARE CONNECTED TO THE 5MM GAP.
(3) Impulse Coupling
(a) Rotate the test stand drive pulley in the same direction of rotation stated on the magneto
data plate.
(b) The impulse coupling should engage the stop pin in the magneto frame below
approximately 200 RPM. If the impulse coupling pawls slip past the stop pin or engage
intermittently, the impulse coupling is not operating properly.
(4) Coming-in Speed
(a) Determine the lowest speed at which the magneto can be turned and still spark all 5mm
gaps without missing.
(b) The test gap must fire consistently at 200 RPM on non-impulse coupled magnetos and
350 RPM on impulse coupled magnetos.
(5) Pressure Testing - In 6XT S/N’s 3255001 & up only (i.e. - pressurized magnetos)
After magneto reassembly, install a pressurized harness cap and apply 15 psi filtered air to the
inlet nozzle of the magneto (see Figure 15). Air flow at 15 psi is not to exceed 40 standard
cubic feet per hour (SCFH). If flow is excessive, reposition gaskets and retorque housing and
harness cap screws. Screws should be torqued to 21-25 in-lbs. for 6300 series magnetos.
Testing should be conducted with magneto at room temperature.
Pressurized Magneto Pressure Testing

Figure 15
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MAINTENANCE MANUAL
G. Installation
WARNING: BE SURE SWITCH IS IN OFF POSITION AND THE P LEAD IS GROUNDED.
When installing new or adjusting breaker points and before timing the magneto to the engine, it is
important that the internal timing of the magneto be correct. To find number one tower, the following
instructions should be performed:
NOTE: No need to spark out these magnetos.
(1) Insert the T - 118 timing pin in the L or R hole in the distributor block (depending on rotation of
the magneto).
(2) Turn rotor opposite the rotation of the magneto until the pin engages the gear.
(3) If the pin is binding and will not go in the hole in the gear, you have hit the pointer on the gear.
Pull the pin out, enough to continue opposite rotation until the pointer has passed, re-insert
pin.
(4) When the pin sticks through the hole in the gear about 1/4 inch, you are now ready to fire
number one cylinder.
(5) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(a) Cover spark plug hole of number one cylinder with thumb. Rotate crankshaft until
pressure is felt on thumb.
(b) Remove plug in front of number six cylinder. Rotate crankshaft slowly to observe timing
mark on alternator drive gear. When the mark on the gear (see Figure 1) is centered in
the viewing hole, number one piston is at 20° BTC.
NOTE: Verify correct engine timing for the airplane being worked on by checking the
engine dataplate.
(6) Place a new gasket on magneto flange. Install magneto carefully so drive coupling lugs mate
with slots of drive bushings. Install holding washers, lockwashers, and nuts.
NOTE: Do not tighten completely. Allow for turning magneto for final timing.
(7) After the magneto is installed on engine, remove the timing pin. The magneto is now ready to
be timed to the engine.
(8) Complete magneto to engine timing procedure listed under 100 Hour Inspection, above.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED, WHEN THE GROUND
LEAD IS DISCONNECTED THE MAGNETO IS HOT. REMOVING THE
HARNESS ASSEMBLY FIRST AND INSTALLING IT LAST, MINIMIZES THE
DANGER OF STARTING THE ENGINE ACCIDENTALLY WHEN THE GROUND
LEAD IS REMOVED FROM THE MAGNETO.
(9) Replace the harness cap onto the magneto. Align the index marks made on the harness cap
and distributor housing when removed.
(10) Connect the P-lead and pressurization tube to magneto. Connect the retard breaker lead to the
starting circuit to the left magneto.
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DISTRIBUTION
1. Ignition Harness
A. Inspection
(1) Check lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect spark plug sleeves for chafing or tears, and damage or
stripped threads on coupling nuts. Check compression spring is not broken or distorted.
Inspect grommet for tears. Check all mounting brackets and clamps to see that they are secure
and not cracked.
(2) Use an ohmmeter, buzzer, or other suitable low voltage device, and check each lead for
continuity. If continuity does not exist, wire is broken and must be replaced.
(3) For electrical test of harness assembly, use high voltage, direct current tester such as TAKK
model 86 or 86A or equivalent direct current high voltage tester capable of delivering test
potential of 10,000 volts. Connect ground lead to high voltage tester to outer shielding braid of
a single lead. Connect plug terminal. Turn tester ON and apply 10,000 volts. Insulation
resistance should be 100 megohms minimum. Check all other harness leads in same manner.
(4) Minor repair to harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves, or of one lead assembly, is done with harness assembly
mounted on engine. To replace more than one lead assembly or cable outlet plate, harness
should be removed from engine and sent to an overhaul shop.
B. Removal
(1) Disconnect clamps holding wires to engine and accessories.
(2) Loosen coupling nuts at spark plugs and remove insulators from spark plug barrel well. Do not
damage insulator spring when withdrawing insulator.
(3) Place a guard over harness insulators.
(4) Remove harness assembly terminal plate from magneto.
(5) Remove harness from airplane.
C. Disassembly
(1) To remove spring, Slick M-2929, from damaged lead, turn spring counterclockwise while
pulling gently. This will remove spring and M-1498 electrode screw from end of coiled
conductor.
(2) To separate spring and screw, hold electrode screw with pliers and turn spring clockwise until it
is through the threaded portion.
(3) Remove insulator sleeve from end of wire.
(4) To remove lead from M-1568 harness cap, use diagonals or cutting pliers and cut lead off
close to cap. Use drift or punch to tap ferrule loose from harness cap.
NOTE: Further service on Slick harnesses will require the use of Slick T-200 or M-1495
Service Tool Kit, obtained from:
Slick Aircraft Products
(See Introduction, Supplementary Publications, Vendor Publications, Magnetos.)
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Stripping Tool Inserting Stripping Tool

Figure 1 Figure 2
Cutting Insulation Removing Silicone Rubber from Wire

Figure 3 Figure 4
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Installation of Plug Endnut Flaring out the Shielding

Figure 5 Figure 6
Installation of Ferrule Driving Tool

Figure 7 Figure 8
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D. Assembly
NOTE: The 6X (S/N’s 3232001 & up) uses spark plugs with 5/8”-24 harness connectors while the
6XT (S/N’s 3255001 & up) uses spark plugs with 3/4”-20 harness connectors.
(1) Cut a piece of harness wire to length required. Do not stretch wire when measuring it.
(2) On magneto end, make a final mark one inch from wire end. Another mark must be made
0.9375 inch from spark plug end of wire.
(3) Flare out shielding, then without allowing any shielding to fold under, insert Slick T-112 or
M-1743 stripping tool under braided shielding. (Refer to Figure 1.)
(4) Make sure stripping tool is inserted past cutting mark, and cut shielding with a sharp knife
using a rolling motion. Remove shielding and stripping tool. Do not cut silicone insulation.
(Refer to Figure 2.)
(5) Cut exposed insulation 0.125 inch back from end and roll insulation clockwise to remove. Do
not use a pulling motion when removing insulation. Trim end of coiled conductor to make a
clear hole for inserting stud. (Refer to Figure 3.)
(6) Using T-111 or M-1742 pin vise, insert T-110 or M-1741 drill (#72 drill), drill out silicone rubber
from inside coiled conductor approximately 0.5 inch deep. (Refer to Figure 4.)
(7) On spark plug end of wire install M-1673 (6X only) / M-1462 (6XT only) nut followed by M-1671
(6X only) / M-1459 (6XT only) female taper hex ferrule. (Refer to Figure 5.)
(8) After installation of nut and ferrule, bend and rotate silicone insulation as per Figure 6 to flare
out shielding so drive ferrule can be inserted. Do not cut silicone insulation with sharp braiding
while wire is being rotated.
CAUTION: DO NOT REUSE THE M-1458 DRIVE FERRULE.
(9) On spark plug end of wire install M-1458 male tapered drive ferrule over silicone insulation and
under shielding to within 0.0625 inch from flange of ferrule. Make sure that shielding is away
from ferrule flange then slide ferrule M-1671 (6X only) /M-1459 (6XT only) over the M-1458
drive ferrule until tight. (Refer to Figure 7.)
(10) For spark plug end, mount M-1747 drive plate in a bench vise. Set hex ferrule in drive plate
slot. Drive M-1458 drive ferrule flush against the hex ferrule using the M-1744 drive tool. (Refer
to Figure 8.) Or, press into place using T-109 pressing tool.
(11) For magneto end of wire, insert wire through hole in M-1568 harness cap so shielding is
through hole as shown in Figure 9.
(12) Install an M-1458 male tapered drive ferrule over insulation and under shielding as in step 9,
then drive ferrule into M-1568 harness cap using M-1744 drive tool, similar to step 10. (Refer to
Figure 10.) Or, press into place using T-109 pressing tool.
(13) Clamp threaded end of M-1498 electrode screw in T-111 or M-1742 pin vise. Insert tapered pin
of electrode screw into center of coiled conductor by turning pin vise counterclockwise and
pushing at same time until screw is flush with insulation. This is done at both ends of the wire
assembly. (Refer to Figure 11.)
(14) On magneto end of wire, place M-3168 insulator sleeve over silicone insulation. On spark plug
end of wire, use M-1677 insulator sleeve (6X only) or K-3300 insulator sleeve and washer
(6XT only). (Refer to Figure 12.)
(15) Turn M-2929 spring clockwise on electrode screw three full turns until end is flush with first
large coil of spring. This applies to both ends of wire. (Refer to Figure 13.)
PAGE 4
Aug 15/07 74-20-00 7F8
MAINTENANCE MANUAL
Installation of Harness Cap Securing Wire in Harness Cap

Figure 9 Figure 10
Installation of Electrode Screw Installation of Insulator Screw

Figure 11 Figure 12
7F9 74-20-00 AugPAGE 5

15/07
MAINTENANCE MANUAL
E. Installation
(1) Before installing harness on magneto,
check mating surfaces for cleanliness.
(2) Place har ness ter minal plate on
magneto and tighten nuts around plate
alternately to seat cover squarely on
magneto.
NOTE: The left magneto is wired to fire
all top spark plugs in this
engine. The right magneto fires
all bottom plugs.
(3) Route ignition wires to their respective
cylinders.
(4) Clamp harness assembly in position and
replace engine baffle plate.
(5) Connect leads to spark plugs. Installation of Spring
Figure 13
PAGE 6
Aug 15/07 74-20-00 7F10
MAINTENANCE MANUAL
2. Spark Plugs (Refer to Figure 14.)

A. Removal
CAUTION: WHEN WITHDRAWING IGNITION CABLES LEAD CONNECTION FROM PLUG,
CAREFULLY PULL LEAD STRAIGHT OUT AND IN LINE WITH CENTER LINE OF
PLUG BARREL; OTHERWISE, A SIDE LOAD WILL BE APPLIED WHICH
FREQUENTLY RESULTS IN DAMAGE TO BARREL INSULATOR AND CONNECTOR.
A LEAD CANNOT BE REMOVED EASILY IN THIS MANNER, RESISTING CONTACT
BETWEEN NEOPRENE COLLAR AND BARREL INSULATOR WILL BE BROKEN BY
A ROTARY TWISTING OF COLLAR. AVOID UNDUE DISTORTION OF COLLAR AND
POSSIBLE SIDE LOADING OF BARREL INSULATOR.
(1) Loosen coupling nut on harness lead and remove terminal insulator from spark plug barrel
well.
CAUTION: DUE TO GREATER TORQUE VALUE REQUIREMENTS, TORQUE WRENCHES
SHOULD NOT BE USED TO REMOVE SPARK PLUG.
CAUTION: DO NOT ALLOW FOREIGN OBJECTS TO ENTER SPARK PLUG HOLE.

(2) Remove spark plug from engine.
(a) In the course of engine operation, carbon and other combustion products are deposited
on the end of spark plugs and will penetrate lower threads to some degree. As a result, a
greater torque is required for removing a plug than for installation. Torque limitations given
do not apply to plug removal, as sufficient torque must be used to unscrew plug.
(b) The higher torque required to remove plugs is not as detrimental as in installation, since it
cannot stretch the threaded section. It does, however, impose a shearing load on this
section and may, if sufficiently severe, produce a failure in this location.
(3) Immediately upon removal, place spark plugs in a tray in a manner that will identify their
position in the engine.
(4) Removal of seized spark plugs in
cylinder is done by application of liquid
carbon dioxide (CO2) by a conical metal
funnel adapter with a hole at the apex
just large enough to accommodate the
funnel of a 20 lb bottle. (Refer to Figure
14.) When a seized spark plug cannot
be removed by normal means, funnel
adapter is placed over and around spark
plug. Place funnel of CO2 bottle inside
funnel adapter and release carbon
dioxide to chill and contract spark plug.
Break spark plug loose with a wrench. A
warm cylinder head at the time carbon
dioxide is applied will aid in removal of
excessively seized plug.
Removing Frozen Spark Plug

Figure 14
7F11 74-20-00 AugPAGE 7

15/07
MAINTENANCE MANUAL
B. Inspection And Cleaning

(1) Visually inspect each spark plug for the following non-repairable defects.
(a) Severely damaged shell or shield; threads nicked up, stripped, or crossthreaded.
(b) Badly battered or rounded shell hexagons.
(c) Out-of-round or damaged shielding barrel.
(d) Chipped, cracked, or broken ceramic insulator portions.
(e) Badly eroded electrodes worn to approximately 50 percent of original size.
(2) Clean spark plug as required; remove carbon and foreign deposits.
(3) Test spark plug both electrically and for resistance.
(4) Set electrode gap at 0.016 to 0.022 inch.
C. Installation
CAUTION: DO NOT INSTALL ANY SPARK PLUG THAT HAS BEEN DROPPED.
(1) Before installing spark plugs, make sure that threads within cylinder are clean and not
damaged.
CAUTION: MAKE CERTAIN DEEP SOCKET IS PROPERLY SEATED ON SPARK PLUG
HEXAGON AS DAMAGE TO PLUG WILL RESULT IF WRENCH IS COCKED TO
ONE SIDE WHEN PRESSURE IS APPLIED.
(2) Apply anti-seize compound sparingly on threads; install gasket and spark plugs. Tighten to a
torque of 420 inch-pounds.
(3) Carefully insert terminal insulator in spark plug and tighten coupling nut per Chart 1.
CHART 1
SPARK PLUG COUPLING TORQUE
Application Spark Plug Coupling Threads Torque (In. - Ib.)
6X (S/N’s 3232001 & UP) 5/8-24 90 - 95
6XT (S/N’s 3255001 & UP) 3/4-20 110 - 120
PAGE 8
Aug 15/07 74-20-00 7F12
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PAGE 10
Aug 15/07 74-20-00 7F14
MAINTENANCE MANUAL
SWITCHING
Magneto and Starter Switches

The magneto switches and the starter switch are located in the overhead switch panel.
See Switches, 39-10-00.
7F15 74-30-00 AugPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 74-30-00 7F16
MAINTENANCE MANUAL
CHAPTER
76
ENGINE CONTROLS
7F17
MAINTENANCE MANUAL
7F18
MAINTENANCE MANUAL
CHAPTER 76
CHAPTER CHAPTER


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PAGE 2
MAINTENANCE MANUAL
CHAPTER 76 - ENGINE CONTROLS
TABLE OF CONTENTS
POWER CONTROL 76-10-00 1 7F23

Throttle and Mixture Controls Adjustment 1 7F23

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
POWER CONTROL
Throttle and Mixture Controls Adjustment (Refer to Figure 1.)

Throttle and Mixture Controls are adjusted so that when the throttle arm on the fuel injector is rotated
forward against its full throttle stop and the mixture control is rotated forward against its full rich stop, the
cockpit control levers of the throttle and mixture should have 0.010 to 0.030 of an inch spring back on
instrument panel stop when in full throttle or full rich position.
A. The throttle may be adjusted as follows:
(1) At the fuel injector, disconnect the clevis end of the throttle control cable from the control arm.
Loosen the jam nut that secures the clevis end.
(2) Adjust the linkage by rotating the clevis end on the cable to obtain 0.010 to 0.030 of an inch
spring back on instrument panel stop when in full throttle position.
(3) On aircraft equipped with air conditioning systems, a micro switch is located below the throttle
control which is set to actuate in the full open position. With the throttle adjusted to obtain a
clearance of .010 to .030, adjust the micro switch to actuate at this point also.
(4) Reconnect the clevis end to the control arm and safety.
B. The mixture may be adjusted as follows:
(1) At the fuel injector, disconnect the clevis end of the mixture control cable from the control arm.
Loosen the jam nut that secures the clevis end.
(2) Adjust the linkage by rotating the clevis end on the cable to obtain 0.010 to 0.030 of an inch
spring back on the instrument panel stop when in full rich position.
(3) Reconnect the clevis end to the control arm and safety.
C. Check security of cable casing attachments.
D. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle screw contacts its
stop and the mixture control arm contacts its lean position. A mixture control lock is incorporated in
the quadrant cover which prevents the mixture control from being moved to the idle cutoff position
inadvertently. The lock must be depressed before the control can be moved completely aft.
Ascertain that the lock operates freely without any tendency to bind or hang up.
Engine Controls Adjustment

Figure 1
7F23 76-10-00 AugPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 76-10-00 7F24
MAINTENANCE MANUAL
CHAPTER
77
ENGINE INDICATING
7G1
MAINTENANCE MANUAL
7G2
MAINTENANCE MANUAL
CHAPTER 77
CHAPTER CHAPTER


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77-10-00 1 Apr 30/08

2 Apr 30/08
3 Apr 30/08
4 Apr 30/08
77-20-00 1 Apr 30/08

2 Apr 30/08
3 Apr 30/08
4 Aug 15/07
7G3 77 - LIST OF EFFECTIVE PAGES AprPAGE 1

30/08
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
CHAPTER 77 - ENGINE INDICATING
TABLE OF CONTENTS
GENERAL 77-00-00 1 7G7

Standard 1 7G7
EFIS 1 7G7
POWER 77-10-00 1 7G9

Manifold Pressure 1 7G9
Manifold Pressure Gauge 1 7G9
Description 1 7G9
Removal and Installation 1 7G9
Troublshooting 1 7G9
Manifold Pressure Transducer 1 7G9
Removal 1 7G9
Installation 2 7G10
Test 2 7G10
Tachometer 2 7G10
TEMPERATURE 77-20-00 1 7G13

Exhaust Gas Temperature (EGT) Gauge 1 7G13
Description 1 7G13
Troubleshooting 1 7G13
Removal 1 7G13
Installation 2 7G13
Exhaust Gas Temperature (EGT) Probe 2 7G14
REMOVAL 2 7G14
INSTALLATION 2 7G14
Cleaning and Inspection 3 7G15
Cylinder Head Temperature (CHT) Gauge 3 7G15
Description 3 7G15
Troubleshooting 3 7G15
Removal and Installation 3 7G15
7G5 77 - CONTENTS AprPAGE 1

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MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
GENERAL

PUBLICATIONS.)
1. Standard
A. Description
These airplanes use traditional 3-inch analog engine instruments, which are electrically or
mechanically actuated. These instruments and their specific functions are addressed in 77-10-00,
77-20-00, and 79-30-00.
See Face Mounted Instruments, 39-10-00.
2. EFIS
A. Description
In 6X S/N’s 3232014 and up; and 6XT S/N’s 3255015 and up; for airplanes equipped with the
Avidyne Entegra EFIS or Garmin 1000 EFIS, engine data is collected by the Data Acquisition Unit
(DAU) or Engine / Airframe Unit, respectively, and is displayed on the Multi-Function Display (MFD)
and Primary Flight Display (PFD). Both systems are addressed in 34-20-00.
See EFIS - Garmin in 34-20-00 and Face Mounted Instruments in 39-10-00.
7G7 77-00-00 AugPAGE 1

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MAINTENANCE MANUAL
PAGE 2
Aug 15/07 77-00-00 7G8
MAINTENANCE MANUAL
POWER
In 6X S/N’s 3232014 and up; and 6XT S/N’s 3255015 and up; for airplanes equipped with the Avidyne
Entegra EFIS or Garmin 1000 EFIS, engine data is collected by the Data Acquisition Unit (DAU) or
Engine / Airframe Unit, respectively, and is displayed on the Multi-Function Display (MFD) and Primary
Flight Display (PFD). Both systems are addressed in 34-20-00.
1. Manifold Pressure
A. Manifold Pressure Gauge (S/N’s 3232001 and up and 3255001 and up)
(1) Description
The manifold pressure gauge is a vapor proof, absolute pressure type instrument. Pressure
from the intake manifold of the engine is transmitted to the instrument through a line. A pointer
indicates the manifold pressure available at the engine in inches of mercury.
(3) Troubleshooting
See Chart 1.
CHART 1
TROUBLESHOOTING MANIFOLD PRESSURE GAUGE
Excessive error at existing Pointer shifted. Replace instrument.

barometric pressure.
Excessive error when engine Line leaking. Tighten line connections.
is running.
Sluggish or jerky pointer Defective instrument. Replace instrument.
movement.
Dull or discolored marking. Age. Replace instrument.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow
out.
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MAINTENANCE MANUAL
B. Manifold Pressure Transducer (with Avidyne Entegra or Garmin 1000)

The manifold pressure transducer supplies the Avidyne or Garmin Integrated Engine Instrument
System with mainfold pressure data. The transducer is located above the forward baggage
compartment.
(1) Removal
(a) Disconnect battery ground cable.
(b) Remove ceiling liner from forward baggage compartment.
(c) Locate the transducer (on the left side of the channel assembly running fore and aft in the
center of the forward baggage compartment overhead).
(d) Disconnect electrical leads from aft end of transducer.
(e) Loosen the P-clamp securing the transducer to the channel assembly.
(f) Loosen the fitting connecting the forward end of the transducer to the manifold pressure
line and remove the transducer.
(2) Installation
(a) Place the transducer in the P-clamp and connect the forward end of the transducer to the
manifold pressure line.
(b) Torque manifold pressure line fitting per label on transducer.
(c) Tighten the P-clamp to secure the transducer to the channel assembly.
(d) Reconnect electrical leads to aft end of transducer.
(e) Replace the ceiling liner in the forward baggage compartment.
(f) Reconnect battery ground cable.
(3) Test
The manifold pressure transducer can be tested as follows:
(a) Basic
1 Turn aircraft electrical power on to energize cockpit instruments.
2 Prior to engine start, confirm the accuracy of the manifold pressure displayed by the
cockpit instrumentation by comparing the indicated manifold pressure against the
actual, current barometric pressure, as reported by the local airport authority, or
another known good instrument.
3 With a properly functioning Manifold Pressure Transducer, the indicated manifold
pressure should agree with the actual barometric pressure within 0.5 inHg (one-half
inches of mercury). If an erroneous reading is suspected, continue with detailed test,
below.
(b) Detailed
1 Remove the transducer per Removal, above.
2 Using a calibrated regulated pressure source and a 28 VDC power source, setup the
transducer for testing as shown in Figure 1.
3 Slowly applying regulated pressure, record the voltage shown on the digital
multimeter (DMM) at each stage as shown in Chart 2, until a maximum pressure of
25 PSI is reached.
4 Then, slowly decrease the regulated pressure and, again, record the voltage shown
on the digital multimeter (DMM) at each stage as shown in Chart 2, until zero (0) PSI
is achieved.
5 The transducer is good if it meets the specifications shown in Chart 2 for the EFIS
(i.e., Avidyne Entegra or Garmin 1000) installed. Any other result is cause for
transducer replacement.
PAGE 2
Apr 30/08 77-10-00 7G10
MAINTENANCE MANUAL
A D
B C
599-592 (WITH AVIDYNE ENTEGRA)
+ 28 VDC
-
POWER
+ 28 VDC Input PIN A
XDUCER
SUPPLY
599-592
PRESSURE + 1.0 to 5.0 VDC Output PIN B

SOURCE Spare PIN C
- 28 VDC Return PIN D
+
-
DMM
A D
B C
548-925 (WITH GARMIN 1000)
+ 5 VDC
-
POWER
+ 5 VDC Input PIN A
XDUCER
SUPPLY
548-925
PRESSURE - Input PIN B

SOURCE + Output PIN C
- Output PIN D
+
-
DMM
Manifold Pressure Transducer Test Set-up

Figure 1
7G11 77-10-00 AprPAGE 3

30/08
MAINTENANCE MANUAL
CHART 2
MANIFOLD PRESSURE TRANSDUCER SERVICE TEST SPECIFICATIONS
P/N 599-592 P/N 548-925
Pressure with Avidyne Entegra with Garmin 1000
Applied Nominal Nominal
(PSI) ± 2% (VDC) ± 2% (MVDC)
0 1.00 0
5 1.80 10
10 2.60 20
15 3.40 30
20 4.20 40
25 5.00 Maximum 50
20 4.20 40
15 3.40 30
10 2.60 20
5 1.80 10
0 1.00 0
2. Tachometer
A three (3) inch electric tachometer is mounted above the EGT gauge. The tachometer receives its
information from a magnetic sensor mounted on the left magneto.
PAGE 4
Apr 30/08 77-10-00 7G12
MAINTENANCE MANUAL
TEMPERATURE
1. Exhaust Gas Temperature (EGT)
A. Gauge (S/N’s 3232001 and up)
(1) Description
The EGT Gauge is a standard three (3) inch instrument mounted to the right of the 3-IN-1
Engine Gauge.
This instrument aids the pilot in selecting the most economical fuel-air mixture for cruising flight
at a power setting of 75% or less. It is a sensing device to monitor the fuel-air mixture leaving
the engine cylinders. This gauge is adjustable. If it is found defective after checking with
troubleshooting chart, it should be replaced. If the leads to the gauge are defective in any way,
they should be replaced. When replacing leads, it is very important to use the same type and
length of wire, as the resistance of the leads is critical for the proper operation of this gauge.
The EGT probe is the clamp mounted type which is adjusted for proper depth into the exhaust
stream.
(2) Troubleshooting
See Chart 1.
(3) Removal
If gauge is suspect, see Cleaning and Inspection, below, before removing.
(4) Installation
CHART 1
TROUBLESHOOTING EGT GAUGE (ALCOR)
Gauge inoperative. Defective gauge, probe, Check probe and lead
or wiring. wires for chafing, breaks or
shorting between wires
and/or metal structure.
Adjusting potentiometer Recalibrate instruments.
turned off scale.
Fluctuating reading. Loose, frayed or broken Clean and tighten
electrical leads or faulty connections. Repair or
connections. replace defective leads.
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MAINTENANCE MANUAL
B. Probe
In S/N’s 3232001 and up, one (1) EGT probe is installed on Cylinder No. 6. In S/N’s 3232014 and
up with Avidyne Entegra or Garmin 1000 an EGT probe is installed on all six (6) cylinders.
(1) Removal
(a) Remove wires from the wire harness going to the engine.
(b) Loosen the nut or clamp which secures the EGT probe to the exhaust system and remove
the probe.
(2) Installation
NOTE: In S/N’s 3232001 thru 3232065, if replacing the probe, see Piper Service Spares
Letter No. 428A.
(a) Install the probe, torque clamp per Figure 1, and safety wire.
(b) Route the thermocouple wires along with the existing wire harness to the instrument
panel.
101841 D
TIGHTEN CLAMP TO 45 IN.-LBS. TORQUE

AND SAFETYWIRE
EGT PROBE
2.25
WRAP WITH 3M TYPE 363 TAPE
YELLOW
TO EGT GAUGE
RED
EGT Probe Installation
Figure 1
PAGE 2
Apr 30/08 77-20-00 7G14
MAINTENANCE MANUAL
C. Cleaning and Inspection

Unless mechanical damage is evident, broken glass, bent or broken pointer, or broken case, the
following checks should be performed before removing the instrument.
(1) Remove probe and check for broken weld (at the tip end) or burnt off end. Measured
resistance of probe should be 0.8 ohms. Clean the connections with steel wool before
reassembly.
(2) Disconnect lead wires at instrument and measure. Resistance with lead wires connected to
probe should be 3.3 ohms. Clean connections with steel wool before reassembly.
CAUTION: DO NOT CONNECT OHMMETER. IT WILL BURN OUT THE MOVEMENT OF
THE METER.
(3) With leads connected to instrument, heat probe with propane torch to dull red. The meter
should read up to the fourth graduation or approximately 1500°F. Before making this check,
make sure that the adjustment screw, which is located in the rear of the instrument case, is in
the center of its travel. If this screw has been turned to either end of full travel, it will shut
instrument off and no indication will be shown on the pointer. If meter still does not read.
replace it.
2. Cylinder Head Temperature (CHT)
A. Without Avidyne Entegra or Garmin 1000
(1) Description
A cylinder head temperature gauge is part of the combination engine gauge which also
includes the oil pressure gauge and the oil temperature gauge. This instrument measures the
cylinder head temperature using a sender located in the #2 cylinder head for the 6X, and the
#3 cylinder head for the 6XT. It is an electrical instrument and it is wired through the
instruments circuit breaker.
(2) Troubleshooting
See Chart 2.
B. With Avidyne Entegra or Garmin 1000
All six cylinders are equipped with a CHT sensor which transmits temperature data to the installed
Integrated Engine Instrument System.
CHART 2
TROUBLESHOOTING CHT GAUGE
Instrument shows no Power supply wire broken. Repair wire.
indication.
Defective instrument. Replace instrument.
Master switch off.
Instrument goes all the Wire broken between Repair wire.
way to upper stop. sender and gauge.
Defective sender Replace sender.
7G15 77-20-00 AprPAGE 3

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MAINTENANCE MANUAL
PAGE 6
Aug 15/07 77-20-00 7G16
MAINTENANCE MANUAL
CHAPTER
78
EXHAUST
7G17
MAINTENANCE MANUAL
7G18
MAINTENANCE MANUAL
CHAPTER 78
CHAPTER CHAPTER


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3 Aug 15/07
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6 Aug 15/07

Aug 15/07
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PAGE 2
MAINTENANCE MANUAL
CHAPTER 78 - EXHAUST
TABLE OF CONTENTS
GENERAL 78-00-00 1 7G23

100 Hour Inspection 1 7G23

15/07
MAINTENANCE MANUAL
PAGE 2
MAINTENANCE MANUAL
GENERAL
100 Hour Inspection (See Figures 1 and 2.)

WARNING: A VERY THOROUGH INSPECTION OF THE ENTIRE EXHAUST SYSTEM, INCLUDING
EXHAUST HEATER MUFF ASSEMBLY, CROSSOVER TUBES, MUFFLER AND MUFFLER
BAFFLES, STACKS AND ALL EXHAUST CONNECTIONS AND WELDS MUST BE
ACCOMPLISHED AT EACH 100 HOUR INSPECTION.
The possibility of exhaust system failure increases with use. Check the system even more carefully as
the number of hours increases; for example an inspection at the 700 hour period would be more critical
than one in the 100 hour period. The system should also be checked carefully before winter operation
when cabin heat will be used.
NOTE: Piper recommends these airplanes be fitted with a new muffler at or near 1000 hours
time-in-service.
CAUTION: WHEN REMOVING OR INSTALLING COUPLING CLAMP, SLIDE CLAMP OVER END OF
PIPE BEFORE ASSEMBLY/DISASSEMBLY. EXCESSIVE SPREADING CAN LEAD TO
PREMATURE FAILURE OF CLAMP.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages the
mating holes in exhaust pipe and muffler to prevent separation of components.
A. Removal of the tail pipe and stacks is required for inspection of the muffler baffles.
B. Remove or loosen all exhaust shields, cabin heat shroud, heat blankets, etc., as required to permit
inspection of the complete system.
C. Perform the necessary cleaning operations and inspect all external surfaces for dents, cracks and
missing parts.
D. Pay particular attention to welds, clamps, supports and support attachment lugs, slip joints, stack
flanges and gaskets.
E. Inspect internal baffles or diffusers for any cracks, warpage or severe oxidation. The presence of
these problems is cause for replacement of muffler or tail pipe assembly.
F. If any component is inaccessible for a thorough visual inspection, accomplish one of the following:
(1) Perform a submerged pressure check of the muffler and exhaust stack at 2 psi air pressure.
(2) Conduct a ground test using a carbon monoxide indicator, by heading the airplane into the
wind, warming the engine on the ground, advancing the throttle to full static RPM with cabin
heat valves open, and taking readings of the heated airstream inside the cabin at each outlet.
Appropriate sampling procedures applicable to the particular indicator must be followed. If
carbon monoxide concentration exceeds .005 percent or if a dangerous reading is obtained on
an indicator not calibrated in percentages, the muffler on must be replaced.
7G23 78-00-00 AugPAGE 1

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Effectivity Exhaust System Inspection Points - 6X

3232001 & UP Figure 1
PAGE 2
Aug 15/07 78-00-00 7G24
MAINTENANCE MANUAL
Exhaust System Inspection Points - 6XT Effectivity

Figure 2 3255001 & UP
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PAGE 6
Aug 15/07 78-00-00 7H4
MAINTENANCE MANUAL
CHAPTER
79
OIL
7H5
MAINTENANCE MANUAL
7H6
MAINTENANCE MANUAL
CHAPTER 79
CHAPTER CHAPTER


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3 Aug 15/07
4 Aug 15/07

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PAGE 2
MAINTENANCE MANUAL
CHAPTER 79 - OIL
TABLE OF CONTENTS
DISTRIBUTION 79-20-00 1 7H11

Oil Cooler 1 7H11
INDICATING 79-30-00 1 7H13

Oil Pressure 1 7H13
Gauge 1 7H13
Transducer 1 7H13
Oil Temperature 2 7H14
Indicator 2 7H14
Bulb 2 7H14

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DISTRIBUTION
Oil Cooler
A. When installing fittings in the oil coolers, care should be used to prevent excessive torque being
applied to the cooler. When a rectangular fitting boss is provided, a backup wrench should be used,
employing a scissor motion, so that no load is transmitted to the cooler. When the oil cooler has a
round fitting boss, care should be taken not to permit excessive torque on the fittings.
B. If a pipe thread fitting is used, it should be installed only far enough to seal with sealing compound.
C. Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the system.
D. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds, another fitting should
be used.
E. When attaching lines to the cooler, a backup wrench should be used.
F. After installation, inspect the cooler for distorted end cups.
G. Run up engine. After run-up, check for oil leaks.
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INDICATING
1. Oil Pressure
A. Gauge
(1) Description
The oil pressure gauge is part of the combination engine gauge which also includes the oil
temperature and the cylinder head temperature gauges. This gauge will indicate the amount of
oil pressure available at the pressurized engine oil passage.
(2) Troubleshooting
See Chart 1.
See Face-mounted Instruments, 39-10-00.
B. Transducer
The transducer is mounted on the right rear of the forward bulkhead, under the instrument panel.
(1) Removal
(a) Disconnect the two electrical leads.
(b) Unscrew the transducer from the T-fitting on the bulkhead.
(c) Catch spillage and cover hole to prevent foreign matter from entering oil line.
(2) Installation
(a) Seal transducer pipe threads with thread sealant tape.
(b) Screw the transducer into the bulkhead fitting.
(c) Reconnect the two electrical leads.
(d) Perform operational check.
CHART 1
TROUBLESHOOTING OIL PRESSURE GAUGE
Excessive error at zero. Pointer loose on shaft. Replace instrument.
Overpressure or seasoning
of bourdon tube.
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer oscillation Air in line or rough engine Disconnect line and fill with
relief. light oil. Check for leaks. If
trouble persists, clean and
adjust relief valve.
Sluggish operation of pointer Engine relief valve open. Clean and check.
or pressure fails to build up.
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2. Oil Temperature
A. Indicator
(1) Description
The oil temperature indicator is part of the combination engine gauge which also includes the
oil pressure gauge and the cylinder head temperature gauge. This instrument will display a
temperature indication of the engine oil in degrees Fahrenheit.
(2) Troubleshooting
See Chart 2.
See Face-mounted Instruments, 39-10-00.
B. Bulb
A standard temperature bulb, located in the oil filter housing on the engine accessory section,
provides a signal to the indicator.
(1) Removal
(a) Remove safety wire from electrical connector and temperature bulb.
(b) Remove electrical connector.
(c) Unscrew and remove temperature bulb.
(2) Installation
(a) Screw in and tighten temperature bulb, then safety.
(b) Connect electrical connector and safety.
CHART 2
TROUBLESHOOTING OIL TEMPERATURE INDICATOR
Instrument fails to show Broken or damaged bulb, Check engine unit and
any reading. or open wiring. wiring.
Excessive scale error. Improper calibration Repair or replace.
adjustment.
Pointer fails to move as Broken or damaged bulb, Check engine unit and
engine is warmed up. or open wiring. wiring.
Dull or discolored marking. Age. Replace instrument.
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PAGE 4
Aug 15/07 79-30-00 7H16
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CHAPTER
80
STARTING
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CHAPTER 80
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PAGE 2
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CHAPTER 80 - STARTING
TABLE OF CONTENTS
CRANKING 80-10-00 1 7I1

Cranking Limitations 1 7I1
Sky-Tec Starter 1 7I1
Description 1 7I1
Removal 3 7I3
Installation 3 7I3
Starter Control Circuit 3 7I3
Starting with External Power 3 7I3

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GRIDS 7H22 THRU 7H24

INTENTIONALLY BLANK
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CRANKING
1. Cranking Limitations
Do not crank for more than ten (10) seconds. Allow two (2) minutes for cool-down between cranking
attempts. Repeat no more than five (5) times. If start not achieved in the fifth attempt, let starter cool for
thirty (30) minutes before reattempt.
2. Sky-Tec Starter
A Sky-Tec Flyweight™ Starter Model 149-24PM is installed in these airplanes. A permanent
magnet design, these starters feature internal gear reduction, high-torque, low weight, and Bendix-
free, electromechanical engagement and disengagement. The recommended TBO is 2700 hours.
Engine cranking speed may be up to twice as fast as with previous starters. The lightweight of these
starters does, however, provide less mass to extract heat from starter components. Accordingly,
strict adherance to cranking limitations, above, is essential to prevent overheating.
B. Troubleshooting
See Chart 1.
Sky-Tec Flyweight Starter

Figure 1
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CHART 1
TROUBLESHOOTING SKY-TEC STARTER
Pretest Considerations: If possible, visually inspect the starter and/or interview pilot/operators for starting history. Indications of long
cranking periods, burning odor or smoke from the starter, kickback(s), a cracked starter mount, a fast spinning starter w/no prop
movement, oil in starter, grinding noise or a damaged ring gear are generally indications that the starter is in need of repair and the
following tests will not be helpful. Remove the starter for repair or overhaul.
Testing Relevance: The following testing procedure is most relevant to starters that are low performing including slow cranking and/or
failure to crank the engine over a compression stroke. If a starter is damaged by overcranking or a stuck firewall solenoid, voltage in step
one may read below acceptable levels thus incorrectly indicating a potential battery problem. Therefore, in such cases some consideration
must be to the pretest conditions noted above (if it smells burned...). If the only effect of energizing the starter results only in an audible
“click” with no prop movement, confirm step 2 to isolate problem to starter or starter contactor.
TEST RECORD RESULT ANALYSIS

Record voltage at the Below 20.0 volts? Questionable battery. See Testing Relevance above
battery while cranking as a shorted (cooked) starter will pull voltage down
the starter in its failure Above 20.0 volts? appreciably. However, if starter rotates at all, this is
mode. - Proceed to Step 2 generally not a shorted starter condition.
Record voltage at the No voltage recorded Starter OK. Test Starter Solenoid or switch (Step 3)
starter while cranking
the starter in its failure Above 18.0 volts? Suspect Starter.
mode. Below 18.0 volts and:
- Difference between Suspect Cables, terminals and/or solenoids - proceed
Step 1 and Step 2 to Steps 3 & 4
exceeds 4.0 volts
- Difference between Borderline Condition - Call Sky-Tec with test
Step 1 and Step 2 results to discuss. If happens more when cold, suspect
less than 4.0 volts battery. When hot, suspect cables/terms/sols.
OPTIONAL:
Record voltages between each and Assuming the voltage difference noted in Step 2 exceeded 4.0 volts, flush out any
every cable terminal and across appreciable loss in voltage in any cable or solenoid by placing the meter along each link in
solenoids while cranking the starter the diagram. A tight electrical system will lose no more than 0.5 volts between the battery
in its failure mode. and starter. Be sure to conduct these tests while cranking the starter in its failure mode.
Record voltages between battery & If no appreciable loss of voltage is noted in Step 3, flush out the integrity of all electrical
ground and starter & ground while system grounds. Pay close attention to battery and engine grounds. Clean up or repair
cranking the starter in its failure mode. any questionable ground connections and re-test.
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MAINTENANCE MANUAL
C. Removal
CAUTION: TO PREVENT SHORT CIRCUITING, DISCONNECT THE GROUND CABLE FROM
THE BATTERY BEFORE REMOVING THE STARTER FROM THE ENGINE.
(1) Disconnect ground cable from battery.
(2) Disconnect starter cable from power terminal post.
(3) Remove one (1) each mounting bolt and internal tooth “star” lock washer, and three (3) each
mounting nuts and internal tooth “star” lock washers.
(4) Lift off starter motor.
D. Installation
(1) Clean all traces of rust, corrosion, or dirt from all mounting surfaces and mounting hardware.
All ground-points or straps must be clean and tight.
(2) Place starting motor in position with no stresses or binding forces being present and install
three (3) each internal tooth “star” lock washers and mounting nuts, and one (1) each internal
tooth “star” lock washer and mounting bolt. Torque bolt and nuts to 100 in.-lbs.
NOTE: Stock AN split-type lock washers may be used in place of the internal tooth “star” lock
washers.
CAUTION: TAKE CARE NOT TO OVER-TORQUE THE POWER TERMINAL POST NUT.
THE POWER TERMINAL POST IS COPPER AND CAN EASILY BE STRIPPED.
(3) Reinstall starter cable to power terminal post using an internal tooth “star” lock washer or split
lock washer, as desired. Torque the power terminal post nut to 50 to 60 in.-lbs. and reinstall
terminal nipple.
(4) Reconnect ground cable to negative post of battery.
3. Starter Control Circuit
A. Inspect the control circuit wiring between the battery, solenoid and manual starting switches for
breaks, poor connections and faulty insulation. Tighten all connections and make sure solenoid is
firmly mounted and makes a good ground connection.
B. Check the voltage loss across the switch contacts during normal starting. If loss is in excess of
0.2 volts per 100 amperes, the solenoid should be replaced.
C. If solenoid fails to operate when the manual starting switch is turned on or if it fails to release when
the manual starting switch is released, it should be removed and tested to specifications. If either
opening or closing voltages are not to specifications, replace the solenoid.
4. Starting with External Power
See 24-40-00.
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Aug 15/07 80-10-00 7I4
MAINTENANCE MANUAL
CHAPTER
81
TURBINES
( 6XT ONLY )
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CHAPTER 81 - TURBINES
TABLE OF CONTENTS
TURBO-SUPERCHARGER 81-20-00 1 7I11

Description 1 7I11
Nomenclature 4 7I14
Turbocharger 6 7I16
V-Band Coupling 100 Hour Inspection 6 7I16
Removal 6 7I16
Installation 7 7I17
Decoking 7 7I17
Exhaust Wastegate Assembly 10 7I20
Removal 10 7I20
Adjustment 10 7I20

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TURBO - SUPERCHARGER

PUBLICATIONS.)
1. Description
A turbocharger on the engine is operated by the engine exhaust gases. The exhaust gases drive a
turbine wheel which is coaxial with a compressor impeller. Induction air entering the compressor impeller
is compressed and flows to the engine induction distribution system and subsequently to each cylinder.
The amount of induction air compression is a function of engine power - low power = low compression;
high power = high compression. Excessive pressure and flow above the established limit is expelled by
the overboost valve.
The turbocharger control system consists of a hydraulically activated wastegate bypass valve, a sloped
controller and turbocharger. Automatic wastegate control of the turbocharger provides a constant
manifold pressure from sea level to critical altitude.
The turbocharger system requires little attention between turbo overhauls, with the exception of routine
inspections as specified in 5-20-00. Should trouble occur, refer to Troubleshooting, below, and seek the
possible cause. Do not break the clamp seal joining the turbine and compressor units.
2. Troubleshooting
Troubles peculiar to the turbocharger are listed in Chart 1, along with their probable causes and
suggested remedies.
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TROUBLESHOOTING TURBOCHARGER
Waste gate won’t close Broken linkage. Repair linkage and adjust
completely. wastegate to open
or closed position.
Improper adjustment. Re-rig actuator control.
Turbine won’t come up Worn or coked bearings. Replace or overhaul
to speed. turbocharger.
Damage to turbine or Replace or overhaul
compressor wheel. turbocharger.
Exhaust leaks. Repair leaks.
Excessive noise or Improper bearing Supply required oil
vibration. lubrication. pressure.
Clean or replace oil line;
clean oil strainer.
If trouble persists,
overhaul turbocharger.
Leak in engine intake Tighten loose connections
or exhaust manifold. or replace manifold
gaskets as necessary.
Dirty impeller blades. Disassemble and clean.
Engine will not deliver Clogged manifold system. Clear all ducting.
rated power.
Foreign material lodged Disassemble and clean.
in compressor impeller
or turbine.
Excessive dirt build-up Thoroughly clean
in compressor. compressor assembly.
Service air cleaner
and check for leakage.
Leak in engine intake Tighten loose connections
or exhaust. or replace manifold
gaskets as necessary.
Rotating assembly bearing Overhaul turbocharger.
seizure.
Wastegate butterfly not Butterfly shaft binding.
closing. Check bearings.
Turbocharger impeller Check bearings. Replace
binding, frozen or turbocharger.
fouling housing.
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Aug 15/07 81-20-00 7I12
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TROUBLESHOOTING TURBOCHARGER
Critical altitude lower Waste gate valve Clean and free action.
than specified. sticking.
Check actuator system.
Engine surges or Clogged induction Check induction duct
smokes. duct. for restrictions to air flow.
Bootstrapping. Operate engine within
range outlined in
operation manual.
NOTE: Smoke would be normal if engine has idled for a prolonged period.
High deck pressure. Waste gate sticking Butterfly shaft binding.
(Compressor discharge closed. Check bearings.
pressure.)
Replace waste gate valve
or correct actuator rigging.
Oil in induction housing. Engine idles too slow, Increase engine idle
turbo doesn’t turn speed to a maximum of
allowing oil to leak from 700 RPM, if turbo still
compressor seal. smokes, it must be
replaced.
Check interconnect control
for proper adjustment.
NOTE: A new turbo may smoke for a short period of time.
Turbine oil bearing Check spring actuated
check valve not check valve at turbo
closing at engine oil inlet fitting.
shut down.
White exhaust. Leaking oil seal in Clean drain passages.
turbine (coked oil It is sometimes necessary
drain passages.) to overhaul or replace
turbo.
Engine idles too slow, Increase engine idle
turbo not turning. speed to a maximum of
700 RPM, if turbo still
smokes, it must be
overhauled or replaced.
Check interconnect control
for proper adjustment.
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3. Nomenclature
The following is a list of commonly used terms that apply to turbocharging.
Term Definition
Supercharge To increase the air pressure (density) above or higher than ambient conditions.
Supercharger A device that accomplishes the increase in pressure.
Turbo-supercharger More commonly referred to as a “Turbocharger” this device is driven by a turbine.
The turbine is spun by energy extracted from the engine exhaust gas.
Compressor The portion of a turbocharger that takes in ambient air and compresses it before
discharging it to the engine.
Turbine The exhaust driven end of the turbocharger unit.
Wastegate The wastegate is a butterfly type valve in the exhaust by-pass which, throughout
its travel from open to closed, allows varied amounts of exhaust pressure to by-
pass the turbine, controlling its speed, hence the output of the compression.
Ground Boosted or These phrases indicate that the engine depends on a certain amount of
Ground Turbocharged turbocharging at sea level to produce the advertised horsepower. An engine
that is so designed will usually include a lower compression ratio to avoid
detonation.
Deck Pressure The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be confused
with manifold pressure.
Manifold Pressure The pressure measured downstream of the engine throttle valve and is almost
directly proportioned to the engine power output.
Normalizing If a turbocharger system is used only to regain power losses caused by
decreased air pressure of high altitude, it is considered that the engine has been
“normalized.”
Overboost An overboost condition means that manifold pressure is exceeding the limits at
which the engine was tested and FAA certified and can be detrimental to the life
and performance of the engine. Overboost can be caused by malfunctioning
controllers or improperly operating wastegate in the automatic system or by pilot
error in a manual controlled system.
NOTE: Refer to the latest revision of Lycoming Service Bulletin No. 369 for recommended engine
inspections after any Overspeed or Overboost conditions.
Overshoot Overshoot is a condition of the automatic controls not having the ability to
respond quickly enough to check the inertia of the turbocharger speed increase
with rapid engine throttle advance. Overshoot differs from overboost in that the
high manifold pressure lasts only for a few seconds. This condition can usually
be overcome by smooth throttle advance.
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MAINTENANCE MANUAL
Bootstrapping This is a term used in conjunction with turbo machinery. If you were to take all
the air coming from a turbocharger compressor and duct it directly back into the
turbine of that turbocharger, it would be called a bootstrap system and if no
losses were encountered, it would theoretically run continuously. It would also be
very unstable because if for some reason the turbo speed would change, the
compressor would pump more air to drive the turbine faster, etc. A turbocharged
engine above critical altitude (wastegate closed) is similar to the example
mentioned above, except now there is an engine placed between the
compressor discharge and turbine inlet. Slight system changes cause the
exhaust gas to change slightly, which causes the turbine speed to change
slightly, which causes the compressor air to the engine to change slightly, which
in turn again affects the exhaust gas, etc.
Critical Altitude A turbocharged engine’s wastegate will be in a partially open position at sea
level. As the aircraft is flown to high altitude (lower ambient pressures) the
wastegate closes gradually to maintain the preselected manifold pressure. At the
point where the wastegate reaches its full closed position, the preselected
manifold pressure will start to drop and this is considered critical altitude.
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4. Turbocharger (See Figures 2 and 3.)

A. V-Band Coupling 100 Hour Inspection (See Figure 1.)
Each 100 hours, inspect lockwiring on V-band couplings for condition and security. If lockwiring is
found broken, inspect T-bolt for stretching, cracking, or any other damage. Replace coupling as
required.
B. Removal
(1) Remove the engine cowling. (Refer to 71-10-00.)
(2) Remove the turbocharger by the following procedure:
(a) At the center section of the turbocharger, remove four (4) bolts and washers (2 each, top
and bottom) and disconnect the oil line (top) and oil drain tank (bottom). Remove bolt and
washers securing oil drain tank support bracket to turbine housing.
(b) Remove hose clamps and disconnect the air ducts from the compressor inlet and outlet.
(c) Remove four (4) bolts, nuts, and washers and disconnect the exhaust transition pipe from
the turbine inlet.
CAUTION: IF LOCKWIRE ON V-BAND COUPLING IS FOUND BROKEN, CLOSELY
INSPECT V-BAND T-BOLT FOR STRETCHING, CRACKING, OR OTHER
DAMAGE BEFORE REUSING THAT V-BAND COUPLING.
CAUTION: WHEN REMOVING OR INSTALLING V-BAND COUPLINGS, SLIDE
COUPLING OVER THE END OF THE PIPE BEFORE ASSEMBLY/
DISASSEMBLY. EXCESSIVE SPREADING CAN LEAD TO PREMATURE
COUPLING FAILURE.
(d) Remove V-band coupling and disconnect the tailpipe at the turbine outlet.
(e) Remove two (2) bolts and washers that attach the turbine to the mounting bracket and
remove the turbocharger.
Lockwiring V-Band Couplings

Figure 1
PAGE 6
Aug 15/07 81-20-00 7I16
MAINTENANCE MANUAL
C. Installation
(1) Immediately prior to mounting the unit, prime the lubrication system as follows:
(a) Invert turbocharger and fill center housing with new clean oil through oil drain.
(b) Turn rotating assembly by hand to coat bearings and thrust washer with oil.
(c) Coat threads of attaching bolts or studs with high temperature thread lubricant.
NOTE: If the turbocharger is to be installed on a new or newly overhauled engine,
operate the engine with a separate oil filter in the oil supply line to the
turbocharger during the first hour of operation. This must be done to ensure that
no metal particles are carried from the engine into the turbocharger lubrication
system.
(2) Position the turbocharger in the mounting bracket and secure the mounting bracket to the
turbine housing with two (2) bolts and washers.
(3) Align transition pipe with the turbine inlet and secure with four (4) bolts, nuts, and washers.
(4) Position the tailpipe at the turbine outlet and secure with V-band coupling as follows:
CAUTION: WHEN REMOVING OR INSTALLING V-BAND COUPLINGS, SLIDE COUPLING
OVER THE END OF THE PIPE BEFORE ASSEMBLY/DISASSEMBLY.
EXCESSIVE SPREADING CAN LEAD TO PREMATURE COUPLING FAILURE.
Install V-band coupling and while tightening the coupling nut, gently tap around the periphery
of the coupling with a soft mallet while shaking the tailpipe. This will distribute the band
tensions evenly. Continue tightening the coupling nut until a torque of 40-50 inch pounds is
reached on the turbine to tailpipe coupling. Secure with lockwire (see Figure 1).
(5) Connect the induction tube to the compressor outlet and the diverter box assembly to the
compressor inlet. Secure with hose clamps.
(6) Secure oil drain tank support bracket to turbine housing with bolt and washers and secure oil
drain tank to turbocharger oil outlet with two (2) bolts and washers.
(7) After installing turbocharger, flush oil through oil inlet line and ensure that line is clean and
unobstructed.
(8) Fill engine and oil inlet line with new, clean lubricating oil, and connect line to turbocharger oil
inlet with two (2) bolts and washers.
(9) Install the engine cowling. (Refer to 71-10-00.)
D. Decoking
Mouse Milk lubricant may be used to decoke the turbine and compressor drive shaft by the
following procedure:
(1) Disconnect the oil inlet and outlet lines from the turbocharger and allow all oil to drain.
(2) Cap the outlet port on the turbocharger.
(3) Pour the Mouse Milk into the oil inlet port of the turbocharger and allow the unit to soak
overnight.
(4) Drain all Mouse Milk from the turbocharger and flush the unit with engine oil.
(5) Prime the turbocharger lubrication system as described in Installation, above.
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Turbocharger Installation
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Turbocharger Installation
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5. Exhaust Wastegate Assembly (See Figures 3 and 4.)

A. Removal
(1) Remove engine cowling. (Refer to 71-10-00.)
OVER THE END OF THE PIPE BEFORE ASSEMBLY/DISASSEMBLY.
(2) Remove lockwire and remove V-band couplings (2) securing wastegate to exhaust transition
and tail pipes.
(3) Pull exhaust wastegate assembly outboard to gain access to the hoses at the rear of the servo.
(4) Disconnect hose fittings, cap hose ends, and remove exhaust wastegate assembly.
B. Installation
(1) Position exhaust wastegate assembly close to its final installed position. Uncap and connect
and secure hose fittings to rear of servo.
(2) Install exhaust wastegate assembly with gasket between exhaust transition and tail pipes.
(3) Secure wastegate with V-band couplings and torque couplings to specifications given in
Lycoming Special Service Publication (SSP) 1776, Table of Limits. Secure with lockwire (see
Figure 1).
NOTE: The wastegate valve should be lubricated with Mouse Milk or WD-40 at the
butterfly pivot points every 50 hours. Mouse Milk may be purchased from: Worldwide
Aircraft Filter Corp., 1685 Abram Ct., San Leandro, CA 94577.
C. Adjustment (See Figures 3 and 4.)
The exhaust wastegate (butterfly) valve is mechanically linked to a hydraulically-driven servo by the
wastegate actuator rod. The butterfly valve/actuator rod orientation is set at the factory, but may
occasionally require adjustment in the field.
(1) Remove the engine cowling as described in 71-10-00.
OVER THE END OF THE PIPE BEFORE ASSEMBLY/ DISASSEMBLY.
(2) Remove the V-band coupling securing the tailpipe assembly to the wastegate and separate
wastegate and tailpipe assembly sufficiently to allow access to the butterfly valve within the
wastegate.
(3) Place the shank end of a #20 drill bit between the inner wall of the wastegate assembly and
the butterfly valve (Refer to Figure 4.)
(4) A slight drag should be felt when the drill bit is moved in and out. If the drill bit is too loose,
adjust the actuator rod end to obtain the proper clearance.
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Wastegate Installation
Figure 3
Wastegate Adjustment
Figure 4
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(5) Place the tailpipe assembly in position and secure with the appropriate V-band couplings.
Lockwire couplings as shown in Figure 1.
(6) Install upper and lower cowling as described in 71-10-00.
(7) Flight test the aircraft to determine critical altitude (12,000 feet minimum) at MAX power of
2500 RPM and 38 inches Hg.
NOTE: See also Full Power Performance, 73-20-00.
(8) If the above criteria is not met, see Chart 1.
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GRIDS 7I24 THRU 8B24

INTENTIONALLY BLANK
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CHAPTER
91
CHARTS & WIRING
DIAGRAMS
8C1
MAINTENANCE MANUAL
8C2
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CHAPTER 91
CHAPTER CHAPTER
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CHAPTER 91
CHAPTER CHAPTER
91-27-30 1 Aug 15/07 91-33-40 1 Aug 15/07

2 Aug 15/07 2 Aug 15/07
3 Aug 15/07
91-28-20 1 Aug 15/07 4 Aug 15/07
2 Aug 15/07 5 Aug 15/07
6 Aug 15/07
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2 Aug 15/07 91-34-10 1 Aug 15/07
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91-30-10 1 Aug 15/07 2 Aug 15/07
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2 Aug 15/07 9 Aug 15/07
10 Aug 15/07
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3 Aug 15/07 2 Aug 15/07
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5 Aug 15/07 4 Aug 15/07
6 Aug 15/07
7 Aug 15/07 91-34-50 1 Aug 15/07
8 Aug 15/07 2 Aug 15/07
3 Aug 15/07
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2 Aug 15/07 5 Aug 15/07
6 Aug 15/07
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3 Aug 15/07 9 Aug 15/07
4 Aug 15/07 10 Aug 15/07
5 Aug 15/07 11 Aug 15/07
6 Aug 15/07 12 Aug 15/07
7 Aug 15/07 13 Aug 15/07
8 Aug 15/07 14 Aug 15/07
9 Aug 15/07
10 Aug 15/07
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MAINTENANCE MANUAL
CHAPTER 91
CHAPTER CHAPTER
91-74-30 1 Aug 15/07

2 Aug 15/07
91-77-10 1 Aug 15/07

2 Aug 15/07
91-77-20 1 Aug 15/07

2 Aug 15/07
3 Aug 15/07
4 Aug 15/07
5 Aug 15/07
6 Aug 15/07
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3 Aug 15/07
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PAGE 4
MAINTENANCE MANUAL
CHAPTER 91 - CHARTS & WIRING DIAGRAMS
TABLE OF CONTENTS
CHARTS 91-10-00 1 8C11

Torque Requirements 1 8C11
Conversion Tables 3 8C13
Consumable Materials 11 8C21
Vendor Contact Information 21 8D7
Electrical Wire Coding 23 8D9
Electrical Symbols 24 8D10
WIRING DIAGRAMS (SCHEMATICS) 91-21-20 & UP (See Below)
ATA Code Grid No. ATA Code Grid No.
2120 8D13 3150 8F21

2150 8D17 3300 8G5
2210 8D19 3310 8G7
2300 8E5 3340 8G17
2315 8E7 3410 8G23
2350 8E9 3420 8H1
2430 8E15 3440 8H11
2440 8F3 3450 8H15
2460 8F5 7430 8I5
2730 8F7 7710 8I7
2820 8F9 7720 8I9
2840 8F11 7740 8I15
3010 8F15 7930 8I19
3030 8F17 8010 8I21
3140 8F19
Subject Grid No. Subject Grid No.
AHRS (GRS 77) 8H7 Data Acquisition Unit 8I15

Air Conditioning 8D17 DAU - See Data Acquisition Unit
Alternator Power 8E15 DME 450 8H22
Ammeter 8E18 EGT 8I11, 8I13
Annunciator 8F21 Engine Airframe Adapter 8I17
Avionics Engine Combination Gauge 8I9
Cooling 8D15 Exceedance Audio Alert 8G4
Lighting 8D15 External Power 8F3
Baggage Door Ajar 8G4 Fresh Air Blower 8D13
Cabin Temp 8I14 Fuel Flow 8I11, 8I12, 8I20
CHT 8I9, 8I10, 8I13 Fuel Pump 8F9
Clock 8G5 Fuel Quantity 8F11
Course Deviation Indicator 8I2 GDC 74A Air Data 8H8

15/07
MAINTENANCE MANUAL
CHAPTER 91 - CHARTS & WIRING DIAGRAMS
WIRING DIAGRAMS (SCHEMATICS) (continued)
Subject Grid No. Subject Grid No.
GDL 69A Data Link 8F19 MAP 8I8, 8I14

GDU 1040 8H6 MFD 8H5
GEA 71 8I13, 8I14, 8I17 OAT Probe 8G23
GIA 63 Integrated Avionics 8H9 Oil Pressure 8I9, 8I19, 8I20
GMA 1347 Audio Integration 8E12 Oil Temperature 8I9, 8I19, 8I20
GMA 340 Audio Panel 8E9 Overhead Speakers 8E11
GMA 340 Passenger Interphone 8E10 PFD 8H4
GNS 430 Nav/Comm/GPS 8H17 Pitot Heat 8F17
Ground Blocks 8E22 Power Point 8F5
Hour Meter 8G5 Power Switching 8E21
KN 63 DME 8H24 Radio Master Switch 8E5
KR 87 ADF Receiver 8H21 RPM 8I7, 8I8, 8I20
Lights RS-232 8I16
Annunciator Lights - See Annunciator Skywatch 8H11
Avionics 8D15 Stall Warning 8F7
Baggage Light 8G5 Standby Alternator 8E19
Courtesy Lights 8G10 Standby Attitude Indicator 8H2
Flood Lights 8G7 Starter 8I21
Landing/Taxi Light 8G17 S-TEC System 55X Autopilot 8D19
Navigation Lights 8G19 Stormscope 8H13
Panel Lights 8G14 Tachometer 8I7, 8I20
Radio Lights 8G13 TIT 8I12, 8I13
Reading Lights 8G10 TKS System 8F15
Strobe Lights 8G19 Transponder 8H15
Switch Lights 8G9 Turn and Bank Indicator 8H1
Low Volt Monitor 8E18 XM Receiver 8E7
Magneto Switches 8I5
PAGE 2
MAINTENANCE MANUAL

15/07
MAINTENANCE MANUAL
PAGE 4
MAINTENANCE MANUAL
CHARTS
1. Torque Requirements (PIR-PPS20015-1, Rev. S.)
CAUTION: DO NOT OVERTORQUE FITTINGS.

Chart 1 lists the torque values for flared fittings of various sizes and material.
NOTE: When installing flared fittings, verify that male threads are properly lubricated.
The torque values given in Chart 2 are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless other values are
specified in subject chapter/section. Engine torque values are found in the latest revision of Lycoming
Service Table of Limits SSP-1776; and propeller torque values are found in 61-10-00.
NOTE: If normal operation requires movement between any of the components being clamped
together, tighten the nut (or bolt) enough to insure intended operation of the assembly.
A. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.
B. If the fastener, screw, or nut is listed in Chart 2, but the mating fastener is not listed, tighten only to
the low end of the torque range specified for the listed fastener. In addition, the following limitations
shall apply:
(1) Fastener and nut threads shall be clean and dry (free of lubricants). If the subject
chapter/section requires the fastener and/or nut to be lubricated prior to tightening and does
not specify a torque requirement, use the Chart 2 torque range reduced 50 percent.
(2) Chart 2, Sheet 1, shall be used for free running nuts, provided minimal friction drag is
determined as specified below.
CHART 1
FLARE FITTING TORQUE VALUES
Torque — Inch-Pounds
Tubing Aluminum - Alloy Steel Tubing Hose End Fitting
OD Tubing Flare - and Flare and
Inches 10061 or 10078 and 10061 Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 ——— ——— ——— ——— ——— ———
3/16 ——— ——— 90 100 70 100
1/4 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
1/2 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
1 500 700 1200 1400 500 1150
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———
1-3/4 ——— ——— ——— ——— ——— ———
2 ——— ——— ——— ——— ——— ———
8C11 91-10-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
(3) The friction drag torque can be determined as follows: Run the nut down to near contact (but
not in contact) with the bearing surface and check the "friction drag torque" required to turn the
nut.
NOTE: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes
contact with the bearing surface.)
(4) The friction drag torque (if any) shall be added to the desired torque specified in Chart 2,
Sheet 1. This final torque should register on the indicator or be the setting for a snap-over
torque limiting device.
(5) Torque requirements do not apply to cross recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
(6) Fasteners listed in Chart 2 installed into nutplates, and which are accessible to be torqued at
the fastener, must be tightened to the low end of the torque range specified in the appropriate
“shear” column. Torque requirements do not apply if the fastener can not be torqued due to
torque device accessability.
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque
range.
When the nut is stationary and the fastener is torqued, use the higher side of the torque
range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation in 20-00-00: reduce them .032 to allow for the additional .032
washer now installed under head. Check to ensure threads are not bearing loads, due
to the added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
(7) Apply a smooth even pull when applying torque pressure. If chattering or a jerking motion
occurs during final torque, back off and re-torque.
(8) When installing a castellated nut, start alignment with the cotter pin hole at minimum
recommended torque, and do not exceed maximum recommended torque. If the hole in the
fastener shank and the nut castellation do not align within this range, change washers and try
again. Do not exceed the maximum recommended torque. If self-locking castellated nuts are
used, include friction drag torque.
(9) Unless otherwise specified in the subject chapter/section, when castellated nuts are used with
a cotter pin on moving joints, the nut shall not be torqued to Chart 2 values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.
PAGE 2
Aug 15/07 91-10-00 8C12
MAINTENANCE MANUAL
C. Gap Conditions Between Parts Attached with Threaded Fasteners

If a gap condition exists between mating parts where a threaded fastener is to be installed, install
fasteners and associated hardware per subject chapter/section or to buildup noted during removal.
Then, torque to a value 10% of the final torque required plus the friction drag torque.
For example, if Chart 2, Sheet 2, torque is 190 in.-lbs. and the friction drag torque of the nut is 80
in.-lbs. (i.e. - Chart 2, Sheet 2, torque minus Chart 2, Sheet 1, torque), torque to a value of:
Maximum Permissible
Gap Closing Torque = (Chart 2, Sheet 1, torque x .10) + (Sheet 2 - Sheet 1) torque
Example: 3/8-24 (190 x .10) + (270-190) = 19 + 80 = 99 in.-lbs.
Accomplish this for all fasteners common to the gapped interface. If no gap exists after
accomplishing the above, finish torquing to final torque. If a gap remains consult your Piper Dealer’s
Service Advisor (DSA) for further assistance.
D. After the final torque, apply a slippage mark to the nut or bolt or screw head as applicable.
NOTE: For more details on torquing, refer to FAA AC 43.13-1, latest revision.
2. Conversion Tables
The following charts contain various conversion data that may be useful when figuring capacities,
lengths, temperatures, and various weights and measures from the English system to the metric system
or back again:
Chart 3, Decimal Conversions
Chart 4, Temperature Conversion
Chart 5, Weights and Measures Conversion
Chart 6, Metric Conversion
Chart 7, Drill Sizes
3. Consumable Materials
See Chart 8.
4. Vendor Contact Information
See Chart 9.
5. Electrical Wire Coding
See Chart 10.
6. Electrical Symbols
See Chart 11.
8C13 91-10-00 AugPAGE 3

15/07
MAINTENANCE MANUAL
RECOMMENDED NUT TORQUES
Bolts - Steel Bolts - Aluminum
AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4-16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,690 1,250 1,900 750 1,200
1-14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
COARSE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max.
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30 NOTE: Unless otherwise specified, torque size No. 6
5/16-18 80 90 48 55 screws used with self-locking nutplates to no greater
3/8-16 160 185 95 110 than 4 to 5 in.-lbs.
7/16-14 235 255 140 155 Use an appropriately calibrated driver.
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8-9 2,200 3,000 1,300 1,800
1-8 3,700 5,000 2,200 3,000
1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000
PAGE 4
Aug 15/07 91-10-00 8C14
MAINTENANCE MANUAL
RECOMMENDED NUT TORQUES
Bolts - Steel Bolts - Aluminum
AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
FINE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
10-32 38 43 30 33 43 48 33 38 28 33 23 28
1/4-28 65 100 60 70 110 130 80 90 60 75 45 60
5/16-24 160 200 120 145 180 205 130 150 100 125 85 100
3/8-24 240 270 175 190 280 330 200 230 155 190 125 150
7/16-20 550 600 370 400 620 730 400 500 280 380 210 270
COARSE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max. NOTE: Unless otherwise specified, torque size No. 6
8-32 27 30 22 24 screws used with self-locking nutplates to no greater
10-24 38 43 30 33 than 4 to 5 in.-lbs.
1/4-20 70 80 55 60 Use an appropriately calibrated driver.
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 335 355 240 255
8C15 91-10-00 AugPAGE 5

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MAINTENANCE MANUAL
CHART 3
DECIMAL CONVERSIONS
PAGE 6
Aug 15/07 91-10-00 8C16
MAINTENANCE MANUAL
CHART 4
TEMPERATURE CONVERSION
CENTIGRADE - FAHRENHEIT
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed (°F - °C);
then read 68.0°F, in the column (°F) to the right. To conver t 20°F, to
Centigrade; find 20 in the center column and read -6.67°C, in the (°C) column
to the left.
°C °F - °C °F °C °F - °C °F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
8C17 91-10-00 AugPAGE 7

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MAINTENANCE MANUAL
CHART 5
WEIGHTS AND MEASURES CONVERSION
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.
0.03281 FT. 35.27 OZ.
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN. LITERS 1000 CU. CM.
0.0002642 U.S. GAL. 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM.
0.2642 U.S. GAL.
1.728 CU. IN.
0.22 IMPERIAL GAL.
7.481 U.S. GAL.
1.057 QUARTS
28.32 LITERS
METERS 39.37 IN.
CU. IN. 16.39 CU. CM.
3.281 FT.
0.01639 LITERS
1000 MM.
0.004329 U.S. GAL.
0.01732 QUARTS METER-KILOGRAM 7.233 FT.-LB.
9.807 JOULES
CU. METERS 1000000 CU. CM.
35.314 CU. FT. OUNCES, AVDP 0.0625 LB., AVDP
61.023 CU. IN. 28.35 GRAMS
264.17 GAL. 437.5 GRAINS
999.97 LITERS
OUNCES, FLUID 29.57 CU. CM.
FEET 0.3048 METERS 1.805 CU. IN.
12.000 MILS
LB., AVDP 453.6 GRAMS
304.8 MM.
7000 GRAINS
0.3333 YARDS
16.0 OUNCES
FT.-LB. 0.1383 M-KG
SQUARE INCH 6.4516 SQ. CM.
0.001285 BTU
0.000000376 KW-HR POUND PER 0.0703 KG.-CM
SQUARE INCH SQUARED
FLUID OZ. 8 DRAM
(PSI)
29.6 CU. CM.
STATUTE MILE 1.609 KILOMETER
GAL., IMPERIAL 277.4 CU. IN.
0.8684 NAUTICAL MILE
1.201 U.S. GAL.
4.546 LITERS NAUTICAL MILE 1.151 STATUTE
MILE
GAL., U.S. DRY 268.8 CU. IN.
0.1556 CU. FT. QUART .9463 LITER
1.164 U.S. GAL., LIQ.
4.405 LITERS MILLIMETER 1000 MICRON
GAL., U.S. LIQ. 231.0 CU. IN. MICRON 0.001 MILLIMETER

0.1337 CU. FT. 0.000039 INCH
3.785 LITERS INCH 11.521 METER
0.8327 IMPERIAL GAL. POUNDS GRAMS
128 FLUID OZ.
INCH 0.72 METER
IN. 2.540 CM. OUNCES GRAMS
.08333 FT.
POUNDS 0.453 KILOGRAMS
JOULES 0.000948 BTU
0.7376 FT.-LB.
PAGE 8
Aug 15/07 91-10-00 8C18
MAINTENANCE MANUAL
CHART 6
METRIC CONVERSION
Example: Convert 1.5 inches to millimeters.
(1) Read down inches column to 1. inches.
(2) Read across top inch column to 0.5.
(3) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
INCHES TO MILLIMETER
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
8C19 91-10-00 AugPAGE 9

15/07
MAINTENANCE MANUAL
CHART 7
DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2" to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
27/64 0.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.1285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696

19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILL SIZES AVAILABLE

Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an inch. The regular metric drills vary
from 2 to 76mm and increase in 0.5mm variations.
PAGE 10
Aug 15/07 91-10-00 8C20
MAINTENANCE MANUAL
CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive EC 801 Minnesota Mining and
EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
Adhesive,
Rudder Pedal Pads 3M EC 1300L Local Supplier
Anti-Galling Solution MIL-A-907 Ease-Off Taxacone Company
Anti-Seize Compound MIL-T-5544 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(White Lead Base) (JAN-A-669)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Buffing and Rubbing Automotive Type DuPont Company
Compounds DuPont #7
Ram Chemical #69 Ram Chemicals
Compound for Mirror Glaze Mirror Bright Polish
Polishing Co., Incorporated
Plexiglas Polish P-P-560 Part Number 403D Permatex Co., Inc.
and Cleaner Kansas City, Kansas
66115
Corrosion-Retardant MIL-C-16173 D LPS-3 Heavy Duty Holt Lloyd Corp.
Compounds (Piper P/N 197-508) Rust Inhibitor
(Piper P/N 197-509) Metal Parts Protector Chemi-Cap. Chemical
Protector Flex Packaging Corp.
Cleaners Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Deicer Boot Surface
Coatings Agemaster B.F. Goodrich
Dry Lubricant MIL-L-60326 MS-122-6075 Local Supplier
MS-122DF (PTFE) Miller-Stephenson
8C21 91-10-00 Aug

PAGE 11
15/07
MAINTENANCE MANUAL
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-G-23827A Supermil Grease Amoco
Instrumentation, (See Note 1) No. A72832
Gear and Actuator
Screw (Temp. Range - Royco 27A Royal Lubricants Co.
(100°F to +250°F)
Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
Grease, Aircraft MIL-G-3278 Unitemp E.P. Texaco Incorporated
Instrumentation,
Gear and Actuator RPM Aviation Grease Standard Oil of Calif.
Screw (Temp. Range - 5, Supermil Grease
65°F to +250°F) No. 8723
Aeroshell Grease 7A Shell Oil Corporation
Royco 78 Royal Lubricants
Company
L-1212 Sinclair Refining Co.
1916 Uni-Temp California Texas Oil
Grease Corporation
PAGE 12
Aug 15/07 91-10-00 8C22
MAINTENANCE MANUAL
Grease, Ball and MIL-G-18709 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG-10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company
Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003
Grease, General MIL-G-81322 Marfax All Purpose Texaco Incorporated
Purpose Wide
Temperature Aeroshell No. 6 Shell Oil Company
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Aeroshell No. 22 Shell Oil Company
Grease, High MIL-G-3545C High Temp. Grease, Texaco Incorporated
Temperature Marfak All Purpose
Shellaire Grease HT Shell Oil Company
Alvania E.P. Grease 2
Aeroshell Grease 5
Grease 77, Mobilux Mobil Oil Corporation
E.P. 2
Royco 45A Royal Lubricants Co.
L-1231 Sinclair Refining
Company
8C23 91-10-00 Aug

PAGE 13
15/07
MAINTENANCE MANUAL
Grease, Aircraft MIL-G-7711 Regal AFB2 Regal Texaco Incorporated
General Purpose Starfak Premium
PED 3040 Standard Oil of Calif.
Aeroshell Grease 6 Shell Oil Company
Royco II Royal Lubricants
Company
Grease, Lubricating, MIL-G-21164 Aeroshell Grease Shell Oil Company
Molybdenum No. 17
Disulfide, Low and
High Temperature Royco 64C Royal Lubricants Co.
Castrolease MSA (c) Burmah Castrol LTD.
Grease, Lubricating, MIL-G-6032 Royco 32 Royal Lubricant
Plug Valve, Gasoline Company
and Oil Resistant
Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
L-237 Lehigh Tenneco
Chemicals Co., Inc.
Rockwell 950 Rockwell International
Grease, Waterproof, Aero Lubriplate Fiske Brothers
High and Low Refining Company
Temperature
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. Company or most
Melt” Gun. long hardware stores.
PAGE 14
Aug 15/07 91-10-00 8C24
MAINTENANCE MANUAL
Hydraulic Fluid MIL-H-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
3126 Hydraulic oil Exxon Company U.S.A
( uniuisyo )
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Kevlar Kevlar Kevlar Special Products
Leak Detector MIL-L-25567C ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite MIL-S-22473 Loctite 290 Loctite Corporation
Grade AA
MIL-S-22473 Loctite 222
Grade H and HV
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum MIL-M-7866 Molykote-Type G Dow Corning Corp.
Disulfide (Paste)
Molykote - Type 2
(Powder)
8D1 91-10-00 Aug

PAGE 15
15/07
MAINTENANCE MANUAL
Oil, Air Cond.,
HFC-134a Piper P/N 923-384 PAG-21941
Oil Lubricating, MIL-L-7870 Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant MIL-S-11031B PRC 5000 Products Research
PRC 383 Company
Sealant, Fuel Tank RS-36b, Stripper CEE BEE Chemical Co.
(thin)
RS-24b, Stripper
(thick)
PR 1422 A-2 Sealant Products Research
(Brushing Consistency) Company
PR 1422 B-2 Sealant
(Trowling Consistency)
PR 1431G, Faying
Surface Seal, Type 1
PR 1321-B 1/2,
Access Panel Sealant
PR 1560 MK, Primer Products Research
(Anti-Bacteriological Company
Coating)
BJO-0930, Phenolic Union Carbide Plastics
Balloons Division
ERL-2795, Epoxy
Resin
22LA-0340
Polyamid Hardener
Class A-2 Thiokol MC-236
PAGE 16
Aug 15/07 91-10-00 8D2
MAINTENANCE MANUAL
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weatherstripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department
Sealant, Window Piper P/N 279-063 Bostik Chem-Calk 915
& Airframe (Polyurethane); or,
Piper P/N 279-058 Bostik 1100FS
(Urethane); or,
Piper P/N 179-853 3M Weatherban 606 Minnesota, Mining &
(Acrylic); or, Mfg., 3M Center
3M Weatherban 101
(Polysulfide); or,
PR-307 (Polysulfide); Product Research
Company
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Sealer PR 1321 B-1/2 Products Research
Company
Silicone Compound MIL-S-8660 DC-4, DC-6 Dow Corning
(MIL-C-21567) Compound
G-624 General Electric Co.
Silicone Products
Department
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
8D3 91-10-00 Aug

PAGE 17
15/07
MAINTENANCE MANUAL
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Tape, Vinyl Foam, Piper P/N 189-721 V510 or V740 Series; Norton Tape Division
Type 2, l/8 in. x 1 in. or,
VF-1100 Series; Pres-On Products, Inc.
or, Addison, IL 60101
V1500 Series Gaska Tape Inc.
Elkhart, IN 46515-1698
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
Teflon Tape .003" x .5" wide/-1 Minnesota Mining and
Manufacturing Company
Shamban W.S. and Co.
.003" x .25" wide/-2 Johnson & Johnson, Inc.
Permacel Division
Thread Sealant MIL-T-27730 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
NOTE: Take precautions when using MIL-G-23827 and engine oil. These lubricants contain chemicals
harmful to painted surfaces.
PAGE 18
Aug 15/07 91-10-00 8D4
MAINTENANCE MANUAL
8D5 91-10-00 Aug

PAGE 19
15/07
MAINTENANCE MANUAL
PAGE 20
Aug 15/07 91-10-00 8D6
MAINTENANCE MANUAL
VENDOR CONTACT INFORMATION
A Corrosion Reaction H
Consultants, Inc.
American Gas and H. S. Bancroft Corp.
Limekin Pike
Chemical Co. LTD One Rockhill
Dresher, PA 19025
220 Pegasus Avenue Industrial Park
Northvale, NJ 07647 D Cherry Hill, NJ 08003
201-767-7300 609-854-8000
Dextrex Chemical
Amoco Oil Co. P. O. Box 501 Holt Lloyd Corp.
200 E. Randolph Drive Detroit, MI 48232 4647 Hugh Howell Rd.
Chicago, IL 60601 Tucker, GA 30084
Dow Corning Corporation
312-856-5111 404-934-7800
Alpha Molykote Plant
Armite Laboratories 64 Harvard Avenue J
1845-49 Randolph Street Stanford, CT 06902
Johnson & Johnson, Inc.
Los Angeles, CA 90001
Dukes Astronautics Co. Permacel Division
213-587-7744
7866 Deering Avenue 501 George Street
B Canoga Park, CA 91304 New Brunswick, NJ 08901
201-524-0400
BP Trading Limited
DuPont Company
Moore Lane K
Finishes Div.
Brittanic House
DuPont Building Kevlar Special Products
London E.C. 2
Wilmington, DE 19898 E.I. DuPont de
England
302-774-1000 Nemours & Co., (Inc.)
Bray Oil Company Textile Fibers
E
1925 N. Marianna Avenue Department
Los Angeles, CA 98103 Exxon Oil Company Centre Road Building
213-268-6171 1251 Avenue of the Americas Wilmington, DE 19898
New York, NY 10020 302-999-3156
Burmah - Castrol Inc.
212-398-3093
30 Executive Avenue L
Edison, NJ 08817 F
Lehigh - Tenneco Chemicals
201-287-3140
Fel-Pro Incorporated Co., Inc.
C 7450 N. McCormick Blvd. Chestertown, MD 21620
Box C1103 301-778-1991
California Texas Oil Corp.,
Skokie, IL 60076
380 Madison Avenue Loctite Corporation
312-761-4500
New York, NY 10017 777 N. Mountain Road
Fiske Brothers Newington, CT 06111
Caltex Oil Products Co.
Refining Company 800-243-8160
New York, NY 10020
120 Lockwood Street In CT 800-842-0225
CEE BEE Chemical Co. Newark, NJ 07105
9520 E. CEE BEE Drive 201-589-9510
Box 400
G
Downey, CA 92041
General Electric Co.
Chemi-cap
Silicone Products Dept.
Chemical Packaging Corp.
Waterford, NY 12188
1100 N.W. 70th Street
518-237-3330
Ft. Lauderdale, FL 33309
305-665-9059
8D7 91-10-00 Aug

PAGE 21
15/07
MAINTENANCE MANUAL
VENDOR CONTACT INFORMATION
M R Sun Oil Company of Penna

5 Penn Center Plaza
Miller-Stephenson Radiator Specialty Co.
Philadelphia, PA 19103
George Washington Hwy P.O. Box 34689
215-972-2000
Danbury, CT 06810 Charlotte, NC 28234
203-743-4447 704-377-6555 T
Minnesota Mining and MFG Ram Chemicals Taxacone Company
3M Center 201 E. Alondra Blvd. P.O. Box 10823 TR
St. Paul, MN 55144 Gardena, CA 90248 Dallas, TX 75208
612-733-1110 213-321-0710
Texaco, Inc.
Mirror Bright Polish Co., Inc. Rockwell International 2000 Westchester Avenue
Irvine Industrial Complex 600 Grant Street White Plains, NY 10650
P.O. Box 17177 Irvine, CA 92713 Pittsburgh, PA 15219 914-253-4000
714-557-9200 412-565-2000
Turco Products Inc.
Mobil Oil Corporation Royal Lubricants Company 24600 S. Main Street
150 E. 42nd Street River Road Box 6200
New York, NY 10017 E. Hanover, NJ 07936 Carson, CA 90749
212-883-4242 201-887-3100 213-835-8211
N S U
Norton Tape Division Shamban W.S. and Co. U.S. Gulf Corp.
Department 6610 1857 Centinela Avenue P.O. Box 233
Troy, NY 12181 Santa Monica, CA 90404 Stoney Brook, NY 11790
518-273-0100 213-397-2195 212-683-9221
P Shall Oil Company Unelko Corporation
One Shell Plaza 727 E. 110th Street
Parker Seal Company
Houston, TX 77003 Chicago, IL 60628
17325 Euclid Avenue
713-220-6697
Cleveland, OH 44112 Union Carbide; Plastic Div.
216-531-3000 Sinclair Refining Co. 270 Park Avenue
600 Fifth Avenue New York, NY 10017
Permatex Co., Inc.
New York, NY 10020 212-551-3763
P.O. Box 11915
Newington, CT 06111 Socony Mobil Oil Co. V
203-527-5211 Washington 5, DC 20005
Virginia Chemical
Products Research Co. Solar Compounds Corp. 3340 W. Norfolk Rd.
2919 Empire Avenue 1201 W. Blancke Street Portsmouth, VA 23703
Burbank, CA 91504 Linden, NJ 07036 703-484-5000
213-849-3992 201-862-2813
W
Standard Oil of California
Wooster Products, Inc.
225 Bush Street
1000 Spruce Street
San Francisco, CA 94104
Wooster, OH 44691
415-894-7700
800-321-4936
In OH 216-264-2844
PAGE 22
Aug 15/07 91-10-00 8D8
MAINTENANCE MANUAL
CHART 10
ELECTRICAL WIRE CODING
CIRCUIT FUNCTION LETTER CIRCUIT

A AUTOPILOT
AC AIR CONDITIONING
C CONTROL SURFACE
E ENGINE INSTRUMENT
F FLIGHT INSTRUMENT
G LANDING GEAR
GB VENT/DEFOGGER
H HEATERNENTILLATING
J IGNITION
K STARTER
L LIGHTING
M MISC. EQUIP, HOUR METER, ETC.
OX OXYGEN
P DC POWER
GND GROUND
Q FUEL & OIL
RP RADlO POWER
RC RADIO COOLING
RZ RADIO AUDIO
RG RADIO GROUND
S STALL WARNING
W WARNING
WH WINDSHIELD HEAT
PF ALTERNATOR FIELD CONTROL
PP PROPELLER
8D9 91-10-00 Aug

PAGE 23
15/07
MAINTENANCE MANUAL
ELECTRICAL SYMBOLS
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BATTERIES BUS
FS WL BL
+ -
GENERAL GENERAL MULTICELL
FUSELAGE STATION WATER LINE BUTT LINE
CABLES AND CONDUCTORS

P T
OR
SHIELDED
COAXIAL SHIELDED TWO SHIELDED
TWISTED TWISTED SINGLE
GROUPING OF LEADS CABLE CONDUCTOR TWISTED
PAIR TRIPLE CONDUCTOR
W / GROUND PAIR
CAPACITOR CIRCUIT BREAKERS

CONNECTORS
CURRENT LIMITER
A
CB PUSH PUSH-PULL SWITCH B
GENERAL BASIC BREAKER BREAKER BREAKER
RECEPTACLE PLUG MATED PLUG
& RECEPTACLE
DIODES FUSE GROUNDS
-A
GENERAL ZENER, ZENER,

GROUND OR GROUND TO
UNIDIRECTIONAL BIDIRECTIONAL OR
CIRCUIT CHASSIS
RETURN (WITH TERMINAL)
HORN HEATED ELEMENT SQUIB ELECTRIC LAMPS

A*
IGNITER
INDICATOR LIGHT
(* LETTER DENOTES INCANDESCENT FLUORESCENT
COLOR - ASTERISK LAMP LAMP
IS NOT PART OF SYMBOL)
METER POLARITY POTENTIOMETER

MOTOR
A
M + -
* LETTER DENOTES THE
TYPE OF METER POSITIVE NEGATIVE
i.e. A = AMMETER
RESISTOR
SPLICE
TERMINAL BOARD
RELAY COIL RHEOSTAT
1
PERMANENT 2
3
4
DISCONNECT
TRANSISTORS
TRANSDUCER TRANSFORMERS
GENERAL PNP TYPE NPN TYPE
THERMAL ELEMENT COILS

(TRANSDUCER)
SINGLE PHASE
(3) WINDING NON SATURATING
GENERAL GENERAL ADJUSTABLE
W/CORE
PAGE 24
Aug 15/07 91-10-00 8D10
MAINTENANCE MANUAL
ELECTRICAL SYMBOLS
PUSH BUTTON MOMENTARY OR

CONTACT SWITCH ASSEMBLIES
SPRING RETURN
BASIC
(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT TWO
CIRCUIT
CONTACT CONTACT CLOSING CIRCUIT
OPENING
MOMENTARY OR LOCKING AND NON-LOCKING

NON-LOCKING
SPRING RETURN
OFF
OFF
(MAKE) (MAKE OR BREAK) (BREAK)
CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
CIRCUIT CIRCUIT
CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE
TEMPERATURE ACTUATED
PRESSURE OR VACUUM ACTUATED SWITCH
NOTE: t* SYMBOL
SHALL BE REPLACED
BY DATA GIVING THE
V P OPERATING
OR OR
t t t t TEMPERATURE
CLOSES ON OPENS ON OF THE DEVICE
CLOSES ON OPENS ON
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE
t THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN
NORMALLY OPEN t
CLOSES ON
RISING TEMPERATURE
NORMALLY NORMALLY OPEN NORMALLY NORMALLY CLOSED t

OPEN HELD CLOSED CLOSED HELD OPEN
NORMALLY OPEN
NORMALLY CLOSED INTERNAL HEATER
OPENS ON SHOWN
RISING TEMPERATURE
SELECTOR OR MULTI - POSITION SWITCH EXAMPLE

ON-ON-ON SWITCH ACUTATION
TOGGLE IN THE TOGGLE IN THE

DOWN POSITION UP POSITION
ANY NUMBER OF TRANSMISSION PATHS MAY BE SHOWN
SWITCHES WITH TIME/DELAY FEATURE
ROTARY
SWITCH NOTE: Viewed from end
OPEN CLOSED
opposite control knob.
TIME-DELAY TIME-DELAY
CLOSING OPENING
OPEN CLOSED
TIME-DELAY TIME-DELAY
EXAMPLE OF OPENING CLOSING
RELAY ARROW INDICATES DIRECTION

OF SWITCH OPERATION
IN WHICH CONTACT
ACTION IS DELAYED
8D11 91-10-00 Aug

PAGE 25
15/07
MAINTENANCE MANUAL
PAGE 26
Aug 15/07 91-10-00 8D12
MAINTENANCE MANUAL
VB1B14
AC/AIR
BLOWER HIGH 2 2 RED
1 1 VB1C14 ORANGE
FRESH AIR
OFF
20A 4 4 BLOWER
VB1E14 YELLOW
CB-21
LOW 3 3 BROWN
VB1A14
VB1D14
AC26AN
105232 11.0 K
101849 10.0 E
Fresh Air Blower

8D13 91-21-20 AugPAGE 1

15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
104818 18.0 A
91-21-20
P328 J
H1B14 20 1 20
20 2 20 H1C14
S334 NC
ON C
3
S323 3 SP20
2
H3A20 AC15A20
AIR COND NO
SWITCH
1 SP19
AC17A20
OFF
F301 (38094-2) H26A14N
H3B20 THROTTLE SWITCH ASSY P327 J
5A
H3E20 20 5 20 2

S320 FAN H8A14 20 4 20 H8B14 1 (LOW)
SWITCH
6 FAN
LO 1 MOTOR
+28VDC JMPR-9 20 3 20
MAIN 2
MAINTENANCE MANUAL
H1A14 H10A14 20 2 20 H10B14 1 (HIGH)

BUS 10A B401
3
CB-4 1 2
4
7
Fresh Air Blower
FRESH AIR 5 2
8
BLOWER 6
9 CLOSE
1
HI
(STANDARD) LIMIT SP6 H1E14
3
SW NC
H3C20 SP28 P328 J
2 4
+28VDC H5C20 4 H5D20 H20A20 K403 DOOR
F300 1 C 5 DOOR
ESS MOTOR
BUS H5A20 H5B20 S405 OPEN
5A 3 NO
4 2 B402
K304 H6A20 5 H6B20
5 LOGIC 1
H3G20N RELAY
3
H7A20
7 H1D14
GEA 71 ENGINE P701
AIRFRAME ADAPTER 8 OPEN
4 K404
P308C J 9 LIMIT H21A20
AC DOOR SW NC 5 DOOR
NOT CLOSED #1 66 H7B22 3 CLOSE
H3F20 6 H3D20
C
P310 J J P311 S404
AC DOOR JB1-B NO
NOT CLOSED #2 72 H6C22 7 A F 20 P348 J
H4B20 1 H4A20
BRACKET ASSY
S324 S406
SHOWN WITH FAN SWITCH OFF, AIR COND SWITCH IN ON THERMOSTAT PRESSURE
POSITION, THROTTLE NOT WIDE OPEN, PRESSURE SWITCH SWITCH
BELOW MAX PRESSURE, THERMOSTAT CALLING FOR COOLING SP35
AND CONDENSER DOOR CLOSED.
H4D20
K405
COMPRESSOR
CLUTCH
8D14
8D15

SAFE 328 COOLING FAN AVIONICS
PRIMARY FLIGHT DISPLAY 1P3281 +28VDC
COOLING AVIONICS
+28VDC POWER 1 H1A22RED 3 BUS
GROUND 3 H1A22NBLK GB1A-K
FAN FAIL OUT 2
NO. 1 GDU 1040 1P10001

PRIMARY FLIGHT DISPLAY
14 H2A22
FAN MONITOR VALID IN
59 L1A22BLU TO P311-9 (SEE 91-33-10, FIG 5, SHT 3)
28 V LIGHTING HI

P3471
GMA 1347 AUDIO PANEL
Avionics Cooling and Lighting
52 L4A22BLU
MAINTENANCE MANUAL
28 V LIGHTING HI

NO. 2 GDU 1040
MULTI-FUNCTION DISPLAY
Figure 2
2P10001
28 V LIGHTING HI 59 L3A22BLU
FAN MONITOR VALID IN 14 H3A22
SAFE 328 COOLING FAN

MULTI-FUNCTION DISPLAY 2P3281
FAN FAIL OUT 2
+28VDC POWER 1 H4A22RED
GROUND 3 H4A22NBLK GB2A-K
91-21-20 AugPAGE
SAFE 328 COOLING FAN

3P3281 AVIONICS
NO. 1 GIA 63
INTEGRATED AVIONICS UNIT H6A22RED 1 +28VDC POWER
1P604
GB2A-L H6A22NBLK 3 GROUND
DISCRETE IN 12 24 H5A22 2 FAN FAIL OUT
(FAN MONITOR)
with Garmin 1000
NO. 2 GIA 63
INTEGRATED AVIONICS UNIT 2P604
Effectivity
DISCRETE IN 12 24 H5B22 104815 15.0 A

(FAN MONITOR)
15/07
3
MAINTENANCE MANUAL
PAGE 4
Aug 15/07 91-21-20 8D16
8D17
105232 24.0 K
101849 23.0 E
P35/R35
10 10 AC26A14N
AC1B14 1 1
S2 S3 AC1C14
FAN 22
AIR COND. THROTTLE 7 7 LOW
SWITCH 11 FAN
SWITCH SWITCH
HIGH 11 MOTOR
LO 1 NC
ON 3 AC17-20 AC3B16 2 2 AC3D16 22
2 C
F2 AC3A18 AC15-20
2 NO
10A AC2A18 AC2B18 3 3
3 5A 1
CB
4 OFF AC8A14 2007 AND UP,
9 9 AC8B14 & SERVICE
AC5A20 5
REPLACEMENTS
AC10A14 5 5 AC10B14 IN 2003 TO 2007
HI 6

F1 11 11 87A
5A 30
OPEN 87
2007 AND UP LIMIT AC1E14 K1
AC1A14
MAINTENANCE MANUAL
Air Conditioning (Optional)
SW NC 85 DOOR

87A AC20A18
AC5C20 AC5D20 OPEN
30 4 4
AC5B20 C 86 DOOR
87 NO MOTOR
K3 AC3C20 AC4A16
LOGIC 85
Figure 1
RELAY 87A
AC7A20
86 S5
30
AC6A20 6 6 AC6B20 87
PRESSURE
SWITCH AC1D14
AC2D20N
2003 TO 2007 85
AC4D16 AC4C16 AC4B16 AC21A20 K2
8 8
P3A 8 9 CLOSE DOOR
2 86
LIMIT NC CLOSE
1 8 9 P3J S6 SW
3 THERMOSTAT
C
4 AIR COND. COMPRESSOR NO
DOOR S7
CLUTCH
ANNUNCIATOR 2003 TO 2007
5
2
1
91-21-50 AugPAGE
3
K1
4 DOOR
OPEN
SHOWN WITH FAN SWITCH OFF, AIR COND SWITCH IN 5 DOOR
ON POSITION, THROTTLE NOT WIDE OPEN, PRESSURE MOTOR
SWITCH BELOW MAX PRESSURE, THERMOSTAT CALLING
FOR COOLING AND CONDENSER DOOR CLOSED.
2
1
3
4
K2
5 DOOR
CLOSE
15/07
NOTE: Airplanes equipped with Garmin 1000 EFIS, see 91-21-20, Figure 1, Sheet 2.
1
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-21-50 8D18
8D19
1
K17 DETAIL 9
5 R INSTRUMENT PANEL L INSTRUMENT PANEL
J553
W
2 1 W
B
JB10-C
10 2 B JB10-G PRIMARY FLIGHT
6
MAIN 5 W W JB9-L DISPLAY
PFD B B JB9-R
3 6
11
9 W
7
10 18RED 10
B
P732
CB2 4
12
8
13 11 W 55 GROUND
K17 7
B
B 13 DISCRETE INPUT 12
CIRCUIT BREAKER PANEL 14
14
O O 38 DISCRETE OUTPUT 5
59 SHIELD GND
13 A/P
INSTRUMENT MASTER
K17 SWITCH
D2 PANEL
INSTRUMENT PANEL AP
3
2
SYSTEM 55X A/P P/O P552

1 FD S551
ROLL STR 429 A 36 W 6
ROLL STR 429 B 37 B 5
SHIELD GND 43 BLK
FD ENABLE 8
4 OFF
S-TEC System 55X Autopilot
FD LOGIC 4
MAINTENANCE MANUAL

72 DISCRETE INPUT 11
SHIELD GROUND 39
ANNUN LOAD 24 W 50 DISCRETE INPUT 2
ANNUN CLK 25 B 11 DISCRETE INPUT 0
ANNUN DATA 26 O 31 DISCRETE INPUT 1
ALT ENGAGE 20 W 76 DISCRETE OUTPUT 3
ALT SELECT 21 B 18 DISCRETE OUTPUT 4
G/S FLAG + 1 W 37 DISCRETE OUTPUT 1

G/S FLAG - 2 B 36 GROUND
30 SHIELD GND
LOC SWITCH 32 56 DISCRETE OUTPUT 2

NAV FLAG+ 13 W 17 DISCRETE OUTPUT 0
NAV FLAG- 14 B 16 GROUND
20 SHIELD GND
P/O P552
ALT SEL JUMPER 23 P733
GND 44
GPSSENABLE 38
G/S +UP 18 W W 9 ANALOG OUTPUT 4
G/S -DN 19 B 37 ANALOG GROUND
91-22-10 AugPAGE
B
SHIELD GND 45
VS CMD 22 W 42 ANALOG OUTPUT 4
PITCH STR 13 B W 15 ANALOG INPUT 0
ROLL STR 12 B 30 ANALOG INPUT 1
GND 42 W W 29 ANALOG GROUND
SIG REF 7 B B 28 ANALOG REF
SHIELD GND 40 35 SHIELD GND
with Avidyne Entegra
P/O P551
21 SHIELD GND
L-R + RT 30 W W 24 ANALOG OUTPUT 5
L-R + LT 31 B B 23 ANALOG GROUND
SHIELD GND 45
DC HDG HI 28 W W 26 ANALOG OUTPUT 2
HDG RETURN 29 B 27 ANALOG GROUND
Effectivity
B
DC CRS HI 11 W 40 ANALOG OUTPUT 3
101750 12.0 P
W
CRS RETURN 12 B B 41 ANALOG GROUND
GND 44
15/07
1
MAINTENANCE MANUAL
101750 13.0 Z
P552 CONTROL WHEEL
55X A/P P/O P554
TRIM INTERRUPT 14 WHT 8
MAN TRIM -DN 15 BLU 9
MAN TRIM +UP 16 ORG 5
CWS GND 6 WHT 6
CWS 5 BLU 2 M/W
J554
SHIELD GROUND 46 11
BLK 3
RED 7
4
A/P TO AVIONICS
MASTER SWITCH MASTER SW.
LIGHTING WIRES A
1 A 4
TRIM
SHIELD GROUND 42
SHIELD GROUND 44 2 5 2
RED CB35
RED
AUTOPILOT
3 B 6
A B
AP
3
2 5
RED CB36
1 FD S551
6 T&B
5
4 2
OFF
A/P RED-T&B A+ CB33
MASTER SWITCH
27 JB1-N
INSTRUMENT PNL CIRCUIT BREAKER PANEL
AUDIO OUTPUT
28VDC TRIM 50 WHT

B
SOL+ 33 WHT
SOL GND 48 BLU
MTR +UP 32 ORG
MTR +DN 17 GRN
SHIELD GND 47
FLAP POT SIGNAL 28 WHT C
FLAP POT REFERENCE 30 BLU
SHIELD GND 41
P551
A/P DISCONNECT 17
A/P+ 34 RED
LIGHTS 15 BLU JB7-F
D
AIRFRAME GND 35 BLK
RATE GYRO TACH 5 WHT

RATE GYRO REF. 6 BLU
RATE GYRO SIG. 24 ORG
SHIELD GND 41
SHIELD GND 42
SHIELD GND 43
20 WHT
E
PITCH SOLENOID
PITCH SOL. GND 2 BLU
PITCH MOTOR 21 ORG
PITCH MOTOR 3 GRN
TRIM SWITCH DN 4 WHT
TRIM SWITCH UP 22 BLU
TRIM SWITCH COM. 23 ORG
SHIELD GND 40
F
R0LL MOTOR 1 WHT
ROLL SOLENOID 18 BLU
ROLL MOTOR 19 ORG
ROLL SOL. GND 36 GRN
SHIELD GND 39
J557
TRANSDUCER GND 16 WHT 2 TRANSDUCER GND
10 VDC 33 BLU 3 10 VDC
TRANDUCER SIGNAL 50 ORG 1 TRANSDUCER SIGNAL
SHIELD GND 46
PRESSURE TRANSDUCER
INSTRUMENT PANEL L INSTRUMENT PANEL
Effectivity S-TEC System 55X Autopilot

PAGE 2
Aug 15/07 91-22-10 8D20
MAINTENANCE MANUAL
101750 13.0 Z
TRIM MASTER SW
J564
L FUSELAGE
SEE DETAIL A ON 91-22-10, P555 TRIM MONITOR
FIG. 1, SHEET 5 FOR
SWITCH DETAIL 3 WHT 2 TRIM PWR IN
M/W T1 2 BLU 4 TRIM LAMP
1 ORG 9 LAMP PWR
CABLE ASSY. 39229-2-14
OR
CABLE ASSY. 39229-4-14 1 GRN 7 FAIL LAMP
2 RED 12 SHIELD GROUND
M/W T2 3 BLK
P565
A
WHT 8 TRIM PWR OUT
BLU 6 TRIM SOL
GRN 5 TRIM SERVO +DN
ORG 3 TRIM SERVO +UP
14 SHIELD GROUND
JB1-J 11 AUDIO
BLK 10 AUTOTRIM GND
13 A/C GND
CENTER PEDESTAL BLU 1 PANEL LIGHTS
JB8-F
WHT 15 +HORN
BLK CABLE ASSY.

39266-65
6542 SONALERT
BLU
ORG
GRN
WHT
B WHT
P556
WHT 16
BLU 17
ORG 18
GRN 19
20
C WHT 27
BLU 28
29
R INSTRUMENT PANEL
M/W J556
TURN CO-ORDINATOR
WHT PANEL LAMPS HI
BLK PANEL LAMPS LO
P558
D A +28 VDC ACFT PWR
BLK B ACFT GND
E RATE GYRO TACH
D RATE GYRO REF.
C RATE GYRO SIG.
E WHT 10
BLU 7
ORG 8
GRN 11
WHT 9
BLU 12
ORG 13
14
F WHT 1
BLU 2
ORG 3
GRN 4
5
S-TEC System 55X Autopilot Effectivity

8D21 91-22-10 AugPAGE 3

15/07
MAINTENANCE MANUAL
101750 20.0 P
ROLL SERVO
FLAP POT
J560
P562
1
9
2
2
4
PITCH SERVO
TRIM SERVO
P561
P559
1
9
9
2
7
4
6
WHT
ORG
WHT
WHT
ORG
WHT
ORG
WHT
ORG
GRN
GRN
GRN
BLU
BLU
BLU
BLU
BLU
J556
11
29
20
27
28
19
16
17
18
10
12
13
14
1
9
7
5
4
R. FUSELAGE
Effectivity S-TEC System 55X Autopilot

PAGE 4
Aug 15/07 91-22-10 8D22
8D23
CO-PILOT’S TRIM CMD SW

DN P566
NO1 3 RELAY PANEL
S1 C 9
NO1 4
NO2 8 J567
2
S2
C 5 2
NO2 7 6 6
UP 11 4
6 4
1 1
2
5 5
AP DISC/TRIM INTRPT SW 3
A 3
NC C A
B
NC C BLK B
GB2-K

CONTROL WHEEL
STEERING SWITCH R FUSELAGE FWD OF FS 67.880
MAINTENANCE MANUAL
C NO

1 2
3 4
5 6 27E488 RELAY SOCKET DETAIL

CO-PILOT'S CONTROL WHEEL BOTTOM VIEW
A B
J5542
AP A+ 7
TRIM C/B 4
T2
PILOT'S CONTROL WHEEL MOTOR UP 5
MOTOR DN 9 YEL 3
GRN 2
CWS 2 BLU 1
CWS GND 6 1 2 3 4
6
A/P DISC 11
C NO TRIM INT 8
CONTROL WHEEL GND 3 5 7
STEERING SWITCH
9
8 11 12 10 T1
BLK 3
RED 2
ORN 1
91-22-10 AugPAGE
TRIM MASTER SWITCH (EATON)

DETAIL A
NC C
SEE 91-22-10
FIGURE 1, SHEET 3
NC C P554 FOR SWITCH
2
AP DISC/TRIM INTRPT SW T2
BLK 3
6 RED 2
2 6 ORN 1
5 7
UP 11 3
NO2 7
S2 C 5 T1
1 4
NO2 8 11 YEL 3
NO1 4 GRN 2
Effectivity
8 10 BLU
101750 21.0 P
S1 C 9 9 12 1
NO1 3
DN
15/07
TRIM MASTER SWITCH (STACO)

PILOT TRIM CMD SW
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
S701 CIRCUIT BREAKER PANEL
A/P MASTER SW
(SEE DETAIL A)
TURN & TURN COORDINATOR
BANK P558
S-TEC SYSTEM 55X P551 6 OFF
5 +28VDC 5 C15A22RED A +28VDC POWER
AUTOPILOT COMPUTER P552-8 (SEE 91-22-10, FIG 1, SHT 7) C24A22NBLK AVIONICS AUTOPILOT
4 BUS
28VDC POWER IN 34 C1A22 3
91-22-10
2 GB2A-E
P554 C16A22RED 5
C1B22 7 CONTROL WHEEL
AP DISCONNECT 17 C2A22 11 1 AP
GB1A-E C15A22NBLK B GROUND
RATE GYRO TACH 5 C3A22WHT E GYRO TACH

RATE GYRO REF 6 C3A22BLU D SIGNAL REF
RATE GYRO SIGNAL 24 C3A22ORG C SIGNAL OUT
SHIELD GROUND 41
NO. 2 GIA 63
2P606 INTEGRATED AVIONICS UNIT
DC COURSE SIGNAL HI 11 C4A22WHT 48 COURSE DATUM OUT HI
DC COURSE SIGNAL LO 12 C4A22BLU 49 COURSE DATUM OUT LO
DC HEADING SIGNAL HI 28 C5A22WHT
DC HEADING SIGNAL LO 29 C5A22BLU 46 HEADING DATUM OUT HI

SHIELD GROUND 44 47 HEADING DATUM OUT LO
2P604
ILS ENERGIZE
LOC SWITCH IN 32 C6A22 25
MAINTENANCE MANUAL
(ANNUNCIATE 2)

2P605
+ 13 C7A22WHT 19 + MAIN LATERAL

NAV FLAG IN
- 14 C7A22BLU 20 - FLAG OUT
LATERAL +LEFT 31 C8A22WHT 17 +LEFT MAIN LATERAL

DEVIATION IN +RIGHT 30 C8A22BLU 18 +RIGHT DEVIATION OUT
SHIELD GROUND 45 P311
BRACKET ASSEMBLY - ACCESSORY
10
+28VDC LIGHTING HI 15 C9A22BLU
P555
TRIM MONITOR
C31A22BLU 1 PANEL LIGHTS
GPS TRACK GAIN 49 C23B22 55X AUTOPILOT, P552-38 (SEE 91-22-10, FIG 1, SHT 7)
P722 J722 P562 SERVO HARNESS

ROLL MOTOR 1 C10A22WHT 1 C10B22WHT 3
ROLL SOLENOID 18 C10A22BLU 2 C10B22BLU 1 ROLL SERVO
ROLL MOTOR 19 C10A22ORG 3 C10B22ORG 4
ROLL SOL GND 36 C10A22GRN 4 C10B22GRN 2
SHIELD GND 39 5 9
6 P561
PITCH SOLENOID 20 C11A22WHT 7 C11B22WHT 1
PITCH SOL GND 2 C11A22BLU 8 C11B22BLU 2
PITCH MOTOR 21 C11A22ORG 9 C11B22ORG 4
PITCH MOTOR 3 C11A22GRN 10 C11B22GRN 3 PITCH SERVO
TRIM SWITCH DN 4 C12A22WHT 11 C12B22WHT 8
TRIM SWITCH UP 22 C12A22BLU 12 C12B22BLU 6
TRIM SWITCH COM 23 C12A22ORG 13 C12B22ORG 7
SHIELD GND 40 14 9
P557
104815 11.0 A
TRANSDUCER GND 16 C13A22WHT 2 TRANSDUCER
10 VDC 33 C13A22BLU 3
TRANSDUCER SIG 50 C13A22ORG 1
46
AIRFRAME GND 35 C14A20NBLK
8D24
GB4A-E
8E1

AUTOPILOT
+28VDC
AVIONICS
C16B22RED 5 BUS
BRKT ASSY - ACCESSORY
S-TEC SYSTEM 55X P311 NO. 2 GIA 63
AUTOPILOT COMPUTER P552 ACC BOX 4.7 KΩ 2P606 INTEGRATED AVIONICS UNIT
P311
JB2-L-A 11
LOAD 24 C18A22WHT 16 JB2-L-B JB2-L-C 12 C18B22WHT 55 SYNC
JB2-L-E
ANNUN CLOCK 25 C18A22BLU 17 JB2-L-F JB2-L-G 13 C18B22BLU 53 CLOCK
JB2-L-J REMOTE
JB2-L-K JB2-L-L ANNUNCIATE
DATA 26 C18A22ORG 18 14 C18B22ORG 54 DATA
19 15
2P605
ROLL STR. SIG. 12 C19A22WHT 10 +RIGHT
SIGNAL REF 7 C19A22BLU 11 +LEFT FD ROLL
PITCH STR. SIG. 13 C19A22ORG 8 +UP
9 +DN FD PITCH
SHIELD GROUND 41
FD LOGIC 4 C20A22 74 DISCRETE IN 24A

VERTICAL +UP 18 C21A22WHT 23 +UP MAIN VERTICAL
DEVIATION IN +DOWN 19 C21A22BLU 24 +DOWN DEVIATION OUT
MAINTENANCE MANUAL
+ 1 C22A22WHT 25 + MAIN VERTICAL
VERTICAL FLAG IN

- 2 C22A22BLU 26 - FLAG OUT
SHIELD GROUND 45
C23B22 55X AUTOPILOT, P551-49 (SEE 91-22-10, FIG 1, SHT 6) 2P604
GPS ENABLE 38 C23A22 27 GPS ANNUNCIATE OUT
(ANNUNCIATE 4)
F/D ENABLE 8 C24A20 A/P MASTER SW, PIN 4 (SEE 91-22-10, FIG 1, SHT 6)
2P603
ALT SEL/BARO ALT A 21 C26A22WHT 4 A RS-485 #4

RS485 B 20 C26A22BLU 6 B
SHIELD 49 P554
TRIM INTERRUPT 14 C27A22WHT 8
MANUAL TRIM +DN 15 C27A22BLU 9 CONTROL WHEEL
MANUAL TRIM +UP 16 C27A22ORG 5 (SEE 91-22-10,
CWS GND 6 C28A22WHT 6 FIG 1, SHT 8)
CWS 5 C28A22BLU 2
SHIELD GND 46
GB4A-H C25A22NBLK 3
P725 J725 SERVO HARNESS P569

91-22-10 AugPAGE
PITCH FLAP POT 28 C29A22WHT 1 C29B22WHT 1

SIG REF 30 C29A22BLU 2 C29B22BLU 2 FLAP POT
SHIELD 40 3 3
P559
SOL + 33 C30A22WHT 5 C30C22WHT 1
SOL GND 48 C30A22BLU 6 C30C22BLU 2 TRIM SERVO
MTR +UP 32 C30A22ORG 7 C30C22ORG 3
MTR +DN 17 C30A22GRN 8 C30C22GRN 4
SHIELD GND 39 9
with Garmin 1000
P555
C30B22WHT 6
C30B22ORG 3 TRIM MONITOR
Effectivity
C30B22GRN 5 (SEE 91-22-10,

28VDC TRIM 50 C30B22BLU 8 FIG 1, SHT 8)
14 104815 12.0 A
15/07
7
Apr 30/08
PAGE 8
with Garmin 1000

Effectivity
P554 TRIM +28VDC
PILOT CONTROL
AVIONICS
WHEEL 4 C32B22RED 2 BUS
TRIM MONITOR P555 P564

TRIM POWER IN 2 C33A22WHT 3 TRIM MASTER SWITCH
91-22-10
TRIM LAMP 4 C33A22BLU 2

LAMP PWR 9 C33A22ORG 1
FAIL LAMP 7 C33A22GRN 1

SHIELD GND 12 C32A22RED 2
GB3A-D C32A22NBLK 3
P565 (CABLE ASSY 39229-4-14)
AUTO TRIM GND 10 C34A22NBLK GB3A-A P554 J554

A/C GND 13
3
4 PILOT CONTROL WHEEL
7

HARNESS ASSEMBLY -
8
AVIONICS 9
5
GB3A-B C35A22NBLK - CENTER PEDESTAL 11
MAINTENANCE MANUAL
TRIM SONALERT 6
+

+HORN 15 C35A22 2
10
12
13
14
OPTIONAL CO-PILOT'S TRIM SYSTEM STANDARD CONTROL WHEEL HARNESS

P566 J566
(CO-PILOT MIC JACK PIN 2) R8B22WHT 10
(CO-PILOT MIC JACK PIN 1) R8B22BLU 12 CO-PILOT CONTROL WHEEL
C25B22N 3
C32C22 4
C1C22 7
8
C49A22 9
C50A22 5
11
P554 J554B K367 6
3 2
4 5 1
7
C25C22N
HARNESS ASSY - 3
C27B22WHT
C47A22
C48A22
8 2
AVIONICS C27B22BLU 6
9
C28C22WHT
4 A
C28C22BLU
5 C27B22ORG
11
6
2 B
P554B J554
10
12 3
GB3A-F 4
13 7
8
9
5
C2B22 11
C28B22WHT 6
C28B22BLU 2
104815 13.0 C
R10C22WHT 10
R10C22BLU 12
R38B22 13
8E2
R39B22 14
MAINTENANCE MANUAL
8E3 91-22-10 AugPAGE 9

15/07
MAINTENANCE MANUAL
PAGE 10
Aug 15/07 91-22-10 8E4
MAINTENANCE MANUAL
ELECTRIC AVIONICS
BUS BUS
A3 A4
PR1A10 PR1B10
PR2A20
X1
RADIO
MASTER
X2 RELAY
PR2B20
6 4
ON OFF
RADIO
5 MASTER
SWITCH
105232 13.0 K
101849 12.0 E
Radio Master Switch

Figure 1
8E5 91-23-00 AugPAGE 1

15/07
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-23-00 8E6
8E7
XM
MAIN BUS 1A XM 20 AWG RED
CB-45

XMD076-01
XMD RCVR
XMP1
MAINTENANCE MANUAL

PWR INPUT 19
+28V DC
PWR ENABLED 18
XM Receiver
MFD
Figure 1
PWR GND 37 20 AWG BLK

P530 XMP1
W
TX 10 4 RX
B RS232
RS232 1 RX 11 22 TX
WX DATA
O
GND 12 23 GND
CI 420-1
XM ANTENNA
ANT IN OUT
XMP4
91-23-15 AugPAGE
HARNESS ASSY
101750 25.0 P
Effectivity
15/07
1
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-23-15 8E8
8E9
INSTRUMENT PANEL
GMA-340 P3402 AUDIO AVIONICS
2 BUS
11-33 VDC POWER INPUT 8 22 RED AUDIO
11-33 VDC POWER INPUT 9 22 RED AUDIO CB38
POWER GROUND 10 22 BLK GB1-F
POWER GROUND 11 22 BLK GB1-G
14V LGT LO / 28V LGT LO 5 22 BLK GB1-H
14V LGT / 28V LGT LO 6
14V LGT / 28V LGT 7 JB7-C COCKPIT CEILING
P3403 P3404
SPEAKER OUT 44 1 2 M/W COPILOT CONTROL WHEEL
SPEAKER GND 43 2 M/W "SPKR" 1
CONNECTOR
R INSTRUMENT PANEL
2
CO-PILOT HEADSET RT 4 WHT
CO-PILOT HEADSET LT 3 COPILOT
2 BLU
1 PHONE
CO-PILOT HEADSET GND

3
CO-PILOT MIC IN 32 WHT 2
CO-PILOT MIC KEY 33 BLU COPILOT
CO-PILOT MIC GND 34 1 MIC
ORG
MAINTENANCE MANUAL

L INSTRUMENT PANEL
GMA 340 Audio Panel
2
PILOT HEADSET LEFT 16 WHT
PILOT HEADSET RIGHT 31 PILOT
1 BLU 1 PHONE
PILOT HEADSET GND
P3401
Figure 1
WHT 3
PILOT MIC IN 33 2
PILOT MIC KEY 34 BLU PILOT
PILOT MIC GND 35
1 MIC
ORG
ADF 1 AUDIO HI 7
ADF 1 AUDIO LO 8 P/O P554
10
COM-1 AUDIO HI 9 12 TO P/O AP CONT WHEEL DISC
COM-1 AUDIO LO 10
COM-1 MIC AUDIO HI 11
COM-1 KEY 12 TO #1 GNS-430 INSTL (SEE 91-34-50, FIG 2, SHT 1)
NAV-1 AUDIO HI 17
NAV-1 AUDIO LO 18
COM-2 AUDIO HI 13
COM-2 AUDIO LO 14
COM-2 MIC AUDIO HI 15
TO #2 GNS-430 INSTL (SEE 91-34-50, FIG 2, SHT 3)
91-23-50 AugPAGE
COM-2 KEY 30
NAV-2 AUDIO HI 19
NAV-2 AUDIO LO 20
DME AUDIO HI 21
DME AUDIO LO 22 TO DME-450 INSTL (SEE 91-34-50, FIG 4, SHT 1)
COM-3 AUDIO HI 3
COM-3 AUDIO LO 4
COM-3 MIC AUDIO HI 5 L INSTRUMENT PANEL
COM-3 KEY 6
COMM 1 MIC KEY 12 JB5-A (SH 22)
COMM 2 MIC KEY 30 JB5-E (SH 22)
UNMUTED AUDIO IN 31 JB2-W (SH 22)
Effectivity
101750 10.0 P
MKR BCN ANT 1
MKR ANT GND 2 RG-188
15/07
1
Aug 15/07
PAGE 2

Effectivity
INSTRUMENT PANEL R CABIN SIDEWALL UPHOLSTERY PANEL
P/O P3402
GMA-340
TO AUDIO
P3406
100590-6 PLATE ASSY
SHIELD
PAX-1 MIC IN 35 WHT 2
PAX-1 MIC GND 36 BLU 3
1
91-23-50
P3407
WHT 1
BLU 2
ORG 3
4
100590-13 PLATE ASSY

P3408
PAX-2 MIC GND 38

BLU 3
1
GMA 340 Passenger Interphone
P/O P3401 P3409

PAX HDST RT 41 WHT 1
MAINTENANCE MANUAL
STEREO PAX HDST LT 40 BLU 2

PAX HDST GND 42 ORG 3
4
P/O P3402 P34010

MUSIC 2 RIGHT 27
Figure 2
3
MUSIC 2 LEFT 26 2
MUSIC 2 GND 28 1
L CABIN SIDEWALL UPHOLSTERY PNL
REAR SEAT ARMREST

100969-004 JACK ASSY
P34011
WHT 2
BLU 3
ORG 4
7
8
9

1
BUTTON TONE ENABLE 19
101750 19.0 U
MUSIC 1 RIGHT 24
MUSIC 1 LEFT 23
MUSIC 1 GND 25
8E10
8E11
104818 9.0 A

LS303
MAINTENANCE MANUAL
L OVHD

SPEAKER
Overhead Speakers
GMA 1374
P3472 J P308A P317 J J332
42 M22A22WHT 13 M22B22WHT 4 M22C22WHT 1 +
Figure 3
41 M22A22BLU 14 M22B22BLU 5 M22C22BLU 2 -

15 6
M22D22WHT
M22D22BLU
91-23-50 AugPAGE
1 +
2 -
J333
LS303
R OVHD
SPEAKER
with Garmin 1000
Effectivity
15/07
3
Aug 15/07
PAGE 4
with Garmin 1000

Effectivity
NO. 1 GIA 63
GMA 1347 AUDIO PANEL P3472 1P603 AVIONICS INTEGRATION UNIT MIC AND PHONE JACK DETAIL
OUT 1 6 R1A22WHT 59 IN 7 (LOOKING AT REAR).
RS 232 MAIN RS 232
IN 1 7 R1A22BLU 62 OUT 7
91-23-50
1P601
ON-SIDE COMM DIG AUD IN 9 R2A22WHT 13 COMM DIGITAL AUDIO OUT
ON-SIDE COMM MIC DIG AUD OUT 8 R2A22BLU 14 COMM MIC DIGITAL AUDIO IN
2 1
1P602
ON-SIDE VOR/LOC DIGI VOR/LOC DIGITAL PHONE
AUDIO IN 28 R3A22WHT 59 AUDIO OUT
AIRCRAFT GROUND 71 R3A22BLU 61 SIGNAL GROUND
P3471 1P604
HI 54 R4A22WHT 2 HI
ALT WARNING IN VOICE ALT AUDIO
LO 55 R4A22BLU 3 LO

3 2
1P601
ON-SIDE COMM HI 7 R5A22WHT 9 HI 1
GMA 1347 Audio Integration
COMM AUDIO OUT
MAINTENANCE MANUAL
AUDIO IN LO 8 R5A22BLU 10 LO

MIC
8 COMM MIC AUDIO LO
ON-SIDE AUDIO OUT HI 26 R6A22WHT 7 COMM MIC AUDIO IN HI

COMM MIC KEY OUT 27 R6A22BLU 4 COMM MIC KEY IN
P566
12
10 COPILOT CONTROL WHEEL
R INSTRUMENT PANEL
COPILOT R HI 70 R7A22WHT 3
PHONE L HI 69 R7A22BLU 2
1 PHONE
AUDIO LO 71 R7A22ORG
1
3
AUDIO IN HI 49 R8A22WHT
COPILOT 2
KEY 50 R8A22BLU MIC
MIC 1
AUDIO IN LO 51 R8A22ORG
R8B22WHT
R8B22BLU
12B PHONE JACK,

L INSTRUMENT PANEL 2 PLCS
PILOT R HI 10 R9A22WHT 3
PHONE L HI 9 R9A22BLU 2
1 PHONE
AUDIO LO 11 R9A22ORG
S-12B JACK,
1 2 PLCS
AUDIO IN HI 28 3
R10A22WHT
PILOT 2
KEY 29 R10A22BLU MIC
MIC 1
AUDIO IN LO 30 R10A22ORG
R10B22WHT
R10B22BLU
P554
12
8E12

104815 4.0 A
8E13
L CABIN SIDEWALL UPHOLSTERY PANEL

GMA-1347 AUDIO PANEL P3471
J716 P3 COVER PLATE ASSY
PAX-1 MIC IN 46 R11A22WHT 2
PAX-1 MIC GND 47 R11A22BLU 3 PAX 1 MIC
1
J717 P4
PAX HDST RT 68 R12A22WHT 1
STEREO PAX HDST LT 67 R12A22BLU 2 PAX 1 PHONES
PAX HDST GND 48 R12A22ORG 3
4
J721 P696
RIGHT 57 R13A22WHT 1
MUSIC 2
LEFT 56 R13A22ORG 2 PAX MUSIC
AUDIO IN
GND 76 R13A22BLU 3
MUSIC 1 LEFT HI C45A22WHT 4

AUDIO IN RIGHT HI C45A22BLU 5 PAX MUSIC INPUT
LO C45A22ORG 6
MAINTENANCE MANUAL

R CABIN SIDEWALL UPHOLSTERY PNL
J718 P7
COVER PLATE ASSY
1
J719 P9
R12B22WHT 1
R12B22BLU 2 PAX 2 PHONES
R12B22ORG 3
4
R12C22WHT
R12C22BLU
R12C22ORG
REAR SEAT ARMREST
J720
P5
PAX-3 MIC IN 44 R15A22WHT 5 JACK ASSY
91-23-50 AugPAGE
9
8 PAX 3 PHONES
7
2
3 PAX 4 PHONES
with Garmin 1000

104815 5.0 A
Effectivity
1
15/07
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
NO. 2 GIA 63
GMA 1347 AUDIO PANEL P3472 2P603 AVIONICS INTEGRATION UNIT
OUT 2 38 R17A22WHT 59 IN 7
RS 232
IN 2 39 R17A22BLU 62 OUT 7 MAIN RS 232
91-23-50
2P601
X-SIDE COMM DIG AUD IN 48 R18A22WHT 13 COMM AUDIO DIGITAL OUT
X-SIDE COMM MIC DIG AUD OUT 47 R18A22BLU 14 COMM MIC DIGITAL AUDIO IN
2P602
X-SIDE VOR/LOC DIG AUD IN 68 R19A22WHT 59 VOR/LOC DIGITAL AUDIO OUT
AIRCRAFT GROUND 69 R19A22BLU 61 SIGNAL GROUND
P3471 2P604
UNSWITCHED AUDIO IN 3 HI 38 R20A22WHT 2 HI VOICE ALERT AUDIO OUT
COM 3 AUDIO LO 59 R20A22BLU 3 LO

P3472 J3475
MAINTENANCE MANUAL
MARKER BEACON

MARKER BEACON HI 78 RG400 ANTENNA
ANTENNA LO 59

AUDIO AMP/MKR +28VDC
AIRCRAFT POWER 1 53 R21A22RED AVIONICS
5 BUS
POWER GROUND 14 R21A22NBLK GB1A-F
P308A TO FUSELAGE HARNESS
HI 42 R22A22WHT 13 OVERHEAD TO
SPEAKER AUDIO OUT 14 INTERCONNECT
LO 41 R22A22BLU
15
BRKT ASSY - ACCESSORY

S-TEC SYSTEM 55X
P3471 P311 P311 P552 AUTOPILOT COMPUTER
4.7 KΩ
JB2-K-E 7 R23B22 27 A/P AUDIO OUT HI
8
JB2-K-F S-TEC SYSTEM 55X

P555 TRIM MONITOR
4.7 KΩ
UNSWITCHED AUDIO 2 IN HI 20 R23A22 30 JB2-K-P JB2-K-N 32 R24B22 11 AUDIO OUT
31 33
104815 6.0 A
8E14
8E15
ELECTRICAL BUSS
5A ALTERNATOR
P9B20 TO P1C4
CB-1
FIELD
P8B20 } AMMETER
(SEE 91-24-30, FIG 2)
TO STARTER
SOLENOID
(SEE 91-80-10,
P2A20
FIG 1, SHT 1)
W2B20 P2 R2
ALTNR
1 1 W2A20 8 (SEE
R9 SHUNT 91-31-50,
5
W2E20
50mv
FIG 1, SHT 2)
P1B4
5 100A
P9 P3A4 P3B4 P3C4

ALT
P2B20
1 GRN
OUT BLK
W2C20
2 RED
SWITCH
BATTERY P26
MAINTENANCE MANUAL
MASTER

R4
5 BATTERY BATT
SOLENOID SHUNT
P10C20
5
Alternator Power
P4 50mv
P1E4N P1D4 P10D20
100A
P2C20
TO EXT. PWR. (SEE 91-24-40, FIG 1, SHT 1)

1/2 A
P4F18 4 4 P4G18N
2 P9 R9
ALTERNATOR R4
4
W2D20
SWITCH 4
3 OVER VOLT/ P4
VOLT REG. B
P4E18
P4A18
P2D20
90A
RED BLUE P2H14 F
ALT
STA
2 BATTERY
G R1
P4
BLK
6 12 MASTER
91-24-30 AugPAGE
6 12
R4 P1 3 1 SWITCH
P3D4N
P2G20
P4D18
P4B18
P2E20
P2 R9 P4
6 P9 4 3 3
6 R9 4 3 3
R2 P9 R4
P2F20 P4C18 105232 2.0 K
15/07
1
Aug 15/07
PAGE 2

Effectivity
ELECTRICAL BUSS
ALTERNATOR R1 TO
5A
91-24-30
P1C4
}
FIELD P9B20 P9A20 11 STARTER
TO DAU
SOLENOID
CB-1 (SEE
(SEE
P6A20
P8B20 P8A20 10 91-77-40,
91-80-10,
FIG 1, SHT 1)
P2A20
19 FIG 1, SHT 1)
W2B20 P2 R2
ALTNR 1 1 W2A20 8 TO
R9 SHUNT
5 50mv 91-31-50,
W2E20
5 1A FIG 1, SHT 2
P1B4
P9 100A
P3B4 P3C4
ALT
GRN
P2B20
1
OUT BLK

P6B20
* 2 RED
P3A4
W2C20
14 SWITCH
BATTERY P26
P6C20 6 TO MASTER
R4 91-24-30,
MAINTENANCE MANUAL
5 TO SOLENOID BATT P10C20 WH/BL

FIG 3, SHT 1 SHUNT
5 91-31-50, P10B20
P4 FIG 1, SHT 2 50mv P10D20 WHT
Alternator Power
100A
P2C20
P1E4N P1D4
P6D20N
TO EXT.PWR. (SEE 91-24-40, FIG 1, SHT 1)
BATTERY R1 19 8 9
P4F18 4 4 P4G18N
2 1/2 A
}
ALT. P9 R9
R4
SWITCH 4 TO
GRN
RED
BLK
DAU
W2D20
4
3 P4 (SEE
91-77-40,
P4E18
FIG 1, SHT 1)
P4A18
P2D20
LOW
VOLT. OVER VOLT/
MONITOR B 2
VOLT REG.
P4 R1
6 90A 12
RED BLUE P2H14 F ALT STA 12
6 P1
R4 3 1
G
P4B18
P4D18
BLK
P2E20
P3D4N
P2G20
R9 P4
3 3
3 3
P9 R4
P9
6 P2 P4C18
6 4
R9
4 101849 2.0 E
R2
P2F20 * IN S/N’S 3232056 & UP; AND 3255044 & UP.
8E16
8E17
ALTNR OFF 1
FIELD J P314 J P4 S302
4 OFF 2
P2A20 2 P2B20 5 P2C20 ALTERNATOR
5 S311 SWITCH
P2AA20 EMER BAT SWITCH
5A ON 3
CB1 J P315
6 ON
P2G20 4 P2F20 6 P2D20 OVERHEAD SW PNL
P1A20
BRACKET ASSY 2 5
P4F18N 3 P4E18 4 P4E18 S301
P311 J JB2-K GB304-D ON OFF BATT MASTER
6 A P4A18 2 P4B18 3 P4D18 SWITCH
3 1 6 4

NC D
J P310 P414 J
C 5 W3A20 1 GRN S409
ALT
MAINTENANCE MANUAL
BLK OUT

W2C20 W2A20 2 RED SWITCH

MAIN BUS
F422 1/2A SWITCH ASSY

Alternator Power
B 6
P702 GEA - 71
BT400 W2D22 60 ALT INOP
BATTERY
P1D4 F408 1A
BATTERY P10D20 P10A22WHT 46 HI CURRENT MON 2A
MASTER
P1D4N P10C20 P10A22BLU 47 LO (BATTERY)
SOLENOID
F409 1A F420 1A
5A P9B20 P8A22WHT 44 HI CURRENT MON 1A
+ -
P10E20 P1B4 P P8B20 P8A22BLU 45 LO (ALTERNATOR)
F402 SEE F421 1A
BATT
BUS 50MV 100A 91-81-10,
FIG 1, SHT 2 + -
R P28A22WHT 48 HI CURRENT MON 3A
BATT BUS ASSY SEE 91-24-40, FIG 1, SHT 2 V
P28A22BLU 49
R400 LO (STBY ALTR)
SEE
91-24-30 AugPAGE
CR300 50MV 100A 91-24-30,

P3B4 FIG 3, SHT 2
CR301
BLK
P3A4
VR400 J P336
RED 1
OVER VOLT/
VOLT REG. B
with Garmin 1000
P J337 G400
90A GND
BLUE 1 P2H14 P3C4N
FLD ALT
STA 104818 2.0 A
Effectivity
15/07
3
MAINTENANCE MANUAL
105232 5.0 K
50mv
TO 100A
ALTERNATOR SHUNT TO
P3A4 P3B4 DIODE ASSY
P5A20
P6A20
AMMETER
P9B20
P8B20
K L H 8 5 9 B 1
5A 1A
TO
ANNUNCIATOR 5A 5A P5B20
(SEE 91-31-50, P6B20
FIG 1, SHT 1)
R1 P1
5 DN17A22 TO
P8A 10 10 P8C20
P9A 11 11 P9C20 P5F20 ANNUNCIATOR
(SEE 91-31-50,
R12 FIG 1, SHT 2)
3 1 1 P5G20
3 2 2 P5D20 P6C20 6
P12 P12 R12 R12 R12
P5GG20
P5DD20
4 5 6 7
P12 4 5 6 7
DN17A22
P12
P6CC20
P5FF20
P5BB20
P6BB20
P5C20N
DN18A22N P6D20N
R-AMM
2 1 3 4 5 6 8 7 9 10 11 12
P-AMM
GRN
RED
BLK
NITE DAY
2 1
IN- IN+
LOW
4 3 VOLTAGE
DIM RELAY OUT- OUT+ MONITOR
DC-DC
CONVERT
Ammeter / Low Volt Monitor

Figure 2
PAGE 4
Aug 15/07 91-24-30 8E18
8E19
ELECTRICAL BUSS
5A STBY 1A STBY
CB-2 ALTR CB-3 ALTR
FIELD SENSE
SP2A20
14 SP1A10
R9 P9 R4 P4 TO 91-24-30, FIG 1, SHT 2
12 12 SP2B20 12 12 SP2C20

STBY 40 AMP
ALTR CURRENT
SWITCH LIMITER
MAINTENANCE MANUAL

13 13 SP2E20 13 13 SP2D20 2
SP3A22
Standby Alternator
TO 91-31-50 BLU CURRENT

Fig 1, Sht 5 ORG SENSOR
WHT
13
SP2F20
(VENDOR HARNESS)
SP16A22
P13
1 2 3
1 2 3 B
91-24-30 AugPAGE
R13
STBY
TB7 F
ALTR
STBY ALTR 6 SP2F20

SP3A22 P2
CONTROLLER 1
14
2 SP16A22
14
3 SP4A22 BL
3255044 and up
3232056 and up
R2
4 SP4A22 OR
7 SP4A22 WH
5 SP7A20
Effectivity
SP8A20N
15/07
101849 2.1 E
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
91-24-30
104818 21.0 A
SEE 91-24-30, FIG 1, SHT 3)

FWD BLKHD FIREWALL
S303
STBY STBY F423
ALTR ALTR P28A22WHT P30A22
SWITCH 1A

FIELD OFF
J P314 J P4 1 V
2
P25A20 6 P25B20 12 SP2C20 F424
5A
3 P28A22BLU P29A22
ON
MAINTENANCE MANUAL
CB-19

J P315 1A
ESSENTIAL BUS
6 P25E20 13 SP2D20
Standby Alternator
STBY OVERHEAD SW PNL

ALTR
- +
P31B10 P31A10
40A
R401
CB-18
20A 50MV
VR401 REGULATOR
1 BUS SENSE
P25F20 6 BUS
P27A20N 7 GROUND
P26A20 5 FIELD
B
G401
F STBY
ALTR
20A
GND
GB304-F
8E20
8E21
P422
B P12A10 EMER
BT402 BAT
EMER
EMER BATT VOLT
BATTERY J P308E CR1251 F415
D P14A10N P11A16 4 P11B16
15A
CB-2 1A
R INSTRUMENT PANEL R INSTRUMENT PANEL
MAIN BUS
ESSENTIAL BUS
AVIONICS BUS
K300 K301
MAIN BUS RADIO MASTER
CONTACTOR RELAY

A1 A2 A3 A4 EMERGENCY BATTERY ASSY
P23B8 P23A8 P21A10 P21B10
X1 X1
P24A20 P22A20
MAINTENANCE MANUAL
X2 X2

** ***
Power Switching
** CONTACTOR SHOWN *** CONTACTOR SHOWN

IN ENERGIZED POSITION IN DE-ENERGIZED POSITION P400 1A EMERG BUS
F412 (10)
P22B20
Figure 4
1 RELAY
(18)
J P308B 1A B3
F413
(PFD) 1 F4B22 2
EMERGENCY BUS
B2
(AHRS) 2 F17B22 1A B1
F414 (20)
(AIR DATA) 3 F27B22 3 (20) A3
1A
INSTRUMENT PANEL F410 A2
(COM 1A) 4 R1B22 4 A1
2 5 (20)
1A
S312 ON OFF F411
(COM 1B) 5 R2B22 5 X1
RADIO MASTER 3 1 6 4
SWITCH 1A X2
F416
P22C20N (NAV1/GPS1) 6 R6B22 6
P12G20 9 P12F20 9 (20)
GB302-A
91-24-30 AugPAGE
13 13
P24B20 P31A22 8
SEE T (20)
4 6 1 3 EMERG
NORM 91-77-40,
FIG 2
S311 5 2
EMERG POWER
SWITCH
GEA 71
J P308A P702
with Garmin 1000
P12H20N 1 P31B22 64
GB302-R
Effectivity
104818 4.0 A
15/07
7
Apr 30/08
PAGE 8
with Garmin 1000

Effectivity
GB1A GB4A
A A
B B
C C
D D ADC (P741-17, SEE 91-34-20, FIG 7)
91-24-30
E TURN COORD (P558-B, SEE 91-22-10, FIG 1, SHT 6) E A/P COMP (P551-35, SEE 91-22-10, FIG 1, SHT 6)
F GMA1347 (P3472-14, SEE 91-23-50, FIG 4, SHT 3) F
H ADF RECV (P872-S, SEE 91-34-50, FIG 3) H CONTROL WHEEL (P554-3, SEE 91-22-10, FIG 1, SHT 7)
J ADF RECV (P872, SEE 91-34-50, FIG 3) J #1 GIA IAU (1P601-30, SEE 91-34-20, FIG 8)
K PFD COOLING FAN (1P3281-3, SEE 91-21-20, FIG 2) K #1 GIA IAU (1P601-31, SEE 91-34-20, FIG 8)
L AHRS (P771-22, SEE 91-34-20, FIG 6) L #1 GIA IAU (1P605-76, SEE 91-34-20, FIG 8)
M M GTX33 XPDR (P3301-27, SEE 91-34-50, FIG 1, SHT 2)
N ADF RECV (P872-E, SEE 91-34-50, FIG 3) N GDL69A (P691-20, SEE 91-31-40, FIG 1)
P P
R R
LH/FWD RH/FWD

GB2A GB5A
MAINTENANCE MANUAL

A #2 GIA COMM (2P601-30, SEE 91-34-20, FIG 9) A INHIBIT RELAY (PIN A2, SEE 91-34-40, FIG 2, SHT 2)
B #2 GIA COMM (2P601-31, SEE 91-34-20, FIG 9) B

C #2 GIA NAV (2P605-76, SEE 91-34-20, FIG 9) C WX500 STORMSCOPE (P5001-5, SEE 91-34-40, FIG 2, SHT 2)
Ground Blocks
D #2 GDU (2P10001-27, SEE 91-34-20, FIG 5) D

E A/P SW (PIN 5, SEE 91-22-10, FIG 1, SHT 6) E
F F
H H KN63 DME (P632-1, SEE 91-34-50, FIG 5, SHT 2)
J J KN63 DME (P632-A, SEE 91-34-50, FIG 5, SHT 2)
K MFD COOLING FAN (2P3281-3, SEE 91-21-20, FIG 2) K TRC 497 PROCESSOR (P4978-B, SEE 91-34-40, FIG 1, SHT 2)
L AVIONICS COOLING FAN (3P3281-3, SEE 91-21-20, FIG 2) L KN63 DME (BUS SHLD, SEE 91-34-50, FIG 5, SHT 2)
M LANDING GEAR RELAY (P311-29, SEE 91-34-40, FIG 1, SHT 2) M KN63 DME (AUDIO SHLD, SEE 91-34-50, FIG 5, SHT 2)
N N KN63 DME SUPPRESSION SHLD, SEE 91-34-50, FIG 5, SHT 2)
P P
R R
LH/FWD AFT
GB3A
A TRIM MONITOR (P555-10, SEE 91-22-10, FIG 1, SHT 8)

B SONALERT - (SEE 91-22-10, FIG 1, SHT 8)
C #1 GDU (P10001-27, SEE 91-34-20, FIG 5)
D
E
F TRIM RELAY (K367, SEE 91-22-10, FIG 1, SHT 8)
H
J
K
L
M
N
104815 21.0 C
P
R
8E22
RH/FWD
8E23
GB1
A #1 GNS-430 (P43011-77, SEE 91-34-50, FIG 2, SHT 1)
B #1 GNS-430 (P43011-78, SEE 91-34-50, FIG 2, SHT 1)
C #1 GNS-430 (P43021-21, SEE 91-34-50, FIG 2, SHT 1)
D #1 GNS-430 (P43021-22, SEE 91-34-50, FIG 2, SHT 1); DAU (P902-28, SEE FIG 91-28-40, FIG 1, SHT 2); ENG. COMB. GAUGE (SEE 91-77-20, FIG 1)
E PFD (P730-A2, SEE 91-24-30, FIG 3); DAU (P903-10, SEE 91-77-40, FIG 1, SHT 2)
F GMA-340 (P3402-10, SEE 91-23-50, FIG 1)
G GMA-340 (P3402-11, SEE 91-23-50, FIG 1)
H GMA-340 (P3402-5, SEE 91-23-50, FIG 1); DAV (P901-20, SEE 91-77-20, FIG 1, SHT 1)
J GTX-330 XPDR (P3301-27, SEE 91-34-50, FIG 1, SHT 1)
K PFD (D1-2, SEE 91-34-20, FIG 3); FUEL INDICATOR (SEE 91-28-40, FIG 1, SHT 1); DAU (P901-28, SEE 91-28-40, FIG 1, SHT 2)
L IND-450 (P4501-25, SEE 91-34-50, FIG 4, SHT 1) (OPT W/-101)
M DME-450 (MRC-3-3-(IC-C), SEE 91-34-50, FIG 4, SHT 1) (OPT W/ -101)
N PFD (P730-A2, SEE 91-34-20, FIG 3)
P TACHOMETER (PIN C, SEE 91-77-10, FIG 1)

GB2
MAINTENANCE MANUAL

A #2 GNS-430 (P43012-77, SEE 91-34-50, FIG 2 SHT 3)
B #2 GNS-430 (P43012-78, SEE 91-34-50, FIG 2 SHT 3)

C #2 GNS-430 (P43022-21, SEE 91-34-50, FIG 2 SHT 3)
Ground Blocks
D #2 GNS-430 (P43022-22, SEE 91-34-50, FIG 2 SHT 3)

E #2 GI-106 PANEL LIGHTS (P1061-22, SEE 91-34-50, FIG 6)
F MFD (P530-60, SEE 91-34-20, FIG 4)
G ANT COUPLER (P501-8, 91-34-20, FIG 4)
H STORMSCOPE (SW-1-NO, SEE 91-34-40, FIG 2, SHT 1) (OPT W/-106); DAU (P902-20, SEE 91-77-40, FIG 1, SHT 1)
J ANNUNCIATOR SWITCH-4 (SEE 91-34-20, FIG 4)
K ELEVATOR TRIM RELAY (J567-B, SEE 91-22-10, FIG 1, SHT 5)
L GI-106A (P106-18, SEE 91-34-50, FIG 6) (OPT W/-104)
M Q5Z20M (REF)
N AK-350 (P3501-6 &15, SEE 91-34-50, FIG 1, SHT 1)
P POWERPOINT GROUND (91-24-60, FIG 1)
GB3
91-24-30 Sep PAGE
A FG2A STANDBY HORIZON

B FG3A STANDBY HORIZON
C COMPASS LIGHT
D AUTOPILOT MASTER S551-4
E CONTROL WHEEL P554-3
F AUTOPILOT MASTER S551 C&S

G SONALERT
H TURN CO-ORDINATOR P558-B
J TRIM MONITOR P555-10/13
101750 22.0 Z
K E9M20N (REF)
L AUTOPILOT COMPUTER P551-35
M TRIM MASTER SWITCH P565-1
Effectivity
N
P MFD OVERBRAID (P530)
30/06
Aug 15/07
PAGE 10

Effectivity
JB1
A SKYWATCH AUDIO (P4971-92, SEE 91-34-40, FIG 1, SHT 1)

B
C
91-24-30
D
E
F
G
H
J TRIM MONITOR AUDIO (P555-11, SEE 91-22-10, FIG 1, SHT 3)
K
L
M
N A/P ALERT AUDIO (P552-27, SEE 91-22-10, FIG 1, SHT 2)
P
R
S

T TIS AUDIO (P3301-15 SEE 91-34-50, FIG 1, SHT 1)
W
Y
Z
MAINTENANCE MANUAL
CTJ1-22E-05E 330 OHM 1/4 WATT

RESISTOR (5 REQ)
Ground Blocks
JB2
N
J
E
A
T
B
F
K
P
W ALERT AUDIO HI
(P3401-31, SEE 91-23-50, FIG 1)
C
G
L
R
Y
D
H
M
S
Z
CTJ1-22E-04F
101750 22.0 Z
8E24
8F1
JB5 JB7
AVIONICS
A #1 MIC KEY (P3401-12, SEE 91-23-50, FIG 1) LIGHTS
B #1 MIC KEY (P43021-4, SEE 91-34-50, FIG 2, SHT 1) A #1 GNS-430 (P43011-39, SEE 91-34-50, FIG 2, SHT 1)
C #2 XMTR INTERLOCK (P43022-14, SEE 91-34-50, FIG 2, SHT 3) B #2 GNS-430 (P43012-39, SEE 91-34-50, FIG 2, SHT 3)
D C GMA-340 (P3402-7, SEE 91-23-50, FIG 1)
E #2 MIC KEY (P3401-30, SEE 91-23-50, FIG 1) D GTX-330 (P3301-14, SEE 91-34-50, FIG 1, SHT 1)
F #2 MIC KEY (P43022-4, SEE 91-34-50, FIG 2, SHT 3) E
G #1 XMTR INTERLOCK (P43021-14, SEE 91-34-50, FIG 2, SHT 1) F SYSTEM 55X LIGHTS (P551-15, SEE 91-22-10, FIG 1, SHT 2)
H DC-50 ANTENNA COUPLER (P501-5, SEE 91-34-20, FIG 4) G ANNUNCIATOR SWITCH-6 (SEE 91-34-20, FIG 4)
J H
K J
L K
M L
N DME SUPPRESSION (J4503-6, SEE 91-34-50, FIG 4, SHT 1) M 5-28 VDC AVIONICS DIMMING
P SKYWATCH SUPPRESSION (P4971-89, SEE 91-34-40, FIG 1, SHT 1) CTJ1-20E-01B
R XPDR SUPPRESSION (P3301-31, SEE 91-34-50, FIG 1, SHT 1)
S DME SUPPRESSION (J4503-6, SEE 91-34-50, FIG 5, SHT 1)

T SUPPRESSION SHIELD (JB5-N, SEE 91-34-50, FIG 4, SHT 1)
W SUPPRESSION SHIELD (JB5-P, SEE 91-34-40, FIG 1, SHT 1)
Y SUPPRESSION SHIELD (JB5-R, SEE 91-34-50, FIG 1, SHT 1)
Z SUPPRESSION SHIELD (JB5-N, SEE 91-34-50, FIG 5, SHT 1)
MAINTENANCE MANUAL

CTJ1-22E-05E
Ground Blocks
JB6 JB8
PANEL LIGHTS
A XPDR TIS 429 TX 2A (P3301-30, SEE 91-34-50, FIG 1, SHT 1) A GI-106 (P1061-22, SEE 91-34-50, FIG 6)
B B IND-450 (P4501-11, SEE 91-34-50, FIG 4, SHT 1)
C #1 GPS 429 RX (2A) (P43011-50, SEE 91-34-50, FIG 2, SHT 2) C KDI 572 (P5721-9, SEE 91-34-50, FIG 5, SHT 1)
D #2 GPS 429 RX (2A) (P43012-50, SEE 91-34-50, FIG 2, SHT 4) D
E XPDR TIS 429 TX 2B (P3301-28, SEE 91-34-50, FIG 1, SHT 1) E
F F A/P TRIM ANNUNC. (P555-1, SEE 91-22-10, FIG 1, SHT 3)
G #1 GPS 429 RX (2B) (P43011-51, SEE 91-34-50, FIG 2, SHT 2) G STBY ATT. INDICATOR (P43A-D, SEE 91-34-20, FIG 2, SHT 1)
H #2 GPS 429 RX (2B) (P43012-51, SEE 91-34-50, FIG 2, SHT 4) H
J SKY 429 TX A (1) (P4971-34, SEE 91-34-40, FIG 1, SHT 1) J
K MFD 429 RX (3A) (P530-8, SEE 91-34-20, FIG 4) K TKS GAUGE LIGHTING
L L POST LIGHTS
M M 5-28 VDC PANEL LTS
N SKY 429 TX B (1) (P4971-33, SEE 91-34-40, FIG 1, SHT 1)
CTJ1-20E-01B
91-24-30 Aug
P MFD 429 RX (3B) (P530-28, SEE 91-34-20, FIG 4)

R
S
T
W
Y
CTJ1-22E-05E
101750 22.0, 23.0 Z

Effectivity
PAGE 11
15/07
Aug 15/07
PAGE 12

Effectivity
JB9 JB11
A PFD 429 CH 0 TX A (P732-22, SEE 91-34-20, FIG 3)
B A
C #1 GPS 429 RX (1A) (P43011-48, SEE 91-34-50, FIG 2, SHT 2) B
D #2 GPS 429 RX (1A) (P43012-48, SEE 91-34-50, FIG 2, SHT 4) C
91-24-30
E PFD 429 CH 0 TX B (P732-21, SEE 91-34-20, FIG 3) D

F E
G #1 GPS 429 RX (1B) (P43011-49, SEE 91-34-50, FIG 2, SHT 2) F
H #2 GPS 429 RX (1B) (P43012-49, SEE 91-34-50, FIG 2, SHT 4) G
J H
K MFD 429 IN (4A) (P530-48, SEE 91-34-20, FIG 4) J
L K
PFD 429 TX A (ROLL STR) (K17-5, SEE 91-22-10, FIG 1, SHT4)
M SKY 429 RX 1A (P4971-45, SEE 91-34-20, FIG 1, SHT 1) L STORMSCOPE RS232 GND (P5002-5, SEE 91-34-40, FIG 2, SHT 1)
N M STORMSCOPE RS232 RX (P5003-8, SEE 91-34-40, FIG 2, SHT 1)
P MFD 429 IN (4B) (P530-68, SEE 91-34-20, FIG 4) N STORMSCOPE RS 232 TX (P5003-20, SEE 91-34-40, FIG 2, SHT 1)
R PFD 429 TX B (ROLL STR) (K17-6, SEE 91-22-10, FIG 1, SHT4) P #1 GPS RS 232 RX (P43011-55, SEE 91-34-50, FIG 2, SHT 2)
S SKY 429 RX 1B (P4971-44, SEE 91-34-20, FIG 1, SHT 1) R #2 GPS RS 232 RX (P43012-55, SEE 91-34-50, FIG 2, SHT 4)
S MFD RS 232 RX (P530-50. SEE 91-34-20, FIG 4)

T
W T MFD RS232 C TX (P530-49, SEE 91-34-20, FIG 4)
Y W MFD RS232 C GND (P530-51, SEE 91-34-20, FIG 4)
Z Y
MAINTENANCE MANUAL
Z
CTJ1-22E-05E

CTJ1-22E-05E
Ground Blocks
JB10 JB12
A #1 GPS 429 TX 1A (P43011-46, SEE 91-34-50, FIG 2, SHT 2) A

B PFD 429 RX (1A) (P732-41, SEE 91-34-20, FIG 3) B
C MFD/AUTOPILOT ROLL STR (K17-6, SEE 91-22-10, FIG 1, SHT4) C SKY SOFTKEY 1 (P4971-85, SEE 91-34-40, FIG 1, SHT 1)
D D MFD TTL 0UT 2 (P530-7, SEE 91-34-20, FIG 4)
E #1 GPS 429 TX 1B (P43011-47, SEE 91-34-50, FIG 2, SHT 2) E MFD TTL OUT 3 (P530-47, SEE 91-34-20, FIG 4)
F PFD 429 RX (1B) (P732-40, SEE 91-34-20, FIG 3) F SKY SOFTKEY 4 (P4971-82, SEE 91-34-40, FIG 1, SHT 1)
G MFD/AUTOPILOT ROLL STR (K17-2, SEE 91-22-10, FIG 1, SHT4) G
H H
J J ANNUNCIATE E (P43011-11, SEE 91-34-50, FIG 2, SHT 2)
K MFD 429 RX 1A (P530-5, SEE 91-34-20, FIG 4) K SOFTKEY 2 (P4971-84, SEE 91-34-40, FIG 1, SHT 1)
L L TIS SELECT (P3301-46, SEE 91-34-50, FIG 1, SHT 1)
M XPDR TIS 429 RX 1A (P3301-32, SEE 91-34-50, FIG 1, SHT 1) M ANNUNCIATE E (P43012-11, SEE 91-34-50, FIG 2, SHT 4)
N N #2 GPS 429 TX A (P43012-46, SEE 91-34-50, FIG 2, SHT 4)
P MFD 429 RX 1B (P530-25, SEE 91-34-20, FIG 4) P MFD 429 RX 2A (P530-45, SEE 91-34-20, FIG 4)
R R PFD 429 CH 3 RX A (P732-43, SEE 91-34-20, FIG 3)
S XPDR TIS 429 RX 1B (P3301-35, SEE 91-34-50, FIG 1, SHT 1) S
T T #2 GPS 429 TX B (P43012-47, SEE 91-34-50, FIG 2, SHT 4)
W W MFD 429 RX 2B (P530-65, SEE 91-34-20, FIG 4)
Y Y PFD 429 CH 3 RX B (P732-42, SEE 91-34-20, FIG 3)
Z Z
CTJ1-22E-05E CTJ1-22E-05E
101750 23.0 Z
8F2
MAINTENANCE MANUAL
105232 23.0 K
101849 22.0 E
-
EXTERNAL
TO BATTERY MASTER SOLENOID P20A4 + POWER
(SEE 91-24-30, FIG 1, RECEPTACLE
SHT 1, OR, P22A20
IF AVIDYNE EQUIPPED, SHT 2) EXTERNAL
POWER
CONTACTOR
External Power
8F3 91-24-40 AugPAGE 1

15/07
MAINTENANCE MANUAL
104818 5.0 A
-
EXTERNAL
R P20A4 + POWER
SEE 91-24-30, RECEPTACLE
FIG 1, SHT 3 P22A20
EXTERNAL POWER
CONTACTOR
Effectivity External Power

PAGE 2
Aug 15/07 91-24-40 8F4
MAINTENANCE MANUAL
105232 25.0 K
101849 24.0 E
MAIN BUS
P7A20 P7B20 POWER POINT

5A P7C20N RECEPTABLE
GB2-P
Power Point
Figure 1
8F5 91-24-60 AugPAGE 1

15/07
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-24-60 8F6
MAINTENANCE MANUAL
105232 8.0 K
101849 8.0 E
STALL STALL WARNING

WARN HORN
5A F1A20 F1B20
CB-13 P1
7
7
R1
F1E20
FLAP
POSITION
C SWITCH
0°-10°
25°-40°
NC NO
F1K20
F1F20
INBOARD OUTBOARD
LIFT DETECTOR LIFT DETECTOR
8
F1C20 F1L20
F1J20
F1J20
Stall Warning
8F7 91-27-30 AugPAGE 1

15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity LS301
STALL STALL WARNING
91-27-30
WARN HORN
+ -
ESS J P308C
BUS F1A20 F1B20 8 F1C20
5A
CB-31
TO HARNESS C37A22
ASSEMBLY

S318
FLAP
POSITION
MAINTENANCE MANUAL
SWITCH

C
0°-10° 25°-40°
Stall Warning
NC NO
F1D22
F1F22
P302 J
S104
INBOARD F1E22 2
LIFT DETECTOR
S105
OUTBOARD F1G22 1
LIFT DETECTOR
F1J20N
F1J20N
104818 7.0 A
8F8
MAINTENANCE MANUAL
105232 7.0 K
101849 7.0 E
FUEL
PUMP FUEL PUMP
SWITCH
R9 P9 P4 R4 P4 R4 P9 R9
Q2A18 7 7 Q2B18 7 7 Q2C18 Q2D18 8 8 Q2E18 8 8
10A 2 3
CB-10
Q2F18
FILTER
FUEL R2 P2
Q2G18N PUMP Q2G18 5 5
Fuel Pump
8F9 91-28-20 AugPAGE 1

15/07
MAINTENANCE MANUAL
104818 6.0 A
FUEL PUMP
3
SWITCH
S304
BLK
2
OVERHEAD SW PNL
PUMP
Q2C18
Q2D18
FUEL
B400
P4
ORN
7
8
J
FILTER
C300
Q2B18
Q2E18
P314
P315
3
5
J
J
Q2A18
Q2F18
PUMP
FUEL
CB-30
10A
BUS
ESS
Effectivity Fuel Pump
PAGE 2
Aug 15/07 91-28-20 8F10
MAINTENANCE MANUAL
105232 6.0 K
FUEL
QTY
Q1A20 Q1G20N
3A
CB-9 DUAL GB1-K
FUEL QUANTITY
INDICATOR
+ GND
R1 P1 LEFT RIGHT P1 R1
5 5 Q4D20 Q3D20 6 6
Q4C20 Q3C20
TERMINAL
10 9
STRIP
Q4B20 Q3B20
L. OUTBD R. OUTBD
SENDER SENDER
RED RED
L. INBD R. INBD
SENDER SENDER
Fuel Quantity
8F11 91-28-40 AugPAGE 1

15/07
MAINTENANCE MANUAL
101849 6.0 E
DATA ACQUISITION UNIT
FUEL QTY (RH) SIG.(+)

FUEL QTY (LH) SIG.(+)
FUEL QTY (RH) SIG.(-)

FUEL QTY (LH) SIG.(-)
P902 28 10 10 28 P901
Q1G20N
Q1B22N
Q3D20
Q4D20
GB1-D GB1-K
P1 5 6 P1
R1 5 6 R1
Q4B20 Q4C20 Q3C20 Q3B20

L. OUTBD R. OUTBD
10 9
SENDER SENDER
TB1 TB1
RED RED
L. INBD R. INBD
SENDER SENDER
Effectivity Fuel Quantity

PAGE 2
Aug 15/07 91-28-40 8F12
8F13
104818 19.1 A
S407
BAGGAGE
E300 DOOR
GEA 71 SWITCH
P702 P346 J
NC
BAGGAGE DOOR 61 W7A22 1
C

NO
MAINTENANCE MANUAL

J P302
SP29
L FUEL QTY HI 54 Q4C22WHT 3 Q4B22WHT Q4A22WHT
Fuel Quantity
L FUEL QTY LO 55 Q4C22BLU 4 Q4B22BLU Q4A22BLU

5
R100
P310 BRACKET ASSY R101 LEFT OUTBD
Q6A22WHT 16 SENDER
LEFT INBD
+10VDC XDCR PWR OUT 14 Q6A22BLU 17 SENDER
LEFT WING
Q6A22ORN 18
J P305
SP30
R FUEL QTY HI 56 Q3C22WHT 6 Q3B22WHT Q3A22WHT
R FUEL QTY LO 57 Q3C22BLU 7 Q3B22BLU Q3A22BLU
91-28-40 AugPAGE
8
R200
RIGHT OUTBD
R201
SENDER
RIGHT INBD
SENDER
RIGHT WING
with Garmin 1000
Effectivity
15/07
3
MAINTENANCE MANUAL
PAGE 4
Aug 15/07 91-28-40 8F14
8F15
104818 22.0 A
S325
MAX
6
RH WING
5
B200
4
TKS NC METERING

OFF J P308D P316 J P203 J PUMP
PWR
1
H36A20 6 H36B20 2 H36C20 2 HI
2
H31A20
5A 3
MAINTENANCE MANUAL
H37A20 7 H37B20 1 H37C20 1 LO

CB-6
MIN H38A20N 3 GROUND
MAIN 4
TKS H39A20N 0V
BUS TKS (ICE PROTECTION)
TKS System
GAUGE
Figure 1
H32A20
1A
CB-5
R202
M301 LEVEL INDICATOR TKS QTY
P331 P204 J
SENDER
POWER (28 VDC) 1 NC 1 NC
GROUND (OUT) 8 H33A20 5 H33B20 3 H33C20 2 GROUND
POWER (OUT) 5 H34A20 4 H34B20 4 H34C20 3 POWER
3 NC
2 NC
91-30-10 AugPAGE
4 NC
6 NC
7 NC
GROUND 9 H35A20N GB301-A
with Garmin 1000
Effectivity
15/07
1
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-30-10 8F16
MAINTENANCE MANUAL
105232 9.0 K
101849 9.0 E
PITOT PITOT HEAT

HEAT
SWITCH
R2 P2
H2A18 H2B18 8 8 H2C18
10A 2 3
CB-20
R30 R1 P1
R30 GRN
BLK
4 4 W8B22 15 15 W8A22
3 3 RED TO
ANNUNCIATOR
(SEE 91-31-50, FIG 1)
W8B22N
R30 R30
WHT WHT
1 1 2 2 H2D18 H2E18
PITOT HEAT H2E18N

SENSOR
PITOT MAST
Pitot Heat
8F17 91-30-30 AugPAGE 1

15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
104818 8.0 A
91-30-30
P702 GEA 71
W8A22 62 PITOT CURRENT

J P103 P303 J J P343
WHT
MAINTENANCE MANUAL
1 H2E18WHT 3 H2D18 2

4 GRN
J P104
1 H2E18BLU 4 H2F18N
Pitot Heat
HR100
PITOT MAST
W8C22N 3 BLK
S319 RED
PITOT HEAT
PITOT SWITCH
J P308E
HEAT 3
H2B18 3 H2C18 1 WHT
ESS
BUS H2A18
10A 2 A302
CB-17 1 PITOT HEAT
CURRENT SENSOR
H2J22N J P308A
5
H2H22 2 H2G22 63 PITOT HEAT
4 SWITCH POSITION
GB302-M
8F18
8F19

GDL 69A DATA LINK UNIT
DATALINK
P691 +28VDC
AVIONICS
AIRCRAFT POWER 1 35 C36A22 RED 3 BUS
POWER GROUND 20 C36A22N BLK GB4A-N
LS301 STALL WARNING HORN
AUDIO SUPRESSION LO 1 64 C37A22 -

R CABIN SIDEWALL UPHOLSTERY PNL
P311
ACCESSORY BRKT
AUDIO SUPRESSION HI 1 61 C38A22 34 ASSY LIGHT SWITCH COVER ASSY
MAINTENANCE MANUAL

P695 J695
GDL 69A Data Link
VOLUME INCREMENT 73 C40A22 1

VOLUME DECREMENT 74 C41A22 2
CHANNEL INCREMENT 71 C42A22 3
Figure 1
CHANNEL DECREMENT 72 C43A22 4

SIGNAL GROUND 75 C44A22 5
N/C 6 N/C
NO. 2 GDU 1040

2P10001
MULTI-FUNCTION DISPLAY
ETHERNET CABLE
L CABIN SIDEWALL UPHOLSTERY PNL
OUT A 25 WHT/BLU 12 IN 3A
OUT B 24 BLU/WHT 13 IN 3B PLATE ASSY
ETHERNET 1 ETHERNET
IN A 23 WHT/ORN 10 OUT 3A J721 P696
IN B 22 ORN/WHT 11 OUT 3B
P3471-56 (SEE 91-23-50, FIG 2, SHT 2) 2
91-31-40 AugPAGE
P3471-57 (SEE 91-23-50, FIG 2, SHT 2) 1

P3471-76 (SEE 91-23-50, FIG 2, SHT 2) 3
C45B22WHT 4
C45B22BLU 5
C45B22ORG 6
with Garmin 1000
P3471 GMA 1347 AUDIO PANEL
LEFT HI 19 C45A22WHT 17 LEFT HI

Effectivity
AUDIO OUT RIGHT HI 18 C45A22BLU 18 RIGHT HI MUSIC 1

AUDIO IN
LO 17 C45A22ORG 37 LO
15/07
104815 20.0 A
1
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-31-40 8F20
8F21
10
(TO
(OPT.)
AIR COND DOOR
K1 * BELOW)
STARTER ENG
J3A J101

20 21 22 17 18 19 6 1 2 5 3 4 10 7 8 9 13 11 12 2 3 4 1
P3A P101
DN3B22
DN16A22N
MAINTENANCE MANUAL
STE2-20
DN24A22
DN12A22
DN11A22
DN10A22

AC7A20
AC6A20
DN27A22
DN13A22
DN9A22
DN4A22
P304-2
Annunciator
7 PRESS TO
TO 91-80-10,
TO TEST
FIG 1, SHT 1
91-21-50, TO P304-3
1
FIG 1 91-31-50,
DN3A22
FIG 1, SHT 2
ANNUN
PANEL
DAY
P304-5 C P304-1
TO DN1A22 5A
DN1B22
91-31-50, NIGHT CB-18
P304-6
FIG 1, SHT 2 P304-4
91-31-50 AugPAGE
P101
9 29 9 11 13 12 10 5 8 7 6 17
DN17A22
DN1C22
DN2A22
J101
* *
K6 K7 K2
R14
R15
R17
R16
R18
R13
R1
R3
R2
5 3 TO 2 TO
10 91-31-50, 91-31-50,
TO
4 TO 91-31-50, (TO ABOVE) 91-24-30, FIG 1, SHT 2 FIG 1, SHT 2
FIG 1, SHT 2 FIG 2
* HAS INTERNAL SUPPRESSION (POSITIVE TO TURN LIGHT ON)

15/07
105232 4.0 K
1
Aug 15/07
PAGE 2
105232 4.1 K
VACUUM INOP #1
VACUUM INOP #2
BAGG DOOR AJAR

ALTERNATOR INOP
LOW BUS VOLT

PITOT HEAT
OIL PRESS
91-31-50
OFF/INOP
J3
31 30 29 28 27 26 25 24 23 20 21 22 17 18 19 6 1 2 5 3 4 9 7 8 13 11 12 14 15 16

P3
DN13A22 1
W5A20
W4A20
W7A20
MAINTENANCE MANUAL
**
DN25A22

DN23A22
DN22A22
DN21A22
DN15A22
DN14A22
DN20A22
DN19A22
DN18A22
W2A20
W8A22
W6A20
D21A22
P6C20
Annunciator
*** *** *****

8 TO
91-30-30,
****
TO 91-24-30, FIG 1,
FIG 1, SHT 1 SHT 1 6 TO 91-24-30,
FIG 2
DN2A22 2
DN1C22 3
**
14 28 26 25 24 27 22 21 20 19 23 18
P101 **
J101 11
***
9
* *
**
R11
R19
R12
K5 K4 K3
R10
R7
R6
R5
R9
R4
R8
**
12 * HAS INTERNAL SUPPRESSION
** TO 91-31-50, FIG 1, SHT 1
*** (GROUND TO TURN LIGHT ON)
*** TO 91-31-50, FIG 1, SHT 3
**** TO OIL PRESS SWITCH (SEE 91-33-00, FIG 1, SHT 1)
***** TO 91-31-50, FIG 2
8F22
MAINTENANCE MANUAL
105232 4.2 K
TO P3-8, W4A20 12 W4B20 W4C20N

91-31-50, FIG 1, SHT 2 V
VACUUM
SWITCH
#1
TO P3-23, W5A20 15 W5B20 W5C20N

91-31-50, FIG 1, SHT 2 V
R2 P2
VACUUM
SWITCH
#2
** TO COMM/NAV 1 HARNESS
} ** TO DME HARNESS
** TO COMPASS HARNESS
P101
33 32 31 30 16 15
J101
11 TO 91-31-50,
FIG 1, SHT 2
*
R22
R20
K8 12 TO 91-31-50,
FIG 1, SHT 2
47K OHM 1000 OHM
* HAS INTERNAL SUPPRESSION

** SEE AVIONICS INSTALLATION DRAWINGS
Annunciator
8F23 91-31-50 AugPAGE 3

15/07
MAINTENANCE MANUAL
PAGE 4
Aug 15/07 91-31-50 8F24
8G1
10
(TO
(OPT.)
AIR COND DOOR
K1 * BELOW)
STARTER ENG
J3A J101

20 21 22 17 18 19 6 1 2 5 3 4 10 7 8 9 13 11 12 2 3 4 1
P3A P101
DN3B22
MAINTENANCE MANUAL
DN16A22N
STE2-20

DN24A22
DN12A22
DN11A22
DN10A22
DN27A22
DN9A22
AC7A20
AC6A20
DN13A22
DN4A22
P304-2
Annunciator
7
PRESS
TO TO TEST
91-24-60, TO TO P304-3
FIG 1 91-80-10, 91-31-50 1
FIG 1, SHT 1 FIG 1, SHT 5
DN3A22
ANNUN
PANEL
DAY/NIGHT
1
P304-5 2 P304-1
3 DN1A22
TO DN1B22 5A
P304-4 4 NIGHT CB-18
91-31-50 5
FIG 1, SHT 5 P101
6
91-31-50 AugPAGE
9 29 9 11 13 12 10 5 8 7 6 17
DN1C22
DN2A22
J101
* * P304-7 P304-6
P304-8
K6 K7 K2
R14
R15
R17
R16
R18
R13
R1
R3
R2
3 2
10
TO TO
(TO
3255015 and up
3232014 and up
4 TO 91-31-50 91-31-50 91-31-50

FIG 1, SHT 5 ABOVE) FIG 1, SHT 5 FIG 1, SHT 5
Effectivity

POSITIVE TO TURN LIGHT ON
15/07
101849 5.0 E
5
Aug 15/07
PAGE 6

3255015 and up
3232014 and up
Effectivity
FACTORY INSTALLED IN
S/N’S 3232056 AND UP 101849 5.1 E
S/N’S 3255044 AND UP
91-31-50
ALTERNATOR INOP
BAGG DOOR AJAR
LOW BUS VOLT

PITOT HEAT
OIL PRESS
STBY ALTR
OFF/INOP
ON

MAINTENANCE MANUAL

J3
35 34 33 31 30 29 28 27 26 25 24 23 20 21 22 17 18 19 6 1 2 5 3 4 9 7 8 13 11 12 14 15 16
P3
Annunciator
DN13A22 1
*
SP16A22
DN25A22
DN28A22
DN20A22
W7A20
DN23A22
DN19A22
DN18A22
DN22A22
DN21A22
DN15A22
DN14A22
W2A20
D21A22
W8A22
W6A20
P6C20
TO OIL PRESS
SWITCH
TO 91-24-30,
FIG 3, SHT 1
8 TO
91-30-30, TO (SEE 91-33-00,
13 TO 91-24-30, 91-31-50, 6
FIG 1, SHT 2 FIG 1, FIG 1, SHT 1)
FIG 2
SHT 1 TO 91-24-30,
FIG 1, SHT 2
DN2A22 2
*
DN1C22 3 *
P101
34 14 28 26 25 24 27 22 21 20 19 23 18 11
J101
TO 91-31-50,
FIG 1, SHT 6
** ** 9
*
K5 K4 K3
R11
R19
R23
R12
R10
R7
R6
R5
R9
R4
R8
4
*
12
(GROUND TO TURN LIGHT ON)
TO 91-31-50,
* TO 91-31-50, FIG 1, SHT 4
8G2
FIG 1, SHT 6
** HAS INTERNAL SUPPRESSION
MAINTENANCE MANUAL
101849 5.2 E
SEE AVIONICS
(COMM/NAV 1 HARNESS) SEE AVIONICS
} (DME HARNESS)
SEE AVIONICS
(COMPASS HARNESS)
P101
33 32 31 30 16 15
J101
11 TO 91-31-50,
FIG 1, SHT 5
*
K8
R22
R20
12 TO 91-31-50,
FIG 1, SHT 5
47K OHM 1000 OHM
Effectivity
3232014 and up
Annunciator 3255015 and up
8G3 91-31-50 AugPAGE 7

15/07
MAINTENANCE MANUAL
105232 15.0 K
101849 14.0 E S/N’S 3232068 AND UP
TO
BAGGAGE COMPARTMENT BAGGAGE DOOR
L6B20
LIGHT SWITCH
(SEE 91-33-00,
FIGURE 1, SHEET 1) CLOSED
TO
BAGGAGE DOOR AJAR W7A20 W7B20
ANNUNCIATOR
OPEN
(SEE 91-31-50, FIGURE 1, SHEET 2,
OR WITH AVIDYNE ENTEGRA, FIGURE 1, SHEET 5)
S/N’S 3232014 THRU 3232067

& 3255015 THRU 3255051 BAGGAGE DOOR
SWITCH
CLOSED
TO
BAGGAGE DOOR AJAR W7A20
ANNUNCIATOR
(SEE 91-31-50, FIGURE 1, SHEET 2, OPEN
OR WITH AVIDYNE ENTEGRA, FIGURE 1, SHEET 5)
Effectivity
3232014 and up Baggage Door Ajar
101849 30.0 E
A402
MFD J530
E7A20
E7T20 E7S22 14
7.5A
CB-3
EXCEEDANCE
ALERT HORN
3K 1/2 WATT
Effectivity
3232014 and up
3255015 and up Exceedance Audio Alert
with Avidyne Entegra Figure 3
PAGE 8
Aug 15/07 91-31-50 8G4
8G5
MASTER SOLENOID
(SEE 91-24-30, FIG 1, SHT 1
(OR WITH AVIDYNE ENTEGRA, SHT 2))
TO BATT
P1D4 SHUNT
BATTERY 5A
BATT
BUS
CLOCK
P1E4N 5A

Baggage Light, Clock, Hour Meter
TO R1 P1 R11 P11 1A
COURTESY LIGHTS 2 2 1 1
MAINTENANCE MANUAL
M1A20 M1D20 M2C20 CL3C20 CL3B20

(SEE 91-33-10, FIG 3,
3 3 2 2
PWR SW/ELT
SHT 1 (OR WITH AVIDYNE L5D20
ENTEGRA, SHT 2))
TO OIL PRESS.
W6A20 ANNUNCIATOR
L6A20
(SEE 91-31-50, FIG 1,
TO SHT 2 (OR WITH AVIDYNE
25-60-00, FIG 2 ENTEGRA, SHT 5))
TO BAGG. DOOR SWITCH L6B20
(SEE 91-31-50, FIG 2)
M1B20 +
HOUR
NC METER
M1C20 -
S/N 3232063 AND UP BAGG. COMP. LIGHT
(AUTOMATIC) M1E20N
NO
91-33-00 AugPAGE
P
MAGNETIC
SWITCH L6E20
L6D20 OIL PRESS
L6B20 SWITCH
105232 14.0 K
S/N 3232014 THRU 3232067 101849 13.0 E
& 3255015 THRU 3255051 BAGG. COMP. LIGHT
(AUTOMATIC)
15/07
1
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
104818 10.0 A
91-33-00
CLOCK/ACC
J501
BATT F406 SP21 P308A J SP22 M302
BUS M1A20 M1B22 16 M1C22 M2A22 3 ELT POWER SWITCH
5A U L5V20

SEE
91-33-10,
Baggage Light, Clock, Hour Meter
FIG 3, SHT 3
MAINTENANCE MANUAL

S403
MAGNETIC M300
SWITCH HOUR
J P344 METER
L6B22 1 L6A22 M1D22
L6C22 2 L6D22 +
P412 J -
1 M1E22
NC
P345 J 3 M1F22N
L6E22 1 2
L6F22 2 L6G22N GB302-C NC
GB302-B
L402 NO
BAGG COMP. S408
LIGHT P
OIL PRESS
(AUTOMATIC) SWITCH
8G6
MAINTENANCE MANUAL
105232 17.0 K
101849 16.0 E
FLOOD
LIGHTS
P1 R1
L2A20 1 1 L2B20
3A
CB-27
L2C20
L2C20
L2E20 L2E20
LEFT RIGHT
FLOOD LIGHT FLOOD LIGHT
DIMMER DIMMER
WHITE
WHITE
LEFT OVHD. RIGHT OVHD.
FLOOD LT. FLOOD LT.
BLACK
BLACK
Flood Lights
8G7 91-33-10 AugPAGE 1

15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
104818 14.0 A
91-33-10
J P339
FLOOD L2F20 1 L2G20

LIGHTS
ESS
J P308C P317 J
BUS L2A20 2 L2B20 1 L2C20 SP27
MAINTENANCE MANUAL
3A

CB-15
J P338
L2D20 1 L2E20
Flood Lights
LEFT RIGHT
FLOOD LIGHT FLOOD LIGHT
DIMMER DIMMER
WHITE
R300 R301
WHITE
L301 L302
LEFT OVHD. RIGHT OVHD.
FLOOD LT. FLOOD LT.
BLACK
BLACK
8G8
8G9
105232 19.0 K
101849 18.0 E
PANEL/SWITCH
LIGHTS
ELECTRICAL BUS
7.5A
CB-24
BATT FUEL MAG MAG TAXI/LAND NAV STROBE
START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT
L5V20
L7A20

MAINTENANCE MANUAL

OVERHEAD SWITCH PANEL
Switch Lights
Figure 2
R9-10 P9-10 R4-10 P4-10

A
L7H20 L7KK20 BLK
SWITCH D L7B20N L7G20 L7JJ20 WHT
LIGHTS 2 5K R9-9 P9-9 R4-9 P9-9
B L7C20
DIMMER
ASSY. C L7D20 1 P24 RADIO (OPT) PITOT
MASTER NAV/GPS DME1/ DME2 HEAT FAN AIR COND
F L7E20 1 1 WHITE
91-33-10 AugPAGE
P23 L7F20N 2 2 BLACK

15/07
3
Aug 15/07
PAGE 4
3232001 thru 3232003

less 3255004
3255001 thru 3255007,
Effectivity
105232 20.0 K
91-33-10
READING
LIGHTS
L5AA20
5A
CB-26 RIGHT FWD
L5B20 READING LIGHT
LTS3
LEFT FWD
2 2 WHT
READING LIGHT

LTS1
1 1 BLK
WHT 2 2
Courtesy and Reading Lights
MAINTENANCE MANUAL
BLK 1 1
L5C20

RIGHT FWD
COURTESY LIGHT
P2-9 R2-9
L5G20N
L5M20N L5K20 2 2
L5J20N 1 1
L5P20 LTS5
1 1 1 1
L5E20 2 2 2 2
L5R20N L5D20
BLK 1 1 1 1 BLK
WHT 2 2 L5Q20 2 2 WHT
LEFT AFT LTS2 LTS4 RIGHT AFT

READING/COURTESY READING
LIGHT LIGHT
TO
FUSE ASSY.
(SEE 91-33-00, FIG 1, SHT 1)
8G10
8G11
101849 19.0 E
READING
LIGHTS
L5AA20
5A RIGHT FWD
CB-26 ARMREST RIGHT FWD
LEFT FWD LTS8 LTS3 READING LIGHT
S3
LEFT FWD ARMREST
2 2 L5H20 2 2 WHT
READING LIGHT LTS1 LTS6
S1
1 1 1 1 BLK
WHT 2 2 L5L20 2 2

BLK 1 1 1 1
L5C20
RIGHT FWD
JUMPER
COURTESY LIGHT
MAINTENANCE MANUAL
P2-9 R2-9

L5K20 2 2
L5B20 1 1
L5G20N
L5M20N L5J20N
L5P20 1 1 1 1
S5
L5R20N
L5E20 2 2 2 2
L5Q20 L5D20 LTS5
L5C20
BLK 1 1 1 1 1 1 1 1 BLK
WHT 2 2 L5N20 2 2 2 2 L5F20 2 2 WHT

91-33-10 AugPAGE
LEFT AFT LTS2 LTS7 S2 S4 LTS9 LTS4 RIGHT AFT

READING / READING
COURTESY LEFT AFT RIGHT AFT
LIGHT
3255004, 3255008 and up
LIGHT ARMREST ARMREST
TO
FUSE ASSY.
(SEE 91-33-00, FIG 1, SHT 1)
3232004 and up
NOTE: Premium interior option shown.

In standard interior, arm rest switches
Effectivity
2
S1, S2, S3, and S4 are replaced by jumper plugs JP6, JP7, JP8, and JP9.
1
15/07
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
104818 17.0 A
91-33-10
READING
LIGHTS
RIGHT FWD ARMREST RIGHT FWD
MAIN J P308C
READING LIGHT
BUS L5A20 1 L5B20
5A
S329 P J325 J320 P
CB-13
2 L5G20 2 WHT
LEFT FWD LEFT FWD ARMREST L375
1 1 BLK
READING LIGHT

P J318 J323 P S328
WHT 2 L5D20 2 L5L20 L5J20
L334
BLK 1 1
MAINTENANCE MANUAL

L5F20
L5E20
L5H20 1 BLK
L333
2 WHT
COPILOT
COURTESY LIGHT
L5U20N
SP11 P322 J
L5P20 1 2
L5N20 S327
2 1
J P317
L5C20 2
L5S20 L5M20 3
SP24 RIGHT AFT ARMREST RIGHT AFT
READING LIGHT
P J326 J321 P
L5V20
1 1 BLK
L5R20
L336
2 L5K20 2 WHT
LEFT AFT READING/ LEFT AFT ARMREST S330
COURTESY LIGHT P J319 J324
P
BLK 1 1
L332
WHT 2 L5T20 2 U
S326 SEE
91-33-00,
FIG 1, SHT 2
8G12
MAINTENANCE MANUAL
105232 22.0 K
101849 21.0 E
RADIO
LIGHTS
5A L8A20 CB-25
A
RADIO
D L8C20N
2 5K
LIGHTS
B L8D20
DIMMER AVIONICS
C L8E20 1
ASSY DIMMING
F L8B20
LIGHTS
P21 BUS
Radio Lights
Figure 4
8G13 91-33-10 AugPAGE 7

15/07
Aug 15/07
PAGE 8
PANEL/SWITCH
91-33-10
LIGHTS
ELECTRICAL BUS
7.5A
CB-24
L3G20 1
L3G20N 2 COMPASS
L5V20
L7A20

MAN
IMC PRESS ALT VG A/S CLOCK
PLACARD
MAINTENANCE MANUAL

Panel Lights
INSTR. A
PANEL D L5W20N TACH VSI DG TC
POST 2 5K
B L5S20
LIGHTS 1
DIMMER C L5T20
ASSY. F L5U20 L5F20
P22
PROVISION FOR OIL TEMP

COPILOT INSTRUMENTS TIT OIL PRESS
CHT
L5FF20
FUEL
OXY ELT VAC OAT
QTY
DME HTR SW AMMETER
8G14
105232 26.0 K
8G15
101849 25.0 E
PANEL/SWITCH
LIGHTS
ELECTRICAL BUS
7.5A

CB-24 L3G20 1
L3G20N 2 COMPASS
MAINTENANCE MANUAL
L5V20
L7A20

Panel Lights
ALT DG A/S
INSTR. A JB8
PANEL D L5W20N OXY/DME
POST 2 5K
B L5S20 (OPT)
LIGHTS 1
DIMMER C L5T20
ASSY. F L5U20 L5F20
91-33-10 AugPAGE
P22
LANDING ELT HTR SW BLOWER
GEAR
3255015 and up
3232014 and up
Effectivity
15/07
9
Aug 15/07
PAGE 10
with Garmin 1000

Effectivity
104818 16.0 A
91-33-10
SP36
L12B20
L303 L304 L305 L306 L307 L308 L309 L310 L311
PNL/SW
LIGHTS BATT FUEL MAG MAG TAXI/LAND NAV STROBE
START MASTER ALT PUMP LEFT RIGHT LIGHT LIGHT LIGHT
CB-10 MAIN
BUS
7.5
L329 L328 L330 L339
MANIFOLD ELT AIR COND N
PRESSURE CONTROL NUMBER
OVERHEAD SWITCH PANEL
SP18
L7A20
L8A20
J P314 J P4 L12C20

SP37
L7H20 5 L7J20 10 BLK
L7G20 4 L7K20 9 WHT
MAINTENANCE MANUAL
P335 GB302-D S312 S701 S325 S319 S311 S320 S323

A AV BUS FD/AP TKS PITOT EMERG AIR L337 L338 L327 L324 L340
E302 MASTER MASTER (OPT) HEAT POWER FAN COND CB CB FLAP OXY EMER
D L7B20N R302
SWITCH 5K PNL PNL HANDLE (OPT) BATTERY
B L7C20
Panel Lights
SP4
LIGHTS 2 1
C L7D20
DIMMER L12D20
F L7E20 WHITE SP38
ASSY.
E NC L7F20N BLACK
SP5
P334 GB302-F
E303 INSTRUMENT PANEL L331 L323 L325
A GB302-E
INSTR. R303 TKS DIMMER ALTERNATE
D L8D20N IND KNOBS STATIC
PANEL 5K
B L8B20
POST 2 1
C L8C20 P311 J J P311
LIGHTS
F L8F20 3 4 L12A20 P347 J
DIMMER
E NC (GDU 1 & GDU 2) 9 L13D20 B
ASSY.
(AP COMP & TRIM MON) 10 L13F20N D
STANDBY ADI
EMERGENCY BATTERY ASSY GB302-L
JB1-A
J357
EMER
LIGHTING
J D 5 L13A20 L13B20 1
SP10 L319
+28VDC F419 J P400 P310 J L13E20N 2
EMER 10 L9A22 4 K E COMPASS
BUS 5A GB302-K
BRACKET ASSY
L321 L322
STBY STBY A/S
ALTIMETER IND
8G16
MAINTENANCE MANUAL
105232 16.0 K
101849 15.0 E
LIGHT
TAXI
L3C16
LANDING LIGHT
RELAY
2
L10S16N
1
L3K16
L3B16
L3J16
P2
R8
10 10
7
2 2
7
P8
R2
L3H16
R5
2 2
L3A16
P5
L3G16
L3A18N
OFF
ON
1
3
2
LANDING/TAXI
L3D16 L3E16 L3F16
1
1
1
1
LIGHT
R5
R8
P5
P8
LANDING
SWITCH
CB-30
15A
LIGHT
Landing/Taxi Light
8G17 91-33-40 AugPAGE 1
15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
91-33-40
J P308E SP25 P421 J

L3E16N 2 L3B16BLU L3C16BLU 2 L3D16BLU
LANDING/TAXI
LIGHT TAXI
GB302-N
2 LIGHT
ESS
BUS L3A16 1 L3B16WHT L3C16WHT 1 L3D16WHT

15A 1 3
CB-14 L400
MAINTENANCE MANUAL
K302
L3F16

TAXI LIGHT
RELAY
Landing/Taxi Light
P5 J P312 J
L3H16 1 L3G16 1 L10S16N GB304-C
P313 J
ON 3
S309 L3J16 2 L3K16 1 L3L16
TAXI 2
LIGHT
SWITCH OFF 1
OVERHEAD SW PNL
104818 13.0 A
8G18
8G19
STROBE LIGHTS
ANTI COLL
P5 R5 P8 R8 R2 P2
1
R8 P8 R5 P5 L4D18 6 6 L4E18 6 6 L4F18 6 6
L4A18 5 5 L4B18 5 5 L4C18
10A 2
CB-28 3
5 4 L4H20 13 13 L4J20 13 13 L4K20 13 13
6
L4N20 14 14 L4P20 14 14 L4Q20 14 14
FIN STROBE
TERMINAL
STRIP
NAV LT. NAV LT. TB1
SWITCH

R8 P8 R5 P5 P5 R5 P8 R8 P1
11
L1A14 7 7 L1B14 7 7 L1C14 L1D14 8 8 L1E14 8 8 L1F18 4 L1J18
10A 2 3
Navigation and Strobe Lights
CB-29
MAINTENANCE MANUAL

OPTIONAL L1H18
L4R20
WHITE L4M20
CAA20
TAIL
LIGHT
L4G18
L1G18
1 2
RED GREEN
NAV POWER SUPPLY NAV
2 13
LIGHT 1 LIGHT
2 3 4
P36
213 213 213
LEFT 2 2 RIGHT
91-33-40 AugPAGE
STROBE 1 1 STROBE
LIGHT 3 3 LIGHT
BLUE
BLUE
BLUE
BLUE
3255001 thru 3255024
3232001 thru 3232031
WHITE 2 1 3 WHITE
POSITION POSITION
LIGHT LIGHT
Effectivity
TAIL
STROBE 105232 18.0 G
15/07
LIGHT 101849 17.0 C

3
Aug 15/07
PAGE 4
3232032 and up
3255025 and up
Effectivity
ANTI COLL STROBE LIGHTS
1
R8 P8 R5 P5
L4A18 5 5 L4B18 5 5 L4C18 P5 R5 P8 R8 R2 P2
10A 6 6 6 6 6 6
91-33-40
2 L4D18 L4E18 L4F18

CB-28 3
5 4
6 L4H18 13 13 L4J18 13 13 L4K18 13 13
FIN STROBE
TERMINAL
STRIP
NAV LT. NAV LT. TB1
SWITCH P1
R8 P8 R5 P5 P5 R5 P8 R8 11

L1A14 7 7 L1B14 7 7 L1C14 L1D14 8 8 L1E14 8 8 L1F18 4 L1J18
10A 2 3
CB-29
MAINTENANCE MANUAL

L1H18
OPTIONAL
WHITE L4M18
CAA20
TAIL
LIGHT
L4G18
L1G18
RED 1 2 GREEN
31 2
NAV POWER SUPPLY NAV
LIGHT 1 LIGHT
2 3 4
P36
2 13 2 13 2 13
2 2 RIGHT
LEFT
STROBE 1 1 STROBE
LIGHT 3 LIGHT
3
BLUE
BLUE
P36A
BLUE
BLUE
WHITE 2 1 3 WHITE
POSITION BLK POSITION
LIGHT LIGHT
POWER
SUPPLY
TAIL
STROBE
8G20
105232 18.0 H
LIGHT 101849 17.0 C
8G21
ANTI COLL
J P312 J P5 OVERHEAD SW PNL
L4A18 2 L4B18 5 L4C18
10A
MAIN BUS
CB12
1
NAV LT. 2
3 STROBE LIGHTS
L1A18 L4E18 6 L4D18
10A 3 S308
CB11 J P313 L4J18 13 L4H18 4
5
GB303-E L4F18 4 FIN STROBE
L4K18 7 6
GB303-H
1 NAV LT.
L1B18 7 L1C14 S307
2 SWITCH

3
SP9 L1F18 5 L1E18 8 L1D14
MAINTENANCE MANUAL
L4G18N
P403
P404

L1M18N
L1L18N
L1G18
L1J18
J304 1 2 PS400 2 1 3 JMPR-13
J307
POWER
SUPPLY
2 1 3 2 1 3 2 1 3
P405
P406
P407
1
1
2
2
J P100 P200 J
RED GREEN
P
NAV 1 L1H18WHT L1K18WHT 1 NAV

LIGHT 2 L1H18BLU L1K18BLU 2 LIGHT
L101 L201
J P101 P201 J
LEFT 2 2 RIGHT
STROBE 1 STROBE
LIGHT 1 LIGHT
L103 3 3 L203
P408
BLUE
BLUE
BLUE
BLUE
1
WHITE WHITE
POSITION POSITION
91-33-40 AugPAGE
LIGHT LIGHT
WHT
BLK
L102 L202
P409
P410
2 1 3 3 1 2
POWER
SUPPLY
PS401
with Garmin 1000
L401
TAIL
STROBE
LIGHT 104818 15.0 A
Effectivity
15/07
5
MAINTENANCE MANUAL
PAGE 6
Aug 15/07 91-33-40 8G22
8G23
GDC 74
P741 J742 P742
J P308A J P305 A200

OAT PWR OUT 2 E7B22WHT 9 E7C22WHT 1 E7D22WHT 1 (WHT) GTP59
OAT IN HI 3 E7B22BLU 10 E7C22BLU 2 E7D22BLU 2 (BLU) OAT
OAT IN LO 4 E7B22ORN 11 E7C22ORN 3 E7D22ORN 3 (ORN) PROBE
MAINTENANCE MANUAL
12 4 4

OAT ASSY
OAT Probe
INSTRUMENT PANEL
Figure 1
RIGHT WING
91-34-10 AugPAGE
with Garmin 1000
Effectivity
15/07
104818 20.0 A
1
MAINTENANCE MANUAL
PAGE 2
Aug 15/07 91-34-10 8G24
MAINTENANCE MANUAL
105232 10.0 K
PILOT
WITH
S-TEC AUTOPILOT
(OPTIONAL)
TURN & BANK
TURN COORDINATOR
RED A+ A
5A
CB-33
B
PILOT
(STANDARD)
TURN & BANK
TURN COORDINATOR
F2A20 1 1 F2B A
5A
CB-33
F2A20N 2 2 F2C B
R27 P27
Turn and Bank Indicator

Figure 1
8H1 91-34-20 AugPAGE 1

15/07
MAINTENANCE MANUAL
101849 32.0 E
STBY ATT IND

P43A
FG1A22 C
1A
CB-5
FG2A22N A
STANDBY
FG3A22N B
ATTITUDE
JB8 G FG4A22 D
INDICATOR
SB1 P43B
RED 1 FG5A22 1
STANDBY
BATTERY
BLK 2 FG6A22 2
Effectivity
3232014 and up
3255015 and up Standby Attitude Indicator
PAGE 2
Aug 15/07 91-34-20 8H2
8H3
104818 11.0 A
BT402

EMERGENCY BATTERY ASSY
+28VDC P400 P310 J

F418
EMERG
11 F2AA22 3
MAINTENANCE MANUAL
BUS
Standby Attitude Indicator

5A
STANDBY ADI
STBY ADI JB1-A J P347
P311
H C 2 F2B22 C POWER
+28VDC P311 J
ESS
F2A22 1 G B A GROUND
BUS 3A
CB-29 (LIGHTING) B
BRACKET ASSY (LIGHTING) D
F2C22N
91-34-20 AugPAGE
GB301-N
with Garmin 1000
Effectivity
15/07
3
Aug 15/07
PAGE 4

Effectivity
PFD P730 J729
MAG/OAT 24VDC OUT 31 W WHITE 1

MAG/OAT PWR GND 32 B BLUE 2
3
MAG/OAT 422 TX + 6 W WHITE 4
MAG/OAT 422 TX - 14 B BLUE 5 M/W P729
91-34-20
6
MAG/OAT 422 RX + 5 W WHITE 7
MAG/OAT 422 RX - 13 B BLUE 8
9
L WING ROOT
CH_1D0 16
CH_1D1 17
CH_1D2 18
GND 25 INSTRUMENT PANEL INSTRUMENT PANEL
PFD
AWG-20
28VDC INPUT A1 16 AWG RED 16 AWG RED 10 MAIN BUS

28VDC INPUT A3 CB-2
GND A2 16 AWG BLACK 1
GND A4
D1
2
MAINTENANCE MANUAL
20BLK

GB1-E GB1-N DAU TRAY
BEZEL DIMMING 15 BLUE TO P530-18, FIGURE 4

GB1-K
Figure 3
DOT DENOTES PIN 1

PFD
P731
RS232 RX (DAU) 25
TO INSTRUMENT PANEL WIRING HARNESS D1 DETAIL
RS232 GND (DAU) 18
101750 4.0 P
R INSTRUMENT PANEL
P732
ARINC 429 CH 0 TX A 22 W W JB9-A

ARINC 429 CH 0 TX B 21 B B JB9-E
SHIELD GND 25
ARINC 429 CH 1 RX A 41 W W JB10-B
ARINC 429 CH 1 RX B 40 B B JB10-F
SHIELD GND 44
ARINC 429 CH 3 RX A 43 W W JB12-R
ARINC 429 CH 3 RX B 42 B B JB12-Y
SHIELD GND 64
P43061 #1 GNS-430
ARINC 429 CH 2 RX A 4 W W 24 VLOC 429 OUT A
ARINC 429 CH 2 RX B 3 B B 23 VLOC 429 OUT B
SHIELD GND 5
P43062 #2 GNS-430
ARINC 429 CH 4 RX A 7 W W 24 VLOC 429 OUT A
ARINC 429 CH 4 RX B 6 B B 23 VLOC 429 OUT B
SHIELD GND 10
8H4
INSTRUMENT PANEL
8H5
INSTRUMENT PANEL
MFD
P530
MFD
+28 VDC 40 22RED 20 AWG RED 7.5 MAIN BUS
+28 VDC 41 22RED CB-3
INSTRUMENT PNL
+28 VDC 42 22RED
GND 60 22BLK 20 AWG BLK GB2-F ANNUNCIATOR
GND 61 22BLK DAY CIRCUIT BREAKER PANEL
GND 62 22BLK 2 1
3 J304 P304 R INSTRUMENT PANEL

P730-15 (SEE 91-34-20, FIG 8) P304 J304 4
5 7 GB2-J
LIGHTING 18 BLU 6
8 JB7-G
6
NIGHT
SHIELD GND 24
ARINC 429RX 1A 5 W W JB10-K
ARINC 429RX 1B 25 B B JB10-P
ARINC 429RX 2A 45 W W JB12-P

ARINC 429RX 2B 65 B B JB12-W
SHIELD GND 23

RS232 C RX 50 W W JB11-S
RS232 C TX 49 B B JB11-K
RS232 C GND 51 O O JB11-W
MAINTENANCE MANUAL

SHIELD GND 4
Figure 4
MFD
TTL OUT 2 7 JB12-D

TTL OUT 3 47 JB12-E

SHIELD GND 67
CENTER PEDESTAL
DISC OUT 0 14 E7S22 REF: EXCEEDANCE HORN
91-34-20 AugPAGE
RS232 D IN (DAU) 70 W
RS232 D OUT (DAU) 69 B TO INSTRUMENT PANEL WIRING HARNESS
RS232 D GND (DAU) 71 O
P501
DC 50 ANT COUPLER
XMTR PTT 5 JB5-H
COM2
AVIONICS
Effectivity
+28 VDC ACFT PWR 1 20RED 20RED BUS

5
101750 5.0 P
CB42
15/07
ACFT GND 8 20BLK

GB2-G
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
NO. 1 GDU 1040 NO. 2 GDU 1040
PRIMARY FLIGHT DISPLAY MULTI-FUNCTION
1P10001 2P10001 DISPLAY
ETHERNET CABLE
OUT 2A 6 WHT/BLU WHT/BLU 8 IN 2A
91-34-20
OUT 2B 7 BLU/WHT BLU/WHT 9 IN 2B ETHERNET

ETHERNET
IN 2A 8 WHT/ORN WHT/ORN 6 OUT 2A
IN 2B 9 ORN/WHT ORN/WHT 7 OUT 2B

PFD +28VDC
ESSENTIAL
AIRCRAFT POWER 1 35 F1A22RED 5 BUS
POWER GROUND 27 F1A222NBLK GB3A-C

MFD GB2A-D F2A22NBLK 27 POWER GROUND
+28VDC
AVIONICS
CONFIG MODULE 5 BUS 57 CDU ID PROGRAM 3

GROUND 1 BLK 1 GND F2A22RED 35 AIRCRAFT POWER 1
CONFIGURATION DATA 22 YEL 3 DATA
MODULE POWER 23 RED 4 VCC
MAINTENANCE MANUAL
CLOCK 43 WHT 2 CLK

GDU 1040
Figure 5
P308B
G1000 HARNESS ASSY -
AIRCRAFT POWER 2 39 F4A22 1 ELECTRICAL
EMER BATTERY INPUT
(PFD EMER. BATT.)
NO. 1 GIA 63 NO. 2 GIA 63

AVIONICS AVIONICS
1P603 INTEGRATION INTEGRATION 2P603
UNIT UNIT
IN 1A 4 WHT/BLU 2 OUT A OUT A 2 WHT/BLU 4 IN 1A
IN 1B 5 BLU/WHT 3 OUT B ETHERNET ETHERNET OUT B 3 BLU/WHT 5 IN 1B
ETHERNET (CDU 1) ETHERNET
OUT 1A 2 WHT/ORN 76 IN A (CDU 2) IN A 76 WHT/ORN 2 OUT 1A
OUT 1B 3 ORN/WHT 77 IN B IN B 77 ORN/WHT 3 OUT 1B
F6A22BLU 38 SIGNAL GROUND

F6A22WHT 58 REVERSIONARY MODE
SELECT 1

56 REVERSIONARY MODE 2
57 SIGNAL GROUND
REVERSIONARY MODE
SELECT 1 58 F5A22WHT 36 REVERSIONARY MODE 1 104815 7.0 A
SIGNAL GROUND 38 F5A22BLU 37 SIGNAL GROUND
8H6
8H7
FWD BAGGAGE COMPARTMENT AREA HARNESS ASSY -

FWD BULKHEAD
GRS 77 MAGNETOMETER (MAGNETOMETER ASSY)
P771 P308F J308F J441 P441
AHRS
RS 232 OUT 2 10 F7A22WHT 1 F7B22WHT 8
MAGNETOMETER POWER OUT 9 F7A22BLU 2 F7B22BLU 9
MAGNETOMETER GROUND 40 F7A22ORG 3 F7B22ORG 6
6 3
7 1
IN A 25 F8A22WHT 4 F8B22WHT 4
RS 485
IN B 39 F8A22BLU 5 F8B22BLU 2
1P10001 NO. 1 GDU 1040 PFD
ARINC 429 OUT 3A 12 F9A22WHT 18 IN 1A ARINC 429

(CDU 1) OUT 3B 27 F9A22BLU 19 IN 1B (AHRS)
NO. 1 GIA 63

1P603 AVIONICS INTEGRATION UNIT
ARINC 429 OUT 1A 14 F10A22WHT 14 IN 6A MAIN ARINC 429
(AFCS) OUT 1B 29 F10A22BLU 15 IN 6B (AHRS)
MAINTENANCE MANUAL

IN 11 F11A22WHT 58 OUT 6 MAIN RS-232
GPS 1 RS-232 (AHRS)
OUT 26 F11A22BLU 56 IN 6
GRS 77 AHRS
SIGNAL GROUND 41 F11A22ORG 57 SIGNAL GROUND

Figure 6
ARINC 429 OUT 3A 33 F12A22WHT

(CDU 2) OUT 3B 19 F12A22BLU
2P10001 NO. 2 GDU 1040 MFD

(AFCS) OUT 2B 28 F13A22BLU 19 IN 1A (AHRS)
IN 6 F14A22WHT
GPS 2 RS-232
OUT 21 F14A22BLU NO. 2 GIA 63
SIGNAL GROUND 35 F14A22ORG 2P603 AVIONICS INTEGRATION UNIT
14 IN 6A MAIN ARINC 429
15 IN 6B (AHRS)
91-34-20 AugPAGE
CONFIG MODULE
58 OUT 6 MAIN RS-232
GROUND 1 BLK 1 GND 56 IN 6 (AHRS)
CONFIGURATION DATA 16 YEL 3 DATA 57 SIGNAL GROUND
CLOCK 31 WHT 2 CLK CIRCUIT BREAKER PANEL
+28VDC
with Garmin 1000
AHRS
ESSENTIAL
POWER GROUND 22 F16A22NBLK GB1A-L
104815 8.0 A
Effectivity
AIRCRAFT POWER 2 20 F17A22

EMER BATTERY INPUT P308B
15/07
ELECTRICAL 2
(AHRS EMER. BATT.)
7
Aug 15/07
PAGE 8
with Garmin 1000

Effectivity
GDC 74 FWD
BLKHD GRS 77
AIR DATA P741 P771 AHRS
(AHRS 1) OUT 1B 42 F18A22BLU 30 IN 1B (AIR DATA)
91-34-20
NO. 1 GIA 63
1P603 AVIONICS INTEGRATON UNIT
ARINC 429 OUT 1A 26 F19A22WHT 12 IN 5A MAIN ARINC 429 FORWARD BAGGAGE
(AFCS 1) OUT 1B 27 F19A22BLU 13 IN 5B (AIR DATA) COMPARTMENT AREA
IN 1 10 F20A22WHT 43 OUT 1 RS-232

RS-232
OUT 1 11 F20A22BLU 41 IN 1 (AIR DATA)
SIGNAL GROUND 12 F20A22ORG 42 SIGNAL GROUND
1P10001 NO. 1 GDU 1040

PFD
(CDU 1) OUT 3B 33 F21A22BLU 17 IN 2B (AIR DATA)
MAINTENANCE MANUAL

ARINC 429 OUT 3A 47 F22A22WHT 2P10001 NO. 2 GDU 1040
GDC 74A Air Data
(CDU 2) OUT 3B 48 F22A22BLU MFD

16 IN 2A ARINC 429
CONFIG 17 IN 2B (AIR DATA)
Figure 7
GROUND 1 BLK 1 GND MODULE

CONFIG DATA 40 YEL 3 DATA
CLOCK 60 WHT 2 CLK
NO. 2 GIA 63
2P603 AVIONICS INTEGRATION UNIT
ARINC 429 OUT 2A 29 F24A22WHT 12 IN 5A MAIN ARINC 429

(AFCS 2) OUT 2B 30 F24A22BLU 13 IN 5B (AIR DATA)
ARINC 429 OUT 2A 35 N/C

(SPARE) OUT 2B 36 N/C
J308A
POWER OUT 2 F25A22WHT 9 G1000 HARNESS ASSY -
OAT ELECTRICAL
IN HI 3 F25A22BLU 10
PROBE
IN LO 4 F25A22ORG 11
12 (OAT PROBE)
AIR DATA +28VDC

ESSENTIAL
J308B
POWER GROUND 17 F26A22NBLK GB4A-D FWD BLKHD
104815 9.0 A
AIRCRAFT POWER 2 58 F27A22 3 ELECTRICAL
EMERG BATTERY INPUT
(ADC EMER. BATT.)
8H8
8H9
NO. 1 GIA 63
INTEGRATED AVIONICS UNIT FWD BLKHD
1P601
POWER GROUND 30 R25A22NBLK GB4A-J
POWER GROUND 31 R26A22NBLK GB4A-K J308B
AIRCRAFT POWER 2 IN 23 R25A22 4 EMERGENCY BATTERY
AIRCRAFT POWER 2 IN 25 R26A22 COM 1 FUSE

5

GIA 63 Integrated Avionics Unit, No. 1
COMM 1 +28VDC
AIRCRAFT POWER 1 IN 17 R27A22RED ESSENTIAL
5
MAINTENANCE MANUAL
AIRCRAFT POWER 1 IN 19 R28A22RED BUS

NAV1/GPS1
5
1P605
AIRCRAFT POWER 1 IN 29 R29A22RED
Figure 8
POWER GROUND 76 R30A22NBLK GB4A-L J308B

AIRCRAFT POWER 2 IN 33 R30A22 6 EMERGENCY BATTERY
NAV/GPS FUSE
1P603
J308A G1000 HARNESS ASSEMBLY -
1A 23 R31A22WHT 3 ELECTRICAL
GEA RS-485 1B 24 R31A22BLU 4
5
91-34-20 AugPAGE
(PITOT HEAT)
with Garmin 1000
Effectivity
15/07
104815 10.0 A
9
Aug 15/07
PAGE 10
with Garmin 1000

Effectivity
NO. 2 GIA 63
91-34-20
INTEGRATED AVIONICS UNIT

2P604
GIA SYST ID PROGRAM 1 22
2P601
POWER GROUND 30 R32A22NBLK GB2A-A
POWER GROUND 31 R33A22NBLK GB2A-B

GIA 63 Integrated Avionics Unit, No. 2
COMM 2
AIRCRAFT POWER IN 17 R32A22RED +28VDC
AIRCRAFT POWER IN 19 R33A22RED 5 AVIONICS
BUS
MAINTENANCE MANUAL
NAV/GPS 2

5
2P605
AIRCRAFT POWER IN 29 R34A22RED
Figure 9
POWER GROUND 76 R34A22NBLK GB2A-C
J308B
2P603
G1000 HARNESS ASSEMBLY -
1A 23 R36A22WHT 10
GEA RS-485 24 R36A22BLU 11 ELECTRICAL
1B
12
(RS-485)
S-TEC SYSTEM 55X

AUTOPILOT COMPUTER
P552
MAIN ARINC 429 OUT 1A 71 R35A22WHT 36 A ROLL STEERING
(55X/SKYWATCH) OUT 1B 70 R35A22BLU 37 B 429 IN
43 SHIELD
104815 10.0 A
8H10
8H11
SKY-497
SKYWATCH P4978 SKYWATCH
+ 28VDC ACFT POWER A 16 RED SKYWATCH 5 AVIONICS

CB50 BUS
ACFT GND B 16 BLK GS UPPER FUSELAGE FS 128.5
NY-164 ANTENNA
P4979 104279-003 P1643 TNC SUM (BLUE)
SUM (BLUE) TNC
P49710 104279-005 P1642 BNC BIT PROBE

BIT PROBE BNC

P49711 104279-004 P1641
DIFFERENCE (RED) TNC TNC DIFFERENCE (RED)
P4971
MAINTENANCE MANUAL

L INSTRUMENT PANEL
Skywatch
SQUAT SWITCH 88 22 BLK GS

SUPPRESSION 89 JB5-P
JB5-W
TAWS AUDIO INHIBIT IN 32

ALERT AUDIO HI 92 JB1-A
ALERT AUDIO LO 90
SOFTKEY 2 84 WHT JB12-K
SOFTKEY 1 85 BLU JB12-C
SOFTKEY 4 82 ORG JB12-F
ARINC 429 TX 1A 34 WHT JB6-J

ARINC 429 TX 1B 33 BLU JB6-N
91-34-40 AugPAGE
ARINC 429 RX 1A 45 WHT JB9-M

ARINC 429 RX 1B 44 BLU JB9-S
CONFIG. COMMON 12
SYNCHRO_IN 69
STEPPER_IN 70
ON/OFF 11
ON/OFF RETURN 3
ALT DISP 1 CONFIG 80
CONFIG GND 13
101750 16.0 P
Effectivity
AFT EQUIPMENT SHELF

15/07
1
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
AFT EQUIPMENT SHELF CIRCUIT BREAKER PANEL
TRC 497 PROCESSOR P398A J398A
P4978 SKYWATCH +28VDC
AVIONICS
+28VDC POWER A F40A20RED 2 F40C20RED 3 BUS
91-34-40
+28VDC RETURN B F40A20NBLK GB5A-K F40B20RED

P311
P4971 P398B J398B P311 2
1 29 F41B22BLK GB2A-M
LANDING GEAR INPUT 87 F41A22 1 F41B22 28 3
(GROUND = GEAR DOWN) 4
5 6
STRAP COMMON 12
69 27
ARINC 429
HEADING CONFIG 70 P310
P3301 GTX 33 MODE S XPDR
15 TO ELECTRICAL HARNESS -
SUPPRESSION 89 F42A22 2 F42B22 GEAR DOWN LOGIC
31 EXTERNAL SUPPRESSION I/O

3 LANDING GEAR
RELAY
ON/OFF 11
MAINTENANCE MANUAL

ON/OFF RET 3
NO. 2 GIA 63 2P603

INTEGRATED AVIONICS UNIT S-TEC SYSTEM 55X
P552
AUTOPILOT COMPUTER
Skywatch
MAIN ARINC 429 _ OUT 1A 71 36

(55X/SKYWATCH) OUT 1B 70 37
43
ARINC 429 RCVR 1A 45 F43A22WHT 5 F43B22WHT

(ALTITUDE/HEADING) 1B 44 F43A22BLU 6 F43B22BLU
7
NO. 2 GIA 63
SQUAT SWITCH 88 F44A22 4 F44B22 42 AIRBORNE STATUS OUT
ANNUNCIATE 19
HI 92 F45A22WHT 9 F45B22WHT 19 HI UNSW AUDIO 1 IN
WARN AUDIO OUT
LO 90 F45A22BLU 10 F45B22BLU 39 LO (TRAFFIC)
11
DISPLAY STRAP 80
STRAP COMMON 13 2P603 NO. 2 GIA 63
A 34 F46A22WHT 13 F46B22WHT 10 IN 4A
DISPLAY 429 XTR MAIN ARINC 429
B 33 F46A22BLU 14 F46B22BLU 11 IN 4B (TRAFFIC)
15
2P604
SOFT KEY 1 IN 85 F47A22 8 F47B22 36 ANNUNCIATE 13
104815 16.0 A
SOFT KEY 4 IN 82 F48A22 12 F48B22 37 ANNUNCIATE 14
GPWS INPUT 32 F49A22 16 F49C22 38 ANNUNCIATE 15 NO. 1 GIA 63
8H12
38 ANNUNCIATE 15
F49B22
8H13
INSTRUMENT PANEL
AFT EQUIPMENT SHELF
WX-500
STORMSCOPE CKT BKR PANEL STORMSCOPE
P5001 FOR 2003 TO 2007:
14/28 VDC 1 20RED STORMSCOPE 5 AVIONICS
CB48 BUS
6
GND 5 20 BLK GS AIR CONDITIONING
9 DOOR RELAYS
2
P5003 STORMSCOPE 1
SW-1 3
CLEAR SWITCH
4
CLEAR SWITCH 6
K1
C NO DOOR 5
GB2-H 22 BLK OPEN

2
1
MAINTENANCE MANUAL
3

JB11-N
RS 232 TX 20 4
RS 232 RX 8 JB11-M
JB11-T K2
DOOR 5
Stormscope
CLOSE
1
HEADING CONFIG
2
HDG FLAG SENSE CONFIG 4
P5002 AFT EQUIPMENT SHELF

FOR 2007 AND UP, &
CONFIG GND 6 STORMSCOPE ANTENNA B3 B1 SERVICE REPLACEMENTS
RS 232 GND 5 X1 A2 IN 2003 THRU 2007:
BFG P/N 803-10950-004S33141 B2 X2
P5004 BLUE BEAD A1 A3
AIR CONDITIONING
DOOR RELAYS
X LOOP 3 ORANGE C X LOOP
RED D B3
+12 V 16 +12 V
SENSE 17 BROWN B SENSE 87A
ANT_REF 2 BLACK J ANT REF 30
B2
91-34-40 AugPAGE
-12 V 15 YELLOW F -12 V 87

GREEN G B1
Y LOOP 4 Y LOOP A3
BLUE H 85
ANT TEST 14 ANT TEST
DRAIN A ANT COM K1
ANT COM 1 DOOR
A2 GS 86
OPEN
PS10025-16-3
A1 X2
GS 20BLK
LOWER FUSELAGE FS 238.75 87A
30
X1 87
INHIBIT 22
85
INHIBIT RELAY
K2
WIRE BRAID FROM ANTENNA CONNECTOR DOOR 86
Effectivity
CLOSE
101750 17.0 Y
TFT-200/20 TUBING TO
15/07
COVER DIODE LEADS (2 PLCS)

3
Aug 15/07
PAGE 4
with Garmin 1000

Effectivity
AFT EQUIPMENT SHELF CIRCUIT BREAKER PANEL
J398A WEATHER
WX-500 STORMSCOPE P398A
SYSTEM +28VDC
P5001
AVIONICS
14/28 VDC 1 T1A20RED 3 T1B20 RED 3 BUS
6
91-34-40
GND 5 T1A20NBLK GB5A-C

9
P5003
NO. 2 GIA 63
2P603
RS 232 TX 20 T2A22WHT 6 T2B22WHT 47 IN 3 MAIN RS232
RS 232 RX 8 T2A22BLU 7 T2B22BLU 49 OUT 3 (WX500)

T2A22ORG 8 T2B22ORG 48 SIGNAL GROUND
9
P5002
MAINTENANCE MANUAL

RS 232 GND 5
Stormscope
AFT EQUIPMENT SHELF
STORMSCOPE ANTENNA
K368
P5004
X LOOP 3 ORN C X LOOP

+12 V 16 RED D +12 V
SENSE 17 BRN B SENSE AIR CONDITIONING
ANT_REF 2 BLK J ANT_REF
15 DOOR RELAYS
-12 V YEL F -12 V
Y LOOP 4 GRN G Y LOOP
ANT TEST 14 BLU H ANT TEST
ANT COM 1 DRAIN A ANT COM 30
GB5A-A
T3A20NBLK
K403
INHIBIT 22 T4A22 DOOR
OPEN
INHIBIT RELAY
CR1
1N4002
30
CR2
1N4002
K404
DOOR
104815 20.0 NEW
8H14
CLOSE
8H15
AVIONICS
CKT BKR PANEL BUS
GTX-330 TRANSPONDER
P3301
XPDR
AVIONICS MASTER ON 1 22RED
28VDC PWR 21 22RED 20RED XPNDR 3
28VDC PWR 42 22RED CB51
ENC ALT
P/O P554
20RED ENC 1
EXT. IDENT. 12 CW7H22 13 PILOT CONTROL CB49
ALTITUDE COMMON 50 22BLK CW8H22 14 WHEEL
PWR GROUND 43 22BLK
PWR GROUND 27 22BLK 20BLK GB1-J
FS 49.5 BRACKET (LEFT)
AK-350
ALTITUDE ENCODER
A1 2 RED
A2 4 BLU

A4 5 ORG P3501
B1 7 GRN DAMA-15S
B2 9 BLK
8 28 VDC
MAINTENANCE MANUAL

20BLK 15 GROUND
B4 10 6 STROBE
YEL
Transponder
C1 8 7
VIO
C2 3 GRY
C4 6 BRN 14 14 VDC
GB2-N
1 ALT D4
L INSTRUMENT PANEL RED 2 ALT A1
BLU 3 ALT A2
ORG 4 ALT A4
DIM 14 22BLU JB7-D 5 ALT B1
GRN
BLK 9 ALT B2
SUPPRESSION 31 JB5-R
JB5-Y
YEL 10 ALT B4
91-34-50 AugPAGE
VIO 11 ALT C1
ARINC 429 IN 1A 32 JB10-M GRY 13 ALT C2
ARINC 429 IN 1B 35 JB10-S BRN 12 ALT C4
ARINC 429 OUT 2A 30 JB6-A

ARINC 429 OUT 2B 28 JB6-E
TIS SELECT 46 JB12-L

AUDIO OUT HI 15 JB1-T RG58C/U ORANGE TY-RAP
16
Effectivity
101750 11.0 Z
15/07
ANTENNA
ORANGE TY-RAP INSTRUMENT PANEL LOWER FUSELAGE STA 60.48

1
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
INSTRUMENT PANEL CIRCUIT BREAKER PANEL
GTX 33 MODE S XPDR
91-34-50
XPNDR
P3301 +28VDC
ESSENTIAL
+28VDC POWER 21 R37A22 RED 5 BUS
POWER GROUND 27 R37A22N BLK GB4A-M
PILOT'S CONTROL WHEEL
P554

EXTERNAL IDENT SELECT 12 R38A22 13
GROUND 43 R39A22 14
MAINTENANCE MANUAL

NO. 1 GIA 63
AVIONICS INTEGRATION UNIT
Transponder
1P603
IN 1 22 R40A22WHT 55 OUT 5 MAIN RS-232

RS-232
OUT 1 23 R40A22BLU 53 IN 5 (XPDR)
SIGNAL GROUND 51 R40A22ORG 54 SIGNAL GROUND
NO. 2 GIA 63
AVIONICS INTEGRATION UNIT
2P603
IN 2 24 R41A22WHT 55 OUT 5 MAIN RS-232

RS-232
OUT 2 25 R41A22BLU 53 IN 5 (XPDR)
SIGNAL GROUND 58 R41A22ORG 54 SIGNAL GROUND
8H16
104815 14.0 A
8H17
#1 GNS 430
NAV/COMM/GPS P43011 NAV1/GPS1
2 5
+ 28VDC GPS POWER 19 22RED GPS/N-1
+ 28VDC GPS POWER 20 22RED GPS/N-1 CB43
GROUND 77 22BLK GB1-A
GROUND 78 22BLK 20BLK GB1-B
GROUND 40
L INSTRUMENT PANEL
22BLK
LIGHTING BUSS HI 39 22BLU JB7-A
P43021
GROUND 21 18BLK GB1-C
GROUND 22 18BLK GB1-D
MIC KEY 4 JB5-B

TRANSMIT INTERLOCK 14 JB5-G
COM1
2 5

+ 28VDC POWER 11 18RED COM-1
+ 28VDC POWER 12 18RED COM-1 CB41
AVIONICS
CIRCUIT BREAKER PANEL BUS
MAINTENANCE MANUAL
GNS 430 Nav/Comm/GPS

P43061 INSTRUMENT PANEL P3401 GMA 340 (STD)

NAV AUDIO HIGH 16 WHT 17 NAV 1 AUDIO HIGH
NAV AUDIO LOW 17 BLU 18 NAV 1 AUDIO LOW
P43021
COMM AUDIO HI 7 WHT 9 COMM 1 AUDIO HIGH

COMM AUDIO LO 19 BLU 10 COMM 1 AUDIO LOW
MIC AUDIO 6 11 COMM 1 MIC AUDIO
TO AUDIO
SHIELD
P43011 P43012 #2 GNS-430

91-34-50 AugPAGE
RS 232 RX 3 (DATA XFILL) 41 42 RS 232 TX 3 (DATA XFILL)

RS 232 TX 3 (DATA XFILL) 42 41 RS 232 RX 3 (DATA XFILL)
P43061
2 X 5 MHZ A 14
2 X 5 MHZ C 21
2 X 5 MHZ D 33
2 X 5 MHZ E 20
2 X 5 0.1 MHZ A 37
2 X 5 0.1 MHZ C 40 TO DME-450 (OPTIONAL) (SEE 91-34-50, FIG 4)
2 X 5 0.1 MHZ D 42
Effectivity
101750 6.0 P
2 X 5 0.1 MHZ E 39
2 X 5 50 KHZ 43
DME COMMON 22
15/07
INSTRUMENT PANEL
3
Aug 15/07
PAGE 4

Effectivity
#1 GNS-430 P43061 P732
NAV/COMM/GPS PFD
VOR/ILS ARINC 429 OUT A 24 4 ARINC 429 CH 2 RX A
3 ARINC 429 CH 2 RX B
VOR/ILS ARINC 429 OUT B 23 5 SHIELD GND
VOR/ILS ARINC 429 IN B 35
91-34-50
VOR/ILS ARINC 429 IN A 36
P43011
+ TO 25
+ FROM 26
GPS ANNUNCIATOR 2
OBS RES H 32
OBS RES C 31
OBS RES D 33

OBS RES E 34
OBS RES F 35
OBS RES G 36
MAINTENANCE MANUAL
+ UP 27

+ DOWN 28
VERTICAL FLAG + 29
VERTICAL FLAG - 30
+ LEFT 21
+ RIGHT 22
LATERAL FLAG + 23
LATERAL FLAG - 24
L INSTRUMENT PANEL
GPS ARINC 429 IN 2A 50 WHT JB6-C

GPS ARINC 429 IN 2B 51 BLU JB6-G
ANNUNCIATE D 10
ANNUNCIATE E 11 JB12-J
GPS ARINC 429 IN 1A 46 JB10-A
GPS ARINC 429 IN 1B 47 JB10-E
GPS ARINC 429 IN 1A 48 JB9-C
GPS ARINC 429 IN 1B 49 JB9-G
STORMSCOPE 55 JB11-P
RS-232 IN 4
RS-232 IN 2 59
RS-232 OUT 1 56
RS-232 OUT 2 58
101750 7.0 P
RS-232 OUT 4 54
8H18
INSTRUMENT PANEL
8H19
#2 GNS 430
NAV/COMM/GPS P43012 NAV2/GPS2
2 5
+ 28VDC GPS POWER 19 22RED GPS/NAV-2
+ 28VDC GPS POWER 20 22RED GPS/NAV-2 CB44
GROUND 77 22BLK GB2-A
GROUND 78 22BLK 20BLK GB2-B
GROUND 40
L INSTRUMENT PANEL
22BLK
28V DIM 39 22BLU JB7-B
P43022
GROUND 21 18BLK GB2-C
GROUND 22 18BLK GB2-D
MIC KEY 4 JB5-F

TRANSMIT INTERLOCK 14 JB5-C
COM2
2 5
+ 28VDC POWER 11 18RED COM-2

+ 28VDC POWER 12 18RED COM-2 CB42
AVIONICS
CIRCUIT BREAKER PANEL BUS 1
MAINTENANCE MANUAL

INSTRUMENT PANEL P3401

P43062 GMA 340 (STD)
NAV AUDIO HIGH 16 WHT 19 NAV 2 AUDIO HIGH
NAV AUDIO LOW 17 BLU 20 NAV 2 AUDIO LOW
P43022
COMM AUDIO HI 7 WHT 13 COMM 2 AUDIO HIGH

COMM AUDIO LO 19 BLU 14 COMM 2 AUDIO LOW
MIC AUDIO 6 15 COMM 2 MIC AUDIO
P43012 P43011 #1 GNS-430/530

91-34-50 AugPAGE
DATA XFILL TRANSMIT 41 42 DATA XFILL RECEIVE

DATA XFILL RECEIVE 42 41 DATA XFILL TRANSMIT
P43062
2 X 5 MHZ A 14
2 X 5 MHZ C 21
2 X 5 MHZ D 33
2 X 5 MHZ E 20
2 X 5 0.1 MHZ A 37
2 X 5 0.1 MHZ C 40 TO DME-451 (OPTIONAL) (SEE 91-34-50, FIG 4)
2 X 5 0.1 MHZ D 42
Effectivity
2 X 5 0.1 MHZ E 39
101750 8.0 P
2 X 5 50 KHZ 43
DME COMMON 22
15/07
INSTRUMENT PANEL
5
Aug 15/07
PAGE 6

Effectivity
#2 GNS 430 P43062 P732
NAV/COMM/GPS PFD
VOR/ILS ARINC 429 OUT A 24 7 ARINC 429 CH 2 RX A
VOR/ILS ARINC 429 OUT B 23 6 ARINC 429 CH 2 RX B
10 SHIELD GND
91-34-50
VOR/ILS ARINC 429 IN B 35

VOR/ILS ARINC 429 IN A 36
P43012
+ TO 25
+ FROM 26
GPS ANNUNCIATOR 2
OBS RES H 32
OBS RES C 31

OBS RES D 33
OBS RES E 34
OBS RES F 35
OBS RES G 36 TO GI-106A INSTALLATION (SEE 91-34-50, FIG 4)
MAINTENANCE MANUAL

+ UP 27
+ DOWN 28
VERTICAL FLAG + 29
VERTICAL FLAG - 30
+ LEFT 21
+ RIGHT 22
LATERAL FLAG + 23
LATERAL FLAG - 24
L INSTRUMENT PANEL
ANNUNCIATE E 11 JB12-M
(TIS SELECT)
GPS ARINC 429 IN 2A 50 WHT JB6-D

GPS ARINC 429 IN 2B 51 BLU JB6-H
GPS ARINC 429 IN 1A 48 JB9-D

GPS ARINC 429 IN 1B 49 JB9-H
GPS ARINC 429 OUT A 46 JB12-N

GPS ARINC 429 OUT B 47 JB12-T
RS-232 IN 4 55 JB11-R
(STORMSCOPE)
RS-232 IN 2 59
RS232 OUT 1 56
RS232 OUT 2 58
101750 9.0 P
RS232 OUT 4 54
8H20
INSTRUMENT PANEL
8H21
KR-87 CIRCUIT BREAKER PANEL 104815 18.0 A

ADF RECEIVER P872
ADF +28VDC
AVIONICS
28VDC PWR 13 R42A22RED 5 BUS
PWR GND S R42A22NBLK GB1A-H
GMA 1347
AUDIO PANEL
P3471
AUDIO OUT HI 10 R43A22WHT 35 ADF AUDIO IN HI
AUDIO OUT LO M R43A22BLU 36 ADF AUDIO IN LO
R43A22NBLK GB1A-J
P311 BRACKET ASSEBMLY -

28V DIMMER 9 R44A22BLU 10 ACCESSORY
NO. 2 GIA 63
INTEGRATED AVIONICS
2P605
MAINTENANCE MANUAL

ADF VALID C R45A22WHT 60 DISCRETE IN 23A
KR 87 ADF Receiver
2P606
Figure 3
ADF DC COS HI B R46A22WHT 10 ADF X/COS

ADF DC SIN HI A R47A22WHT 11 ADF Y/SIN
+4.5V ADF DC SIN/COS REF D R48A22WHT 32 ADF DC REF IN
LIGHTING GND E
H
GND P R49A22NBLK GB1A-N
R
KA-44B
91-34-50 AugPAGE
P442 ADF ANTENNA

ANT PWR 12 WHT/RED 1 ANT PWR
LOOP ENABLE 8 WHT/GRN 2 LOOP ENABLE
32HZ < +/- 90° 6 WHT 4 32HZ < +/- 90°
32HZ < 0° F WHT/ORG 5 32HZ < 0°
GND 15 WHT/BLU 7 GND
with Garmin 1000
P871
Effectivity
9 OUTER SHLD
RF INPUT 3 RF OUTPUT
15/07
8 INNER SHLD
TRF-58 CABLE
7
Aug 15/07
PAGE 8

Effectivity
AFT EQUIPMENT SHELF JB8-B
P4501
GB1-L
INSTRUMENT PANEL IND-450
P4511
TCR-451
91-34-50
22BLU 11 PANEL LTS

P4503 J4503
25 POWER GROUND
+15 V DC 21 15 21 +15 V DC
-15 V DC 22 16 22 -15 V DC
+6 V DC 23 17 23 +6 V DC
SWITCHED DME POWER 2 1 2 SWITCHED 28 VDC
14 SHIELD GROUND
DME DISTANCE 15 8 15 DME DISTANCE
9
DME SIGNAL COMMON 16 10 16 DME SIGNAL COMMON
11

DME GROUNDSPEED 17 12 17 DME GROUNDSPEED
13
DME FLAG 20 14 20 DME FLAG
MAINTENANCE MANUAL
15 22 RED

16 3 28 VDC ACFT PWR
P101 ANNUNCIATOR
HARNESS
DME 450
DME HOLD
CKT BKR PANEL AVIONICS
BUS
DME
FREQUENCY HOLD 7 5 3
20RED
CB46
JB5-N
JB5-T
NAV-1 HOLD NAV-2
(1C-1) (1C-2) (1C-3)
(1C-C)
9 P43062-22, -43
SUPPRESSION 10 6 SEE 91-34-50 DME SELECT
7 FIG 4, SHT 2 MRC-3-3
GMA-340
P3401
GB1-M 22 BLK
3 2 21 DME AUDIO HI
DME AUDIO HI
DME AUDIO LO 4 3 22 DME AUDIO LO
4
101750 14.0 P
8H22
OPTIONAL DME (REAR) OPTIONAL DME (FRONT)

8H23
TO DME SELECT
(SEE 91-34-50, FIG 4, SHT 1)
AFT EQUIPMENT SHELF
P4511
P43061 #1 GNS-430

2 X 5 MHZ. A 28 WHT 18 WHT 14 2 X 5 MHZ. A
2 X 5 MHZ. C 29 BLU 19 BLU 21 2 X 5 MHZ. C
2 X 5 MHZ. D 30 ORG 20 ORG 33 2 X 5 MHZ. D
2 X 5 MHZ. E 31 GRN 21 GRN 20 2 X 5 MHZ. E
MAINTENANCE MANUAL

2 X 5 0.1 MHZ. A 32 RED 22 RED 37 2 X 5 0.1 MHZ. A
2 X 5 0.1 MHZ. C 33 BLK 23 BLK 40 2 X 5 0.1 MHZ. C

2 X 5 0.1 MHZ. D 34 YEL 24 YEL 42 2 X 5 0.1 MHZ. D
2 X 5 0.1 MHZ. E 35 VIO 25 VIO 39 2 X 5 0.1 MHZ. E
DME 450
2 X 5 KHZ. 36 GRY 26 GRY 43 2 X 5 KHZ.

22 FREQ. COMMON 1
P4503 J4503
P43062 #2 GNS-430
WHT 14 2 X 5 MHZ. A
BLU 21 2 X 5 MHZ. C
2 X 5 MHZ. D
91-34-50 AugPAGE
ORG 33
20BLK GRN 20 2 X 5 MHZ. E

POWER GROUND 25
RED 37 2 X 5 0.1 MHZ. A
BLK 40 2 X 5 0.1 MHZ. C
YEL 42 2 X 5 0.1 MHZ. D
104449-005 CABLE ASSY
VIO 39 2 X 5 0.1 MHZ. E
GRY 43 2 X 5 KHZ.
22 FREQ. COMMON 2
TCR-451
LOWER
FUSELAGE INSTRUMENT PANEL
Effectivity
101750 15.0 P
STA 60.48
15/07
OPTIONAL DME (REAR) OPTIONAL DME (FRONT)

9
Aug 15/07
PAGE 10

Effectivity
P631 P5721
KN-63
KDI 572
GROUND 1 22BLK
GROUND A 22BLK 20BLK 22BLU 9 28V LIGHTING
JB8-C
P4503 J4503
91-34-50
A+ IN 2 22RED 12 12 22RED 20RED DME

A+ IN 3 22RED 13 13 22RED
11 11
DME REQUEST D 8 8 15 DME REQUEST
CLOCK BUS F 9 9 12 CLOCK BUS
DATA BUS 6 10 10 11 DATA BUS
GROUND 12 1 1 40 GROUND
HOLD E 5 5 2 HOLD
ON 11 15 15 19 ON
+9.25 V 9 16 16 3 +9.25 V
+192 V 10 17 17 1 +192 V

P3401 GMA-340
4 4
AUDIO HI C WHT 2 2 WHT 21 DME AUDIO HI 31 M20
MAINTENANCE MANUAL
AUDIO LO N BLU 3 3 BLU 22 DME AUDIO LO 32 NAV 2 COMMON

7 7 30 M20
SUPPRESSION K 6 6 JB5-S 47 NAV 1 COMMON
KN 63 DME
JB5-Z
50 NAV 1 CODE SELECT
7 2 x 5 CODE PROGRAM
P632 (KA60 ANTENNA)
P4306 16 NAV 2 CODE SELECT
22 49 NAV 2 COMMON
43 27 2 x 5 0.01 MHZ
(104449-004 COAX ASSY) 39 24 2 x 5 0.1 MHZ E
AFT HARNESS ASSY 42 26 2 x 5 0.1 MHZ D
GNS-430 40 25 2 x 5 0.1 MHZ C
37 36 2 x 5 0.1 MHZ A
#2 20 22 2 x 5 1 MHZ E
33 4 2 x 5 1 MHZ D
21 21 2 x 5 1 MHZ C
14 34 2 x 5 1 MHZ A
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
P5306
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50
22 48 NAV 1 COMMON
43 44 2 x 5 0.01 MHZ
39 41 2 x 5 0.1 MHZ E
N M L K J H F E D C B A 42 2 x 5 0.1 MHZ D
43
KDI-572 CONNECTOR GNS-430/530 40 42 2 x 5 0.1 MHZ C
37 37 2 x 5 0.1 MHZ A
(PIN 23 KEYED) #1 20 39 2 x 5 1 MHZ E
12 11 10 9 8 7 6 5 4 3 2 1
33 20 2 x 5 1 MHZ D
101750 24.0 Z
21 38 2 x 5 1 MHZ C
KN-63 CONNECTOR 14 35 2 x 5 1 MHZ A
8H24
VIEW LOOKING AT BACK OF CONNECTOR

(KEY BETWEEN TERMINALS 9 & 10)
FWD HARNESS ASSY
8I1
KN 63 DME CIRCUIT BREAKER PANEL

P632
P398A J398A DME +28VDC
AIRCRAFT POWER 1 2 R52A20RED AVIONICS
1 R52B20 RED 5 BUS
AIRCRAFT POWER 1 3
POWER GROUND 1 R52A20NBLK GB5A-H
POWER GROUND A R53A20NBLK GB5A-J

NO. 2 GIA 63
P398C J398C INTEGRATED AVIONICS
2P606
DATA BUS 6 R54A22WHT 1 R54B22WHT 59 MAIN KING SERIAL DME DATA
CLOCK BUS F R57A22WHT 2 R57B22WHT 60 MAIN KING SERIAL DME CLK

DME REQUEST D R58A22WHT 3 R58B22WHT 62 MAIN KING SERIAL DME REQ
4
R58A22NBLK GB5A-L
GROUND 12
MAINTENANCE MANUAL

ON 11
GMA 1347
P3471 AUDIO PANEL
KN 63 DME
AUDIO HI C R55A22WHT 5 R55B22WHT 15 DME AUDIO IN HI

AUDIO LO N R55A22BLU 6 R55B22BLU 16 DME AUDIO IN LO
R54A22NBLK GB5A-M 7
P3301 GTX 33 MODE S

SUPPRESSION K R56A22 9 R56B22 31 EXTERNAL SUPPRESSION
R56A22NBLK 10
GB5A-N
91-34-50 Aug
P3301 GTX 33 MODE S

SUPPRESSION K R56A22 F42B22 31 EXTERNAL SUPPRESSION
R56A22NBLK
GB5A-N J398B P398B
with Garmin 1000
2
SKYWATCH (OPT)
3
TRC 497 PROCESSOR
P4971
Effectivity
PAGE 11
F42A22 89 SUPPRESSION
104815 19.0 A
DME WITH SKYWATCH
15/07
Aug 15/07
PAGE 12

Effectivity NAV2/GPS2
#2 GNS 430
91-34-50
NAV/COMM/GPS 5
22RED GPS/N-2
CB44
AVIONICS
CIRCUIT BREAKER PANEL BUS
P43062
GI-106A

P1061 NAV INDICATOR
22RED 20 28 VDC ANNUN POWER
MAINTENANCE MANUAL
Course Deviation Indicator

GB2-E 22BLK 21 PANEL LAMPS GROUND
JB8-A 22BLU 22 28 VDC PANEL LAMPS

Figure 6
GB2-L 22BLK 18 VLOC ANNUNCIATOR

+ TO 1 WHT 9 + TO
+ FROM 2 BLU 10 + FROM
OBS RES H 10 WHT 1 OBS RES H

OBS RES C 9 BLU 2 OBS RES C
OBS RES D 13 WHT 3 OBS RES D

OBS RES E 11 BLU 5 OBS RES E
OBS RES F 12 WHT 4 OBS RES F

OBS RES G BLU 6 OBS RES G
+ UP 32 WHT 13 + UP
+ DOWN 31 BLU 14 + DOWN
VERTICAL FLAG + 30 ORG 15 VERTICAL FLAG +
VERTICAL FLAG - GRN 16 VERTICAL FLAG -
+ LEFT 5 WHT 11 + LEFT

+ RIGHT 6 BLU 12 + RIGHT
LATERAL FLAG + 3 ORG 7 LATERAL FLAG +
LATERAL FLAG - 4 GRN 8 LATERAL FLAG -
101750 18.0 Z
INSTRUMENT PANEL INSTRUMENT PANEL
8I2
MAINTENANCE MANUAL
8I3 91-34-50 AugPAGE 13

15/07
MAINTENANCE MANUAL
PAGE 14
Aug 15/07 91-34-50 8I4
MAINTENANCE MANUAL
105232 21.0 K
101849 20.0 E
3 R. MAG
2 P6 R6 P7 R7
J1C18 1 1 J1B18 1 1 J1A18
1
J3A18
3
2 P6 R6 P7 R7
J2C18 2 2 J2B18 2 2 J2A18
1
L. MAG
P6 R6 P7 R7
J3B18 3 3 J3D18 3 3 J3C18N
Magneto Switches
8I5 91-74-30 AugPAGE 1

15/07
MAINTENANCE MANUAL
L. MAG
R. MAG
G402
G403
104818 12.0 A
GB304-E
J3D18N
J1A18
J2A18
J
9
7
8
P315
J3C18
J2B18
J1B18
J
1
3
P6
J1C18
J2C18
J3B18
3
1
1
OVERHEAD SW PNL
2
2
J3A18
R MAG SW
L MAG SW
S305
S306
Effectivity Magneto Switches
PAGE 2
Aug 15/07 91-74-30 8I6
MAINTENANCE MANUAL
105232 27.0 K
RPM
T3A20
1A
CB-4
MS3106E-14S-5S
PWR A
PWR GND C T3C20N GB1-P 206060-1 TACH

206062-1 GEN.
EXC.(12 VDC) E T3K20 9 T3J20 1 RED EXC.
SIG. (+) B T3G22WH 12 T3H22WH 2 BLU SIG. (+)
SIG. (-) T3G22BL 15 T3H22BL 4 BLK SIG. (-)
10 P238
TACHOMETER P315
R12
Engine RPM (Tachometer)

Figure 1
8I7 91-77-10 AugPAGE 1

15/07
MAINTENANCE MANUAL
101849 26.0 E
EXC. OUT (12VDC)
MAP SIG.(+)
RPM SIG.(+)
MAP SIG.(-)
RPM SIG.(-)
P902 8 26 P901 23 5 2 P903

T3G-WHT/BL
T3G-WHT
E9G-WH/BL
E9G-WHT
T3K22
R12
10 15 12 9
P12
E9K22
TO
91-77-40,
T3H-WHT/BL
FIG 1, SHT 1
T3H-WHT
T3J20
E9M20N
P237 A B D
P238 4 2 1
SIG.(+)
EXC.
SIG.(-)
RED
BLU
BLK
MAP
SIG. (+)
SIG. (-)
XDUCER
EXC.
TACH
GEN.
Effectivity MAP / RPM
PAGE 2
Aug 15/07 91-77-10 8I8
MAINTENANCE MANUAL
105232 3.0 K
OIL PRESS
OIL TEMP
T XDUCER
SENSOR
A B P239 B A C D
Q5B20
GREEN
SPARE
BLACK
RED
P12 P12
11 13
CYL TEMP
T 11 13
Q5B20N
BULB R12 R12 B A C P413

Q6C20
Q6B20
Q5A20
Q7A20
Q6D20N
Q9A20
CYL OIL
TEMP TEMP
P12
14 OIL
14
Q9B20N
R12 PRESS.
28V
Q5A20N GND
ENG GB1-D
MONITOR Q8A20N
Q6A20
5A
CB-2
Engine Combination Gauge (Oil Temp / Oil Press / CHT)

Figure 1
8I9 91-77-20 AugPAGE 1

15/07
Aug 15/07
PAGE 2

Effectivity
P902
101849 27.0 E
30
91-77-20
E6A22-WHT CHT CYL-6 SIG (-)
CYL # 6
T
TEMP
CHT
12
E6A22-WH/BL CHT CYL-6 SIG (+)
E5A22-WHT
31
CHT CYL-5 SIG (-)
CYL # 5
T
TEMP
CHT
13

Cylinder Head Temperature
MAINTENANCE MANUAL

32
CYL # 4
T
TEMP
CHT
14
Figure 2
33
CYL # 3
T
TEMP
CHT
15
34
T E2A22-WHT CHT CYL-2 SIG (-)
CYL # 2
TEMP
CHT
16
35 17
CYL # 1
T
TEMP
CHT

8I10
MAINTENANCE MANUAL
101849 28.0 E

EXC. OUT (12VDC)
FF SIG.(+)
FF SIG. (-)
YEL (+)
YEL (+)
YEL (+)
YEL (+)
YEL (+)
YEL (+)
RED (-)
RED (-)
RED (-)
RED (-)
RED (-)
RED (-)
P903 1 P902 23 5 12 30 13 31 14 32 15 33 16 34 17 35 P901
E5J-WH/BL
E5J-WHT
E5G22
R12 4 2 1 3
P12
E5K-WH/BL
E5K-WHT
E5H20
EGT EGT EGT EGT EGT EGT

SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR
#6 #5 #4 #3 #2 #1
P236 1 3 2
FUEL
FLOW
SENSOR
Effectivity
EGT / Fuel Flow 3232014 and up
8I11 91-77-20 AugPAGE 3

15/07
MAINTENANCE MANUAL
101849 29.0 E
EXC. OUT (12VDC)
FF SIG. (-)
FF SIG.(+)
YEL (+)
RED (-)
P903 1 P902 23 5 11 29 P901

E5J-WH/BL
E5J-WHT
E5G22
R12
4 2 1 3
P12
E5K-WH/BL
E5K-WHT
E5H20
TIT
SENSOR
P236 1 3 2
FUEL
FLOW
SENSOR
Effectivity
3255015 and up TIT / Fuel Flow
PAGE 4
Aug 15/07 91-77-20 8I12
8I13
104818 19.3 A
E300
GEA 71 P701
ENG TEMP HI 26 E1A22CR WHT CHT #1

TC400 SENSOR
CHT CYL 1 LO 27 E1A22AL GRN
TC401 SENSOR
TC402 SENSOR
GEA 71 / Cylinder Head Temp / EGT / TIT

TC403 SENSOR
TC404
MAINTENANCE MANUAL
CHT CYL 5 LO 38 SENSOR

E5A22AL GRN
TC405 SENSOR
Figure 5
ENG TEMP HI 48 E11A22CR WHT EGT #1

EGT CYL 1 LO
TC406 SENSOR
49 E11A22AL GRN
EGT CYL 2 LO
TC407 SENSOR
51 E12A22AL GRN
EGT CYL 3 LO
TC408 SENSOR
53 E13A22AL GRN
TC409
91-77-20 AugPAGE
EGT CYL 4 LO 55 SENSOR

E14A22AL GRN
TC410 SENSOR
EGT CYL 5 LO 57 E15A22AL GRN
EGT CYL 6 LO
TC411 SENSOR
59 E16A22AL GRN
with Garmin 1000
Effectivity
15/07
5
Aug 15/07
PAGE 6
with Garmin 1000

Effectivity
104818 19.4 A
E300
GEA 71 P701
91-77-20
THERMOCOUPLE HI 68 (YEL)
LO 69 (RED)
E300
CONFIG MODULE
GROUND 1 (BLK) GND

DATA 40 (YEL) DATA

POWER 21 (RED) VCC
CLOCK 60 (WHT) CLK
GEA 71 / Cabin Temp / MAP
R BAGGAGE COMP
MAINTENANCE MANUAL

P702 A403
MAP SENSOR
Figure 6
P424
+5VDC PWR OUT 15 E9G22WHT A IN HI (EXCITATION)
MAP HI 52 E9G22BLU C OUT HI
MAP LO 53 E9G22ORN D OUT LO
XDCR LO (GND) 12 E9G22GRN B IN LO
LEFT SIDE WALL

P710 J A301
CABIN AIR
CABIN TEMP HI 58 H41A22CR WHT + YEL TEMP SENSOR
CABIN TEMP LO 59 H41A22AL GRN - RED
8I14
MAINTENANCE MANUAL
101849 3.0 E

POWER GROUND
POWER GROUND
28 VDC POWER
28 VDC POWER
ALTNR AMP (+)

ALTNR AMP (-)
BATT AMP (+)

BATT AMP (-)
SHIELD
P902 20 1 P901 4 1 20 25 7 36 24 6
P20D20N
P20E20N
P20A20
P20B20
P20C20
P10A-WHT/BL
P8C-WHT/BL
P10A-WHT
P8C-WHT
GB2-H
GB1-H
DAU
Q5A20 10 11 19 8 9 P1
1A
CB-4
TO
ALTERNATOR
TO
SHUNT
BATTERY SHUNT
(SEE 91-24-30,
(SEE 91-24-30,
FIG 1, SHT 2)
FIG 1, SHT 2)
TO OIL PRESSURE SENSOR

Q5R20 (SEE 91-79-30, FIG 1)
TO MAP TRANSDUCER
E9K22 (SEE 91-77-10, FIG 2)
Data Acquisition Unit (DAU) Effectivity

8I15 91-77-40 AugPAGE 1

15/07
MAINTENANCE MANUAL
101849 31.0 E
RS232 RECV COM2
RS232 XMIT COM1

RS232 XMIT COM2
RS232 GND COM1

RS232 GND COM2
STRAP 1
STRAP 2
STRAP 3
P903 8 9 10 P902 19 37 18 P901 18 19

DAU1 WHT
DAU2 ORN
E8B20N
DAU1 BLU
DAU2 BLU
DAU2 WHT
GB1-E
MFD PFD J731-25
MFD PFD J731-18
MFD
Effectivity Data Acquisition Unit (DAU)
PAGE 2
Aug 15/07 91-77-40 8I16
8I17
104818 19.0 A
E300
GEA 71 ENG INSTR
P701
P308B J ESS
AIRCRAFT PWR 1 35 F5B22 7 F5A22 BUS
5A
ESS BUS V HI 42 F6B22 8 F6A22 CB-24
ESS BUS V LO 43 JMPR-10
EMERGENCY BATTERY ASSY

PWR GND 20 (22BLK) GB301-J
ENG INSTR
P400 F417 +28VDC
EMER
AIRCRAFT PWR 2 37 F7A22 7
BUS

5A
GEA 71 Engine Airframe Adapter
SEE
MAINTENANCE MANUAL
EMER BUS V HI 46 F8A22 8 T 91-24-30,

EMER BUS V LO 47 JMPR-11 FIG 4
Figure 2
1P603 #1 GIA 63
P308A J
RS-485 1A 5 R7B22WHT 3 23
RS-485 1B 6 R7B22BLU 4 24
5
2P603 #2 GIA 63
P308B J
91-77-40 AugPAGE
RS-485 2A 7 R12B22WHT 10 23
RS-485 2B 8 R12B22BLU 11 24
12
with Garmin 1000
INSTRUMENT PANEL
P310 J SEE
Effectivity
STARTER ENGAGE 44 K2A22 1 S 91-80-10,

FIG 1, SHT 2
15/07
3
MAINTENANCE MANUAL
PAGE 4
Aug 15/07 91-77-40 8I18
MAINTENANCE MANUAL
101849 4.0 E
OIL PRESS SIG.(+)

OIL PRESS SIG.(-)
OIL TEMP SIG.(+)

OIL TEMP SIG.(-)
SHIELD
P901 8 26 36 27 9
Q5J22-WH/BL
Q5J22-WHT
Q5F22-WH/BL
Q5F22-WHT
TO
91-77-40,
FIGURE 1, Q5R20
SHEET 1
OIL OIL
PRESSURE TEMP
R12
SENSOR 13 14 SENSOR
P12
EXC. A Q6C20 B
SIG.(+) B
SIG.(-) D
T
Q5B20 A
P413
P239
Q5V20N
Oil Pressure / Oil Temperature Effectivity

8I19 91-79-30 AugPAGE 1

15/07
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity
104818 19.2 A
91-79-30
E300 P701
R INSTRUMENT PANEL
GEA 71
A300
P413
OIL PRESS SENSOR
+5VDC PWR OUT 15 Q5F22WHT A IN HI (EXCITATION)

OIL PRESS HI 24 Q5F22BLU C OUT HI
Oil Pressure / Temperature / Fuel Flow / RPM
OIL PRESS LO 25 Q5F22ORN D OUT LO

XDCR LO (GND) 12 Q5F22GRN B IN LO ENGINE COMPARTMENT
A400
MAINTENANCE MANUAL
OIL TEMP SENSOR

P426
OIL TEMP HI 22 Q5J22WHT A OUT HI
OIL TEMP LO 23 Q5J22BLU B OUT LO
XDCR LO (GND) 19
Figure 2
A401
FUEL FLOW SENSOR
J423
+12VDC PWR OUT 16 E10G22WHT 1 EXCITATION
FUEL FLOW HI 2 E10G22BLU 2 OUT HI
XDCR LO (GND) 13 E10G22ORN 3 OUT LO
A402
TACH SENSOR
P425
+10VDC PWR OUT 14 T3G22WHT 1 (RED) EXCITATION

RPM HI 3 T3G22BLU 2 (BLU) OUT HI
XDCR LO (GND) 11 T3G22ORN 4 (BLK) OUT LO
NC 3
8I20
8I21
15A
STARTER
CB-15
K1A18
R9
1
1
P9

K1B18
MAINTENANCE MANUAL

STARTER K2B4N R4
1
1
P4
Starter
K1C18
R2 P2 5A
K2A4
* 7 1111 STE1-20
1
START
{
TO BATTERY SHUNT P1B4 SWITCH
P2 R2 R9 P9 R4 P4 3
P3C4 K1G18 2 2 K1F18 2 2 K1E18 2 2 K1D18
** TO DIODE ASSY.
TO ELECTRICAL BUS P1C4

STARTER
CONTACTOR
91-80-10 AugPAGE
* TO ANNUNCIATOR
SEE 91-31-50, FIG1, SHT 1 (STANDARD) / SHT 4 (WITH AVIDYNE)
105232 12.0 K
101849 11.0 E
** SEE 91-24-30, FIG 1, SHT 2
15/07
1
Aug 15/07
PAGE 2
with Garmin 1000

Effectivity OVERHEAD SW PNL S300
START
91-80-10
SWITCH
STARTER
J J 2
P314 P4
1
K1A18 1 K1B18 1 K1C18
5A
CB-33 3
J P315
1 K1E18 2 K1D18

MAINTENANCE MANUAL

B400
ESSENTIAL BUS
K2A4 STARTER K2B4N

Starter
+ -
BRACKET ASSY
JB1-A
F425 P310
P1C4 JMPR-12 K3A20 2 F A
A1 A2
P P1B4 5A
SEE
91-24-30, S 1
FIG 1, SHT 3
K1F18 SEE
91-77-40,
FIG 2
X1 K400
STARTER
X2
SOLENOID
BLK
104818 3.0 A
8I22
MAINTENANCE MANUAL
8I23 91-80-10 AugPAGE 3

15/07
MAINTENANCE MANUAL
GRIDS 8I24 THRU 8L24

INTENTIONALLY BLANK
PAGE 4
Aug 15/07 91-80-10 8I24

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AIRPLANE MAINTENANCE MANUAL

(S/N’s 3232001 & UP) (S/N’s 3255001 & UP)

PIPER AIRCRAFT, INC.

PART NUMBER 766-854 February 28, 2009

© 2003, 2009 Piper Aircraft, Inc.

Revision Publication Date Aerofiche Card Effectivity

ORG030601 June 1, 2003 All

* Piper has ceased production of all Aerofiche (i.e., microfiche) products.

1A3 REVISION STATUS FebPAGE 1

THIS PAGE INTENTIONALLY BLANK

LIST OF EFFECTIVE PAGES

Intro-List of 1 Feb 28/09

Intro-Table of Contents 1 Feb 28/09

Introduction 1 Aug 15/07

Index 1 Apr 30/08

1A5 INTRO - LIST OF EFFECTIVE PAGES FebPAGE 1

THIS PAGE INTENTIONALLY BLANK

SUBJECT SECTION PAGE GRID NO.

1A7 INTRO - CONTENTS FebPAGE 1

THIS PAGE INTENTIONALLY BLANK

1. Instructions for Continued Airworthiness

1A9 INTRODUCTION AugPAGE 1

TYPE CERTIFICATE DESIGNATION SEQUENCE NUMBER

5. Assignment of Subject Material

1A11 INTRODUCTION FebPAGE 3

1A13 INTRODUCTION FebPAGE 5

(8) EMERGENCY BATTERY (if installed):

(13) FUEL CELLS:

1A15 INTRODUCTION FebPAGE 7

(26) VOLTAGE REGULATOR:

1A17 INTRODUCTION FebPAGE 9

THIS PAGE INTENTIONALLY BLANK

14. Chapter/Section Index Guide

CHAPTER SECTION TITLE GRID NO.

4 AIRWORTHINESS LIMITATIONS 1C1

5 TIME LIMITS/MAINTENANCE CHECKS 1C9

6 DIMENSIONS AND AREAS 1E23

7 LIFTING AND SHORING 1F13

8 LEVELING AND WEIGHING 1F21

9 TOWING AND TAXIING 1G7

10 PARKING AND MOORING 1G17

11 PLACARDS AND MARKINGS 1H3

20 Exterior Placards and Markings

1A19 INTRODUCTION Aug

CHAPTER SECTION TITLE GRID NO.

20 STANDARD PRACTICES - AIRFRAME 2C1

21 ENVIRONMENTAL SYSTEMS 2D3

22 AUTO FLIGHT 2F17

24 ELECTRICAL POWER 2H15

26 FIRE PROTECTION 3D5

27 FLIGHT CONTROLS 3D15

CHAPTER SECTION TITLE GRID NO.

30 ICE AND RAIN PROTECTION 4C1

31 INDICATING / RECORDING SYSTEMS 4E9

50 Central Warning Systems

32 LANDING GEAR 4F5

39 ELECTRICAL / ELECTRONIC PANELS 6D3

10 Instrument and Control Panels

1A21 INTRODUCTION Aug