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THRUSH AIRCRAFT INC – T660 TURBO THRUSH

AIRCRAFT MAINTENANCE MANUAL

THRUSH AIRCRAFT INC.


TURBO THRUSH

AIRCRAFT MAINTENANCE MANUAL


SINGLE COCKPIT AND DUAL COCKPIT

Model S2R – T660


Serial Numbers T660 – 109 & Up and T-660 - 114DC & Up
Manual Number: T660 -3
Issued December 17, 2003
Revision 2, Released August 5, 2005

Note: All serial numbers with the DC suffix indicate the dual cockpit configuration.

Manufacturer’s Serial Number: _____________ Thrush Aircraft, Inc.


Registration Number: ____________________ P.O. Box 3149
300 Old Pretoria Road
Albany, Georgia 31706
Telephone: 229-883-1440
Fax: 229-439-9790
THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

LOG OF PAGES
Page Date
Date Page
i ...………………………………...…. 08/05/05 SECTION II (CONT’D)
ii ...………………………………...…. 08/05/05 SERVICING
iii ...………………………………...…. 08/05/05 32 ...………………………………...…. 12/17/03
iv ...………………………………...…. 08/05/05 33 ...………………………………...…. 12/17/03
v ...………………………………...…. 08/05/05 34 ...………………………………...…. 12/17/03
vi ...………………………………...…. 08/05/05 35 ...………………………………...…. 12/17/03
vii ...………………………………...…. 08/05/05 36 ...………………………………...…. 12/17/03
37 ...………………………………...…. 12/17/03
SECTION I 38 ...………………………………...…. 12/17/03
GENERAL INFORMATION 39 ...………………………………...…. 12/17/03
1 ...………………………………...…. 08/05/05 40 ...………………………………...…. 12/17/03
2 ...………………………………...…. 08/05/05 41 ...………………………………...…. 12/17/03
3 ...………………………………...…. 08/05/05 42 ...………………………………...…. 12/17/03
4 ...………………………………...…. 08/05/05 43 ...………………………………...…. 12/17/03
5 ...………………………………...…. 08/05/05 44 ...………………………………...…. 12/17/03
6 ...………………………………...…. 08/05/05 45 ...………………………………...…. 12/17/03
7 ...………………………………...…. 08/05/05 46 ...………………………………...…. 12/17/03
8 ...………………………………...…. 08/05/05 47 ...………………………………...…. 12/17/03
9 ...………………………………...…. 08/05/05 48 ...………………………………...…. 12/17/03
10 ...………………………………...…. 12/17/03 49 ...………………………………...…. 12/17/03
11 ...………………………………...…. 12/17/03 50 ...………………………………...…. 12/17/03
SECTION II 51 ...………………………………...…. 01/10/05
SERVICING
1 ……………………………………. 08/05/05
2 ……………………………………. 08/05/05
3 ……………………………………. 12/17/03 SECTION III
4 ……………………………………. 12/17/03 HYDRAULICS
5 ……………………………………. 12/17/03 1 ……………………………………. 12/17/03
6 ……………………………………. 12/17/03 2 ……………………………………. 12/17/03
7 ……………………………………. 12/17/03 SECTION IV
8 ……………………………………. 12/17/03 POWERPLANT &
9 ……………………………………. 12/17/03 PROPELLER
10 ……………………………………. 12/17/03 1 ……………………………………. 08/05/05
11 ……………………………………. 12/17/03 2 ……………………………………. 08/05/05
12 ……………………………………. 12/17/03 3 ……………………………………. 08/05/05
13 ……………………………………. 12/17/03 4 ……………………………………. 12/17/03
14 ……………………………………. 12/17/03 5 ……………………………………. 12/17/03
15 ……………………………………. 08/05/05 6 ……………………………………. 12/17/03
16 ……………………………………. 12/17/03 7 ……………………………………. 12/17/03
17 ……………………………………. 12/17/03 8 ……………………………………. 12/17/03
18 ……………………………………. 12/17/03 9 ……………………………………. 12/17/03
19 ……………………………………. 01/10/05 10 ……………………………………. 12/17/03
20 ……………………………………. 01/10/05 11 ……………………………………. 12/17/03
21 ……………………………………. 12/17/03 12 ……………………………………. 12/17/03
22 ……………………………………. 12/17/03 13 ……………………………………. 12/17/03
23 ……………………………………. 12/17/03 14 ……………………………………. 12/17/03
24 ……………………………………. 01/10/05 15 ……………………………………. 12/17/03
25 ……………………………………. 12/17/03 16 ……………………………………. 12/17/03
26 ……………………………………. 12/17/03 17 ……………………………………. 12/17/03
27 ……………………………………. 12/17/03 18 ……………………………………. 12/17/03
28 ……………………………………. 12/17/03 19 ……………………………………. 12/17/03
29 ……………………………………. 12/17/03 20 ……………………………………. 12/17/03
30 ……………………………………. 08/05/05 21 ……………………………………. 12/17/03
31 ……………………………………. 12/17/03 22 ……………………………………. 12/17/03

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AIRCRAFT MAINTENANCE MANUAL

LOG OF PAGES
Page Date Page Date
SECTION IV SECTION VI (CONT’D)
POWER PLANT & LANDING GEAR
PROPELLER
23 ……………………………………. 12/17/03 8 ……………………………………. 08/05/05
24 ……………………………………. 12/17/03 9 ……………………………………. 08/05/05
25 ……………………………………. 01/10/05 10 ……………………………………. 08/05/05
26 ……………………………………. 01/10/05 11 ……………………………………. 08/05/05
27 ……………………………………. 08/05/05 12 ……………………………………. 08/05/05
28 ……………………………………. 08/05/05 13 ……………………………………. 08/05/05
29 ……………………………………. 08/05/05 14 ……………………………………. 08/05/05
30 ……………………………………. 08/05/05 15 ……………………………………. 08/05/05
31 ……………………………………. 12/17/03 16 ……………………………………. 08/05/05
32 ……………………………………. 08/05/05 17 ……………………………………. 08/05/05
33 ……………………………………. 08/05/05 18 ……………………………………. 08/05/05
34 ……………………………………. 08/05/05 19 ……………………………………. 08/05/05
35 ……………………………………. 08/05/05 20 ……………………………………. 08/05/05
36 ……………………………………. 12/17/03 21 ……………………………………. 08/05/05
37 ……………………………………. 12/17/03 22 ……………………………………. 08/05/05
38 ……………………………………. 12/17/03 23 ……………………………………. 08/05/05
39 ……………………………………. 12/17/03 24 ……………………………………. 08/05/05
40 ……………………………………. 12/17/03 25 ……………………………………. 08/05/05
41 ……………………………………. 12/17/03 26 ……………………………………. 08/05/05
42 ……………………………………. 12/17/03 27 ……………………………………. 08/05/05
43 ……………………………………. 12/17/03 28 ……………………………………. 08/05/05
29 ……………………………………. 08/05/05

SECTION V SECTION VII


FUEL SYSTEM FLIGHT CONTROLS
1 ……………………………………. 08/05/05 1 ……………………………………. 08/05/05
2 ……………………………………. 12/17/03 2 ……………………………………. 08/05/05
3 ……………………………………. 12/17/03 3 ……………………………………. 01/10/05
4 ……………………………………. 12/17/03 4 ……………………………………. 12/17/03
5 ……………………………………. 12/17/03 5 ……………………………………. 12/17/03
6 ……………………………………. 12/17/03 6 ……………………………………. 12/17/03
7 ……………………………………. 12/17/03 7 ……………………………………. 12/17/03
8 ……………………………………. 12/17/03 8 ……………………………………. 12/17/03
9 ……………………………………. 01/10/05 9 ……………………………………. 12/17/03
10 ……………………………………. 12/17/03 10 ……………………………………. 08/05/05
11 ……………………………………. 01/10/05 11 ……………………………………. 12/17/03
12 ……………………………………. 12/17/03 12 ……………………………………. 12/17/03
13 ……………………………………. 12/17/03 13 ……………………………………. 08/05/05
14 ……………………………………. 12/17/03 14 ……………………………………. 01/10/05
15 ……………………………………. 12/17/03 15 ……………………………………. 12/17/03
16 ……………………………………. 08/05/05 16 ……………………………………. 12/17/03
17 ……………………………………. 12/17/03 17 ……………………………………. 12/17/03
18 ……………………………………. 08/05/05 18 ……………………………………. 12/17/03
19 ……………………………………. 12/17/03 19 ……………………………………. 12/17/03
20 ……………………………………. 12/17/03 20 ……………………………………. 12/17/03
21 ……………………………………. 08/05/05
SECTION VI 22 ……………………………………. 08/05/05
LANDING GEAR 23 ……………………………………. 12/17/03
1 ……………………………………. 08/05/05 24 ……………………………………. 08/05/05
2 ……………………………………. 08/05/05 25 ……………………………………. 08/05/05
3 ……………………………………. 08/05/05 26 ……………………………………. 12/17/03
4 ……………………………………. 08/05/05 27 ……………………………………. 12/17/03
5 ……………………………………. 08/05/05 28 ……………………………………. 12/17/03
6 ……………………………………. 08/05/05 29 ……………………………………. 12/17/03
6a ……………………………………. 08/05/05 30 ……………………………………. 12/17/03
7 ……………………………………. 08/05/05

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LOG OF PAGES
Page Date Page Date
SECTION VII (CONT’D) SECTION IX (CONT’D)
FLIGHT CONTROLS DISPERSAL SYSTEM
31 ……………………………………. 12/17/03 11 ……………………………………. 12/17/03
32 ……………………………………. 12/17/03 12 ……………………………………. 12/17/03
20 ……………………………………. 12/17/03
21 ……………………………………. 12/17/03 SECTION X
33 ……………………………………. 12/17/03 ELECTRICAL
34 ……………………………………. 12/17/03
35 ……………………………………. 12/17/03 1 ……………………………………. 12/17/03
36 ……………………………………. 01/10/05 2 ……………………………………. 12/17/03
37 ……………………………………. 12/17/03 3 ……………………………………. 12/17/03
38 ……………………………………. 12/17/03 4 ……………………………………. 12/17/03
39 ……………………………………. 12/17/03 5 ……………………………………. 12/17/03
40 ……………………………………. 01/10/05 6 ……………………………………. 12/17/03
41 ……………………………………. 01/10/05 7 ……………………………………. 12/17/03
SECTION VIII 8 ……………………………………. 12/17/03
INSTRUMENTS 9 ……………………………………. 12/17/03
1 ……………………………………. 08/05/05 10 ……………………………………. 12/17/03
2 ……………………………………. 12/17/03 11 ……………………………………. 12/17/03
3 ……………………………………. 12/17/03 12 ……………………………………. 12/17/03
4 ……………………………………. 12/17/03 13 ……………………………………. 12/17/03
5 ……………………………………. 12/17/03 14 ……………………………………. 12/17/03
6 ……………………………………. 12/17/03 15 ……………………………………. 12/17/03
7 ……………………………………. 12/17/03 16 ……………………………………. 12/17/03
8 ……………………………………. 12/17/03 17 ……………………………………. 12/17/03
9 ……………………………………. 12/17/03 18 ……………………………………. 12/17/03
10 ……………………………………. 12/17/03 19 ……………………………………. 12/17/03
11 ……………………………………. 12/17/03 20 ……………………………………. 12/17/03
12 ……………………………………. 12/17/03 21 ……………………………………. 12/17/03
13 ……………………………………. 12/17/03 22 ……………………………………. 12/17/03
14 ……………………………………. 12/17/03 23 ……………………………………. 12/17/03
15 ……………………………………. 12/17/03 24 ……………………………………. 12/17/03
16 ……………………………………. 12/17/03 25 ……………………………………. 12/17/03
17 ……………………………………. 12/17/03 26 ……………………………………. 12/17/03
18 ……………………………………. 12/17/03 27 ……………………………………. 12/17/03
19 ……………………………………. 12/17/03 28 ……………………………………. 12/17/03
20 ……………………………………. 08/5/05 29 ……………………………………. 12/17/03
21 ……………………………………. 12/17/03 30 ……………………………………. 12/17/03
22 ……………………………………. 12/17/03 31 ……………………………………. 12/17/03
23 ……………………………………. 12/17/03 32 ……………………………………. 12/17/03
33 ……………………………………. 12/17/03
34 ……………………………………. 12/17/03
SECTION IX 35 ……………………………………. 12/17/03
DISPERSAL SYSTEMS 36 ……………………………………. 12/17/03
1 ……………………………………. 12/17/03 37 ……………………………………. 12/17/03
2 ……………………………………. 12/17/03 38 ……………………………………. 12/17/03
3 ……………………………………. 12/17/03 39 ……………………………………. 12/17/03
4 ……………………………………. 12/17/03 40 ……………………………………. 12/17/03
5 ……………………………………. 08/05/05 41 ……………………………………. 12/17/03
6 ……………………………………. 08/05/05 42 ……………………………………. 12/17/03
7 ……………………………………. 12/17/03 43 ……………………………………. 12/17/03
8 ……………………………………. 12/17/03 44 ……………………………………. 12/17/03
9 ……………………………………. 12/17/03 45 ……………………………………. 12/17/03
10 ……………………………………. 12/17/03 46 ……………………………………. 12/17/03

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LOG OF PAGES
Page Date
SECTION X (CONT’D) SECTION XI
ELECTRICAL AIRWORTHINESS LIMITATIONS
47 ……………………………………. 12/17/03 …………………………………….
48 ……………………………………. 12/17/03 1 ……………………………………. 12/17/03
49 ……………………………………. 12/17/03 2 ……………………………………. 01/10/05
50 ……………………………………. 12/17/03
51 ……………………………………. 12/17/03
52 ……………………………………. 12/17/03
53 ……………………………………. 12/17/03
54 ……………………………………. 12/17/03
55 ……………………………………. 12/17/03
56 ……………………………………. 12/17/03

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AIRCRAFT MAINTENANCE MANUAL

LOG OF REVISIONS

FAA
Rev.
Acceptance Sect. Pages Description FAA Accepted
No.
Date
NC MAR 05, 2004 ALL ALL NEW
i Revise cover.
Prelude ii, iii, iv, v, Revise log of pages.
vi Revise log of revisions.

1 6 Typo, toe instead of to.

2 19 Add warning – shot peen prop blades.

20 Corrected item numbers.

24 Change inspection procedure, item 3.


Change inspection intervals for FCU vent, item 7.

52 P/N typo, MS21044N instead of MS20144N, added


MS21046 and MS21245.

4 2 Added service kit part numbers.

25 Change torque specs.

26 Change torque specs.

32, 36 Propeller blade typo, changed to M10876AS


instead of AN.
January 10, 2005 C. Lorenzen
R1 5 9 P/N typo, should be CS3204 instead of CS 3024.

11 Change test pressure.

6 1, 3, 4, 5, Update tail gear servicing information.


6, 6a

19, 19a Update and added tail gear illustrations.

7 3 Add balanced control surface information and


warning.

13 Change horizontal stabilizer installation procedure.

14 Change vertical fin installation procedure.

36 Changed all vertical fin fwd. spar hardware P/N’s.

40 Add page – stabilizer incidence check.

41 Add page – flight control static balance limits.

11 2 Added increase gross weight life limits

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INTRODUCTION

This publication provides information for the Thrush Aircraft, Inc. Model S2RT660 Turbo
Thrush Aircraft. Installations or equipment will vary from model to model due to the wide
range of optional equipment. The information contained within this manual is based on
data available at the time of publication and will be kept current by changes or service
publications.

This manual contains information on aircraft systems and operating procedures


required for safe and effective maintenance. It shall not be used as a substitute for
sound judgment.

In this manual:

*** WARNING *** -- Indicates a strong possibility of severe personal injury or loss of life
if instructions are not followed.

** CAUTION ** -- Indicates a possibility of personal injury or equipment damage if


instructions are not followed.

* NOTE * -- Gives helpful information.

CAUTION: Detailed descriptions of standard workshop procedures, safety principles


and service operations are NOT included in this manual. Please note that this manual
DOES contain warnings and cautions against some specific service methods which
could cause PERSONAL INJURY or could damage an aircraft or MAKE IT UNSAFE.
Please understand that these warnings cannot cover all conceivable ways in which
service, whether or not recommended by Thrush Aircraft Inc., might be done or of the
possible hazardous consequences of each conceivable way, nor could Thrush Aircraft
Inc. investigate all such ways. Anyone using service procedures or tools, whether or not
recommended by Thrush Aircraft Inc. must satisfy himself thoroughly that neither
personal safety nor aircraft safety will be jeopardized.

Changes to this manual accomplished under the latest revision are marked with a solid
vertical line next to the change in the page margin. Formatting changes, minor wording
changes and correction of minor typographical errors are not marked as changes.
Neither are updated Tables of Contents entries.

All information contained in this manual is based on the latest product information
available at the time of printing. We reserve the right to make changes at any time
without notice.

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SECTION 1

GENERAL INFORMATION

TABLE OF CONTENTS

SECTION 1 ...........................................................................................................1
CONTACT INFORMATION .............................................................................2
PRINCIPAL DIMENSIONS ..............................................................................2
GENERAL .......................................................................................................2
HORIZONTAL STABILIZER AND ELEVATORS .............................................3
VERTICAL STABILIZER AND RUDDER.........................................................3
AIRCRAFT STRUCTURES .............................................................................4
FUSELAGE .....................................................................................................4
WING...............................................................................................................5
EMPENNAGE..................................................................................................5
COCKPIT ........................................................................................................6
AIRCRAFT SYSTEMS ....................................................................................6
HYDRAULIC SYSTEMS..................................................................................6
POWER PLANT & PROPELLER.....................................................................6
FUEL SYSTEM................................................................................................7
LANDING GEAR, WHEELS & BRAKES .........................................................8
FLIGHT CONTROLS.......................................................................................8
INSTRUMENTS...............................................................................................8
ELECTRICAL SYSTEM...................................................................................9

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GENERAL INFORMATION

SECTION ONE

GENERAL DESCRIPTION

The Thrush Aircraft Inc Turbo Thrush is designed especially for agricultural flying. It is a monoplane
featuring a full cantilever low wing and all metal construction. The design and construction of the
airframe components assure all structural integrity, flight safety, and minimum maintenance
requirements. The Turbo Thrush is designed for the highest crash load factors in the industry.
Safety and reliability of operation and maximum pilot crash protection are proven and effective
features of the design. The high strength overturn structure is a proven design. The fuselage and
overturn structure, constructed throughout of chrome-moly steel tubing, is immensely strong in the
cockpit area.

CONTACT INFORMATION

For further information related to this manual, please contact our Product Support Manager at (229)
883-1440.

PRINCIPAL DIMENSIONS
GENERAL

Wing Span Extended Tip 648.0 Inches (54.00’)


Overall Length 432.9 inches (36.08')
Height To Top Of Canopy 126.0 inches (10.5')
Main Gear Tread 108.7 inches (9.06')
Main Gear To Tail Wheel 274.20 inches (22.85')
Empty Weight Equipped 6,100 pounds minimum
Maximum Weight 14,150 pounds with liquid dispersal equipment installed

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WING

Type Full Cantilever


Airfoil Section Naca 4412
Dihedral 3.50 Degrees
C. G. Range (See Airplane Flight Manual for pertinent data)
-Fwd Limit 24.5 Inches Aft Of Datum
-Aft Limit 30.0 Inches Aft Of Datum
(Datum Is The Leading Edge Of The Wing.)
Aileron Travel
-Up 21 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Flap Travel Down 15 Degrees ±1 Degree

HORIZONTAL STABILIZER AND ELEVATORS

Span 204 Inches (17')


Elevator Travel
-Up 27 Degrees ±1 Degree
-Down 17 Degrees ±1 Degree
Trim Tab Travel
-Up 8 Degrees ±1 Degree
-Down 22 Degrees ±1 Degree

VERTICAL STABILIZER AND RUDDER

Rudder Travel (Single Cockpit) 22 Degrees ±1 Degree


Rudder Travel (Dual Cockpit) 20 Degrees ±1 Degree
0 Degrees to Max 8.6 Degrees Trailing Edge
Rudder Trim Tab Travel
Left

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AREAS

Wing 405.0 Square Feet


Aileron (Each) 23.40 Square Feet
Flaps (Each) 26.70 Square Feet
Stabilizer 39.30 Square Feet
Elevators 20.40 Square Feet
Elevator Tabs (Each) 1.30 Square Feet
Fin 10.59 Square Feet on T660-109 and subsequent
Rudder 15.55 Square Feet on T660-109 and subsequent

SUPPLIER FURNISHED COMPONENT MANUALS

MANUAL PART #
Maintenance Manual
PT6A-67AG 3036132
Vol. I & II
Parts Manual 3036134
Maintenance Manual
PT6A-60AG 3034342
Vol. I & II
Parts Manual 3034344
Maintenance Manual
PT6A-65AG, PT6A-65AR, PT6A-65B 3032843
Vol. I & II
Parts Manual 3032844

Maintenance Manual
PT6A-45A, PT6A-45B, PT6A-45R 3027042
Vol I & II
Parts Manual 3027044
Propeller Owner’s Manual 139

AIRCRAFT STRUCTURES
FUSELAGE

The fuselage comprises a welded tubular steel frame, fiberglass hopper, and detachable skins. An
overturn structure forms an integral part of the fuselage frame. The frame structure, fittings,
bushings, brackets, and so forth are fabricated from 4130 chrome-moly seamless steel tubing.
As a corrosion preventative, hot linseed oil is pumped throughout the entire welded structure. On an

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AIRCRAFT MAINTENANCE MANUAL

average, 12 gallons are pumped into the frame and 11 to 11 1/2 gallons drain out, leaving a residual
coating on all members. The exterior of the frame is sandblasted, etched, and primed, which is
followed by two coats of polyurethane paint that is resistant to chemical reaction. The

fuselage is covered with heat treated alclad panels attached with Camloc fasteners. Side skins can
be removed using only a screwdriver, thus exposing the fuselage frame for thorough cleaning and
inspection. All skins are supported clear of the fuselage tubing to prevent accumulation of corrosive
chemicals. The seams and lap joints of the skin panel support structure are sealed with a special
compound to eliminate chemical action between the mating surfaces. Each skin panel is etched,
primed, and painted before assembly to insure complete coverage. All lower fuselage skins around
the hopper opening and aft to the tail post are made of stainless steel. The skin fasteners in the
high corrosion areas are also stainless steel.
CENTER SECTION

The Center Section has a constant chord of 90 inches, is all metal, and a full cantilever design. The
massive main spar is a one piece design, 12 feet long, of high strength heat treated steel and
machined to reduce weight. The spar is cad plated, primed and painted. All metal skins and ribs are
constructed from alclad heat-treated aluminum material. The unit attaches to the fuselage and
supports the wings.
WING

The wing has a constant chord of 90 inches, is all metal, and a full cantilever design. The massive
main spar is a tension field beam structure constructed from alclad webs and high strength heat-
treated steel caps. All wing skins, ribs, and leading edges are constructed from alclad heat-treated
material. The leading edge structure is made especially strong to minimize denting and is riveted
with universal rivets for strength. The fuel tanks, which are located in the inboard section of the
wing, are an integral part of the structure. Close pitch riveting of the seams, substantial
reinforcement, and flexible sealants minimize chances of rupture in crash conditions. Drain holes
are provided in adjacent bays to prevent accumulation of fuel in the event of a leak. The ailerons
and flaps are all metal construction and are hinged on ball bearings. The flaps are electrically
operated by push rods and are completely sealed against chemical entry. Flap hinges are stainless
steel. For the Model S2R-T660, the outer wing panel detaches from the center wing panel by
removal of four bolts.

EMPENNAGE

The horizontal stabilizer, elevator, rudder and vertical fin are an all-metal structure. All skins, ribs
and leading edges are constructed from alclad material. The movable surfaces are hinged on
sealed bearings that can be easily replaced. The rudder and the elevator have aerodynamic

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AIRCRAFT MAINTENANCE MANUAL

balances that are protected by overhangs on the fixed surfaces.

COCKPIT

There are two choices of enclosed cockpit canopies for the T-660 Turbo Thrush (1) the SINGLE
cockpit canopy or (2) the DUAL cockpit canopy. For both, the overturn structure is exceptionally
strong and welded to "hard points" in the fuselage frame. The forward bracing supports the
windshield support channels and is welded to a lateral tube that is curved to provide more head
clearance. The fiberglass canopy shell has extra thickness on the top portion and is well attached to
the extra large steel tube structure so that it will serve as a skid in case of overturn. The large
canopy doors permit easy entrance to the cockpit(s). The doors should not be removed for flight, as
the aircraft performance will be degraded. The cockpit seat belts are anchored to the seat structure,
and the shoulder harnesses are secured to a steel channel at the bottom of the seat structure. The
seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is a three-piece
construction. The center section is tempered safety plate glass for better resistance to scratching
and is enclosed in a stainless steel frame. The windshield side panels are Plexiglas and are curved
to provide streamlining.

AIRCRAFT SYSTEMS
HYDRAULIC SYSTEMS

The hydraulic system consists of two master cylinders and hydraulic brake lines connecting the
master cylinders to the wheel brake cylinders. Applying toe pressure on the rudder pedals actuates
the master cylinders, which are located just aft of the pilot’s rudder pedals. A small reservoir is
incorporated within each master cylinder to supply the system with brake fluid.

POWER PLANT & PROPELLER


(Refer also to manuals listed in Chart on Page 1-4 in this Section.)

The S2R-T660 Turbo Thrush is powered by the Pratt & Whitney Canada PT6A, a lightweight free
turbine engine incorporating a reverse flow combustion path, designed for aircraft propulsion use. It
utilizes two counter rotating turbine sections. One drives the compressor, and the other drives the
propeller through a reduction gearbox. The latter turbine is "free" or independent of the compressor
turbine. More recent and higher-powered models incorporate a two-stage free turbine. The PT6A
has been produced in several models and has been adapted to a multitude of uses.

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The propeller has five blades mounted on a hollow hub, in the front end of which is a servo-piston
that moves forward under servo-oil pressure or rearward under feather return spring pressure.
There are five links from the servo-piston. One goes to each blade root, and these links transmit
forward motion of the servo-piston to the blade roots and pivot the blades in the decrease pitch
direction. When servo-piston pressure is relieved, the servo-piston moves rearward under feather
return spring pressure and pivots the blades in the increase pitch direction. This action is assisted
by centrifugal force of the counterweight on each blade root.

FUEL SYSTEM

A 230-gallon fuel supply is available for the Thrush S2R-T660. In each wing, fuel is contained inside
integral wing tanks (wet wing fuel tanks) just outboard of the wing center-section. The left wing and
right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that is located in the
fuselage. The fuel supply lines, to the engine, are routed from the header tanks outlet finger screen
through a fuel shutoff (on/off) valve to an electric driven fuel boost pump. The electric driven fuel
boost pump serves two purposes, first as a backup system to provide continuous fuel pressure to
the engines high pressure fuel pump in case the engine driven fuel boost pump fails and,
secondarily, to provide boosted fuel pressure to the engines high pressure fuel pump during engine
starting. The aircraft’s fuel system is equipped with two fuel filters, a ¼ inch mesh finger strainer is
installed in the outlet fitting from the header tank and a 25-micron, airframe supplied, main fuel filter
located on the forward L/H side of the firewall. Fuel from the aircraft fuel system enters the engine
high pressure fuel pump which has two fuel filters itself, an 74-micron inlet filter and a 10-micron
discharge filter (refer to the engines appropriated maintenance manual for pertinent maintenance
details for the engine supplied filters and fuel system).

The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel tanks are
vented through tubing connected at both the inboard and outboard ends of the individual fuel tanks
to the centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage,
under the left wing and pressurizes the vent system to maintain positive pressure on the fuel tanks.
The vent system is provided with two quick drains, located on the fuselage under each wing, to
drain any fuel that might happened to have got in the tanks outboard vent lines. At engine
shutdown, fuel from the flow divider/dump valve, located at the 6 o’clock position on the engine’s
fuel nozzle manifold, is directed to a residue fuel reservoir “EPA tank” mounted inboard on the L/H
aft shin skin. This reservoir hold approximately 3 engine shutdowns worth of fuel before the fuel will
exit the reservoirs vent system. This reservoir should be emptied after each engine shutdown.
(NOTE: It is common and normal after an engine compressor Water Wash or Performance
Recovery Wash to have water or soap appear in the reservoirs’ drained waste fuel.) The fuel

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quantity gauge is located on the lower left instrument panel.

The fuel quantity indicating system consists of two transmitters, one indicator gauge, and a L/H or
R/H tank fuel quantity selector switch. A transmitter, installed in each wing tank transmits an
electrical signal to the single fuel quantity indicator. The instrument reads both the left and right fuel
tanks individually as chosen by the electrical control switch, adjacent to the fuel quantity indicator
gauge on the instrument panel. The two fuel tanks are serviced through filler ports located on the
top of both wings. The filler ports incorporate security chains to prevent the lost of the fuel caps.
Service the aircraft from refueling facilities that utilize proper ground handling equipment and filter
systems to remove impurities and water accumulations from the bulk fuel. If filtering facilities are
not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced
after the last flight of each day to reduce condensation and allow any entrapped water
accumulations to settle to the fuel system drains, to be removed, prior to the next flight.

Prior to the first flight of the day the header tank and fuel filter should be drained to check for the
presence of water or sediment in the fuel system. If there is a possibility, at any time, that any tank
may contain water, the header tank and fuel filter should be drained as necessary to ensure no
water exists in the fuel system. For fuel system servicing information, refer to Section Two.

LANDING GEAR, WHEELS & BRAKES

The main landing gear is made using a formed chrome-moly spring steel unit. The left Main gear
and the right main gear are symmetrical. The main wheels are 29 x 11. The spring steel
construction and design of the main gear allow for absorption of landing weight and common
stresses associated with such, thus eliminating the need for shock struts. The brake system has
individual toe brakes and individual park brakes. The use of a special N-513 compound cup in each
master cylinder permits the use of MIL-H-5606, a heavy-duty aviation hydraulic fluid. The brakes
are dual caliper disc types. The tail gear is a spring steel type and uses a 600 x 6 tailwheel.

FLIGHT CONTROLS

The flight controls are of conventional design employing extensive use of ball bearings for low
friction and smoothness of operation. The aileron and elevator controls are push rod systems and
the rudder control is through cables. The elevator trim control is actuated by a lever that moves the
tab to the desired position through push rods. The wing flaps are operated electrically and
controlled by a switch located on the left side of the cockpit. The rudder controls are interconnected
by springs to the aileron system so that a wing may be lifted with the rudder alone.

INSTRUMENTS

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The standard instruments are located on three separate panels: An upper panel, a left panel, and a
right panel. The left panel contains a clock, oil temperature, hour meter, fuel pressure, oil pressure,
air filter Delta “P”, and fuel quantity gauges. The right panel contains a voltmeter, ammeter, and
circuit breakers. The upper panel contains the standard flight instrument package, all engine-
warning lights, torque pressure, ITT indicator, Gas Generator percent RPM, and Propeller RPM.

ELECTRICAL SYSTEM

The standard 24 volts and 105 amps electrical system consists of the starting system, the
navigation lights, the wiper/washer system, and the strobe lights. The landing lights, the working
lights, and the air conditioner system are optional. The landing and working lights may be installed
in the field, since the wiring for them is included in the standard wire bundle. The electrical system
obtains power from two 24-volt batteries and one starter/generator. An external power receptacle is
standard equipment and may be used for connecting a 24-volt ground power unit to the aircraft for
engine starting or maintenance. The ground start system utilizes the master relay so that starting is
accomplished by engaging the starter switch.

AIRCRAFT WEIGHT & BALANCE

Refer to S2R-T660 Flight Manual for aircraft weight and balance information.

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Figure 1-2

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Section 2
SERVICING & INSPECTION

TABLE OF CONTENTS
SECTION TWO .................................................................................................................................................1
SERVICING AND INSPECTION....................................................................................................................3
GROUND HANDLING ...................................................................................................................................3
TOWING ....................................................................................................................................................3
TAXIING ....................................................................................................................................................3
PARKING ..................................................................................................................................................3
MOORING .................................................................................................................................................4
JACKING ...................................................................................................................................................4
LEVELING .................................................................................................................................................4
COLD WEATHER OPERATION ...................................................................................................................4
COLD WEATHER MAINTENANCE HINTS ..............................................................................................5
GROUND EMERGENCY PROCEDURES ...................................................................................................5
ENGINE FIRES .........................................................................................................................................5
ELECTRICAL FIRES ................................................................................................................................6
GROUND OPERATION OF ENGINE ...........................................................................................................6
BEFORE STARTING ENGINE .................................................................................................................6
STARTING ENGINE .................................................................................................................................7
ENGINE OPERATIONAL CHECK ............................................................................................................8
SYSTEM AND COMPONENT SERVICING .................................................................................................8
HYDRAULIC SYSTEM ..............................................................................................................................9
ENGINE OIL SYSTEM ..............................................................................................................................9
FUEL SYSTEM .......................................................................................................................................13
DEFU ELI NG ..........................................................................................................................................15
INDUCTION SYSTEM ............................................................................................................................15
POWER PLANT INTERNAL CLEANING ................................................................................................15
LANDING GEAR, WHEELS & BRAKES .....................................................................................................16
TI RES .....................................................................................................................................................16
BRAKE BLEEDING .................................................................................................................................16
I NSPECTION .........................................................................................................................................16
INSPECTION CHECK LIST ....................................................................................................................16
INSPECTION CHART ............................................................................................................................18
PROPELLER.......................................................................................................................................18
ENGINE EXTERNALS .......................................................................................................................20
ENGINE OIL SYSTEM .......................................................................................................................21
OIL COOLER AUGMENTATION (GROUND) ....................................................................................22
ENGINE FUEL SYSTEM ...................................................................................................................23
IGNITION SYSTEM ...........................................................................................................................24
PNEUMATIC SYSTEM ......................................................................................................................24
AIRFRAME FUEL SYSTEM ..............................................................................................................24
MAIN LANDING GEAR ......................................................................................................................25
TAIL GEAR ........................................................................................................................................26
FUSELAGE SKINS ............................................................................................................................27
HOPPER ............................................................................................................................................27
WINGS ...............................................................................................................................................28
FUSELAGE FRAME ..........................................................................................................................29
CONTROL SYSTEMS .......................................................................................................................29
METAL EMPENNAGE .......................................................................................................................30
AILERONS AND FLAPS ....................................................................................................................31
COCKPIT ...........................................................................................................................................32
ELECTRICAL SYSTEM .....................................................................................................................33
AIRFRAME MAINTENANCE ......................................................................................................................34

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CORROSION CONTROL ....................................................................................................................... 34


WINDSHIELD ......................................................................................................................................... 35
HOPPER REPAIR .................................................................................................................................. 35
FUEL TANK REPAIR ............................................................................................................................. 35
BATTERY MAINTENANCE .................................................................................................................... 35
LUBRICATION......................................................................................................................................... 36
LUBRICATION CHART........................................................................................................................... 42

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SECTION TWO

SERVICING & INSPECTION


Standard procedure for ground handling, servicing, inspection, airframe maintenance, lubrication,
and storage are included in this Section. Adherence to these procedures on a scheduled basis can
save many hours of maintenance and aircraft down time. When a system component requires
service or maintenance other than that outlined in this Section, refer to the applicable Section of
this manual for complete information.

GROUND HANDLING
TOWING

Movement of the aircraft on the ground may be accomplished as follows:


A. Pull and guide the aircraft by means of a tow bar with the tail wheel unlocked.
B. Attach a rope harness to the main gear when there is a need to tow the aircraft
forward through snow or over soft and/or muddy ground.

TAXIING

Before attempting to taxi the aircraft, maintenance personnel should be checked out by qualified
personnel. When it is determined that the propeller area is clear, apply the power to start the taxi
roll and perform the following:

A. Push the stick full forward to unlock the tail wheel.


B. Taxi a few feet and check the brake operation.
C. While taxiing, make slight turns to determine that the tail wheel steering is operative.
D. Avoid taxiing over ground of loose stones, gravel, or other loose material that may
cause foreign object damage to the propeller or to other aircraft in the area.
E. You may taxi with the power lever in the Beta region to govern ground speed. Observe
all engines operating limits.

PARKING

Head the aircraft into the wind and set the parking brake. Do not set the parking brake during cold
wet weather because the accumulated moisture may freeze in the brakes. Do not set the parking
brake if the brakes are overheated. Install the internal control lock. Place the chocks under each
main wheel.

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MOORING

Park aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at the wing tie down
rings. For winds above 20 knots, tie the tail and main gear as well as the wings. Install external
control surface locks. Be sure to tie the propeller down to prevent it from windmilling with zero oil
pressure. The aircraft should be placed in a hangar when wind velocity is predicted to exceed 50
knots. When mooring aircraft, use 3/4-inch manila or nylon rope. A clove hitch or other anti-slip knot
should be employed. If a manila rope is used for tie down, allow enough slack to compensate for
contraction of the rope fiber without damaging the aircraft.

JACKI NG

Jack points are provided on each main spar and located at wing stations 191 & 265.23. When using
the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 2-1) A jack point is also
provided on the tail wheel trunnion attach fitting on the lower left longeron.

LEVELING

The aircraft may be leveled by raising the tail to an approximate level flight position and by
supporting the tail on a stable jack or platform. Adjust the height of the tail wheel until the left-hand
lower longeron located under the cockpit is level.

COLD WEATHER OPERATION


Aircraft operation in cold weather creates a need for additional maintenance practices and operating
procedures that are not required in moderate temperatures. Whenever possible, shelter the aircraft in
a heated hangar to prevent frost, ice, or snow accumulation that requires added maintenance time
to remove. These weather elements, if allowed to accumulate only a fraction of an inch in thickness
on the critical airfoils and control surfaces, seriously degrade aircraft lift and flight control
effectiveness. The possibility of aircraft system failures is increased when the aircraft is parked
where wind driven snow or freezing rain can be forced into various openings of the aircraft. If the
aircraft is to be moored outside in extreme cold, the battery should be kept fully charged to prevent
freezing. Make certain that all vents, air inlets, and so forth are covered.

Locating the aircraft inside a heated hanger is the most effective method of preheating the aircraft.
The use of an external power unit is recommended to conserve the battery.

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COLD WEATHER MAINTENANCE HINTS

The information that follows is intended only for the purpose of supplementing the existing
information in this manual when operating the aircraft in cold weather. Keeping the aircraft in top
maintenance condition during cold weather cannot be over stressed.

The battery should be maintained at full charge during cold weather to prevent freezing. After adding
water to the battery in freezing temperatures, charge the battery to mix the water and electrolyte. A
frozen battery may explode when subjected to a high charge rate. Corrosive damage to the area
adjacent to an exploded battery will result if the electrolyte solution is not removed immediately.
Instructions for removing spilled electrolyte are provided in this Section. The battery should be
removed and stored in a warm place if the aircraft is to remain idle for an extended period of time.

In the fuel system, condensation is more likely to occur in cold weather due to a more rapid and
positive division of moisture content from other fuel properties. If at all possible, use fueling facilities
that filter moisture from the fuel. If fueling facilities with filters are not available, filter the fuel through a
good quality chamois. Fill the tanks with correct grade of fuel as soon as possible after landing to
reduce the possibility of condensation and ice formation in the tanks. Fuel extracted from fuel header
tank drain before starting deserves a closer examination when the aircraft is being operated in cold
weather.

Cold weather operation demands procedures that are in addition to normal Post Flight Maintenance
Procedures. Fill the fuel tanks immediately after flight. If shelter is not available, tie the aircraft down
and install covers on all vents, openings, and so forth as required.

GROUND EMERGENCY PROCEDURES


Emergency procedures must be accomplished as rapidly as possible, should an emergency arise. It
is suggested that steps pertaining to each emergency be committed to memory in order to
accelerate the procedure and minimize any possible damage.

ENGINE FIRES

The following Dry Motoring Run procedure is used to clear an engine at any time when deemed
necessary to remove internally trapped fuel and vapor or when there is evidence of a fire within the
engine. Air that passes through the engine serves to purge fuel, vapor, or fire from the combustion
sections, the gas generator turbine, the power turbine, and the exhaust system.

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A. Fuel Condition Lever - Cut Off


B. Ignition Switch - Off
C. Master Switch - On
D. Fuel Shutoff Valve - On
E. Fuel Auxiliary Pump Switch - On This will provide
lubrication for the engine-driven fuel pump.
F. Engine Starter Switch – On

*** WARNING ***

If the fire persists as indicated by the sustained


inter-turbine temperature, close the fuel system
shutoff valve at this point and continue motoring.

G. Maintain the starter operation for the desired duration. The maximum starter duration is
3 minutes.

H. Engine Starter Switch - Off


I. Fuel Auxiliary Pump Switch - Off
J. Fuel Shutoff Valve - Off
K. Master Switch - Off
L. Allow a 5-minute cooling period for the starter before going any further with the starting
operation.

ELECTRICAL FIRES

Circuit breakers will automatically trip and stop the current flow to a shorted circuit. However, as a
safety precaution in the event of an electrical fire, turn the battery switches to off. Use a fire
extinguisher approved for electrical fires to extinguish the flame.

GROUND OPERATION OF ENGINE


BEFORE STARTING ENGINE

Visually check the aircraft for general condition. Verify that all camlocs on the skin panels are
fastened. Remove all accumulations of frost, ice, or snow in cold weather from the wing, the tail,
and the control surfaces. Check that the control surfaces contain no internal accumulations of ice.
Remove the inlet and exhaust covers, if fitted. If night flight is planned, check the operation of all
lights and have a flashlight available.

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After a complete visual inspection has been accomplished, the following checklist may be used for the
external prestart check. The aircraft should be headed into the wind and should have the wheel
chocks in place.

A. A fire extinguisher must be readily available in the event of an engine fire.


B. Check the engine oil level. Assure that the oil system has been serviced with the correct
grade of oil.

C. Verify that the internal control lock has been removed and that the controls operate freely.
D. Set the parking brake.
E. Check the fuel quantity in both tanks.
F. Set the trim tabs for takeoff.
G. Clear the area of all personnel.

STARTING ENGINE

Use the following procedure to start the PT6A engine.


A. Battery and Generator Switches - On
B. Power Lever - Idle
C. Propeller Lever - Feather
D. Fuel Condition Lever - Cut Off
E. Fuel Shutoff Valve – On
F. Fuel Auxiliary Pump Switch - On
G. Fuel Inlet Pressure Indicator - Check 5 PSI Minimum
H. Engine Starter Switch - On
The minimum speed to obtain a satisfactory light is 13% Ng.
I. After approximately 5 seconds of motoring at the stabilized gas generator speed, turn the
Ignition Switch On and move the Condition Lever to the Ground (low) Idle position.
J. Observe that the engine accelerates normally to idle RPM and the maximum allowable
Inter-turbine temperature-starting limit is not exceeded.
** CAUTION **

Whenever the gas generator fails to light up within 10 seconds after


moving the fuel condition lever to the ground (low) idle position: fuel
condition lever – idle cutoff, ignition switch - off, starter – off. Allow a 30-
second fuel draining period that is followed by a 15-second dry motoring
run before attempting another start. If for any reason a starting attempt is
discontinued, allow the engine to come to a complete stop and then
accomplish a Dry Motoring Run as described on page 2-5 under Engine
Fires. That procedure is also referred to as Dry Motoring run.

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When the engine attains idle rpm:


K. Engine Starter Switch and Ignition Switch - Off
L. Oil Pressure - Check 60 PSIG Minimum
M. Fuel Auxiliary Pump - Off
N. Fuel Pressure from Engine Driven Pump - Check 5 PSI Minimum
O. Generator Charging – Check

ENGINE OPERATIONAL CHECK

** CAUTION **

Fill hopper and hold the elevator control firmly full up during all high power
ground operations to keep aircraft from nosing over.

Refer to Section Four for specific operational checks and/or Pratt & Whitney Maintenance Manual.
Before proceeding with a ground run up, be sure that the propeller system is purged by feathering
the propeller once or twice with the power control lever in idle position.

The following procedure should be used to check the propeller overspeed governor.

A. Place the propeller lever in full increase RPM position (forward).


B. Turn prop test switch on.
C. Increase RPM with the power lever until governing occurs. This should occur at 1598
±20 RPM. (In no case should any engine limitations be exceeded.)

D. Reduce power back to idle.


E. Turn prop test switch off.
*NOTE*
If RPM is not governed at 1598 ±20 RPM with the prop test switch on,
consult Section IV of this manual for adjustment of the overspeed-
governor.

SYSTEM AND COMPONENT SERVICING


Servicing procedures contained in this Section are confined to those maintenance actions that
occur with routine frequency and require a reasonably short period of time to accomplish. Servicing
practices and maintenance to aircraft systems and components that require less frequent attention
are contained in the appropriate Section of this manual.

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HYDRAULIC SYSTEM

The hydraulic system consists of two master brake cylinders and the necessary hydraulic lines
connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on the rudder
pedals actuates the master cylinders, which are located just aft of the pilot’s rudder pedals. Refer to
Section Six (pages 6-10 thru 6-13) for brake servicing procedures.

ENGINE OIL SYSTEM

The oils that are specified for the lubrication system are detailed in the Pratt and Whitney Canada
Service Bulletin 13001. All oils listed in the bulletin are approved for flight operation. It is
recommended for all turbo aircraft that the oil should be changed every 400 hours. The oil system
contains 13 U.S. quarts.

In cases where oils that are approved are not available, an operator must obtain prior approval or
recommendations for use of substitution oil from the Service Department, Pratt and Whitney
Canada Corp, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4K 1A1.

A. OIL LEVEL CHECK To avoid overfilling of oil tank, and high oil consumption, an oil level
check is recommended within 30 minutes after shutdown. Ideal interval is 15 to 20 minutes.
If more than 30 minutes has passed, and the dipstick indicates that oil is needed, start the
engine and run at ground idle (low idle) for five minutes, and recheck oil level.
1. Unlock the filler cap and dipstick from the filler neck at the eleven o'clock position on
the accessory gearbox and remove the filler cap.

** CAUTION **

Do not mix different brands, viscosity’s, or types of oil since their


chemical structures may make them incompatible. If different types of
oil become mixed, drain and flush the system. Refill with new oil.

2. Check the oil tank contents against the markings on the dipstick. Service as
required.

* NOTE *
The graduations on the dipstick indicate the oil level in U.S. quarts
below maximum capacity of the oil tank. The normal cold oil level is the
Maximum Cold mark on the dipstick. The normal hot level is Maximum
Hot mark on the dipstick. A dipstick reading of 3 will indicate that the
system requires 2 U.S. quarts to replenish to normal level if the oil is
cold. If the oil is hot, it will take 3 U.S. quarts to replenish.

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3. If the engine is nose high or nose low, compensation must be made to avoid over or
under servicing.

B. If the oil level is too low to register on the dipstick due to possible excessive consumption or if
low or fluctuating pressures have been recorded, refer to Troubleshooting - Lubrication
Problems in the Pratt and Whitney Maintenance Manual for the action to be taken. After that
has been accomplished, proceed as follows to check the oil level.

1. Fill the oil tank to the appropriate normal level. Record the quantity of oil added to the
system.

2. Install the filler cap and dipstick. Ensure that the cap is locked securely.
3. Run the engine idle for approximately 5 minutes.
4. Check the oil level.
5. Check the oil filter per applicable Pratt & Whitney Maintenance Manual.

C. On engines which have remained stationary for a period of 12 hours or more, proceed as follows
to check the oil level.

1. Start the engine and run at idle speed for a minimum of 2 minutes.
2. Feather the propeller.
3. Shut down the engine.
4. Check the oil level.

D. Recommendations for oil change intervals are based on the performance of specific brands of
oil, specific types of oil, specific engine models, and specific operating criteria. General oil change
intervals may be extended periodically and will be reflected by revisions to the Pratt and Whitney
Engine Service Bulletin 13001. Permission for extension of oil drain intervals may be granted to
operators through monitoring programs, which are conducted by most major oil companies that
have been approved by Pratt and Whitney Canada. Service Bulletin 13001 will be revised
periodically to include newly approved oils. Refer to Figure 2-8 for the locations called out in the
following procedure.

1. Place suitable containers or drip pan under the engine.


2. Remove lockwire from the main oil tank’s drain plug #6 from boss on compressor inlet
case. Remove drain plug. Discard the preformed packing. Or drain oil at drain port on
left shin skin (on aircraft equipped with quick drain).
3. Remove the rear case drain plug #2 from the six o'clock position on the rear face of the
accessory gearbox housing. Discard the preformed packing.

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4. Remove the chip detector #3 from the six o'clock position on the reduction gearbox
front case. Discard the preformed packing.

5. Examine the drained oil for the presence of foreign matter.

E. Refill the oil tank by accomplishing the following procedures.

1. Install the chip detector #3 with new preformed packing on the reduction gearbox.
Torque chip detector body #3 45 to 55 lb. in. and lockwire.
2. Install rear case drain plug #2 with new preformed packing in the accessory
gearbox housing. Tighten and torque to 215 to 240 lb. in. and lockwire.
3. Install the drain plug #6 with the new preformed packing in the bottom of the air
inlet case. Or simply install a cap on the drain port on the left shin skin (on aircraft
equipped with quick drain) and lockwire.
4. Fill the oil tank with the specified oil to the level of maximum graduation on the
dipstick.

F. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is locked securely.
1. Start the engine and run at idle for approximately 2 minutes to circulate the oil
through the system.

2. Feather the propeller.


3. Shut down the engine.
4. Check the oil level in the tank. Replenish, as required, to the normal level on the
dipstick.
5. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is
locked securely.

G. If an engine is to be operated with an oil brand or type that differs from that on which it
previously operated or if the oil system has been contaminated by other than metallic matter,
the oil system should be flushed by following the steps below.

1. Place suitable containers or drip pan under the engine.


2. Remove the oil drain plug or chip detector from the reduction gearbox and the
plugs from the inlet case and the accessory gearbox housing.

** CAUTION **

Limit the engine rotation to a minimum time which


is required to accomplish the complete draining.
Also observe the starter operating limitations.

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3. With the drains open, place the starting control lever to cutoff and the ignition switch to off. Motor
the engine with the starter only to allow the scavenge pumps to clear all lubricating oil.

4. Reinstall all drain plugs and the chip detector.


5. Refill the engine oil tank with new type oil.
6. Start the engine and run at idle speed for a minimum of two minutes.
7. Feather the propeller.
8. Shut down the engine.
9. Repeat Steps 1. through 3.
10. Remove the main oil filter. Clean or replace the filter and reinstall.
11. Remove the reduction gearbox oil strainer and clean. Reinstall the strainer.
12. Reinstall all engine drain plugs and the chip detector. Tighten, torque, and lockwire.

13. Repeat Steps 5. through 8.


14. Check the oil levels and replenish, as necessary.
15. Install the filler cap and dipstick assembly in the filler tube. Ensure that the cap is correctly installed
and locked.

** CAUTION **

Different formulations of the various oil brands may have varying detergent
actions. After an oil brand change, the above may cause the release of
carbon particles into the oil system which would result in the clogging of the
scavenge screen. After a change of oil brand, the main oil filter should be
inspected for carbon particles at 10-hour intervals. There should be 5
inspections for a total of 50 hours, and the filter should be checked at the
routine oil filter checks there after up to 500 hours. If an excess of the normal
amount of carbon is noted, the following steps should be accomplished.
1. Remove the drain plug from the six o'clock position on the accessory gearbox.

2. Using a mirror and light, inspect the scavenge screen through the drain hole.

3. If there is evidence of carbon, try to dislodge it with a stiff paintbrush.

4. Flush out any removed carbon.

5. If the carbon cannot be removed by the above method, the accessory gearbox should be removed
and the screen cleaned. Refer to the Section Accessory Gearbox in the Pratt and Whitney
Maintenance Manual for the removal procedure.

Effective: 12/17/03 2- 12
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FUEL SYSTEM

A. Refuel the aircraft with fueling facilities that contain filters for removing the moisture content
from the fuel. If the fueling facilities with filters are not available, filter the fuel through a good
grade chamois. The fuel tanks should be serviced after the last flight of the day to allow
maximum time for the moisture to reach the header tank. Service the aircraft with Jet A, Jet B,
JP-4, and JP-5. If jet fuel is not available, aviation gasoline MIL-G-5572 (all grades) may be
used for a maximum of 150 hours between overhauls. For the Restricted Category, service the
aircraft with Jet A, Jet B, JP-4, JP-5, and automotive diesel number 1 D or 2D in accordance
with P&WACL Service Bulletin Number 1344 or 14504. If the jet fuel or diesel fuel is not
available, aviation gasoline MIL-G-5572 (all grades) may be used for a maximum of 150 hours
between overhauls. Automotive diesel fuel is approved only for flights when the free air
temperature is above +20 degrees Fahrenheit use grade #1 D or +40 degrees Fahrenheit use
grade #2D.

B. Three fuel drain points are provided to allow fuel draining in order to extract the moisture and
sediment entrapped in the system. The drains are located at the bottom of each wing tank
(Fig. 2-2), the header tank (Fig. 2-3), and firewall fuel filter (Fig. 2-4). All fuel drains should be
drained prior to the first flight of the day. Drain a small quantity of fuel into a transparent
container to permit inspection for the presence of moisture or sediment. The fuel should be
drained until all evidence of moisture or sediment disappears. Also provided are two fuel vent
drains located on each side of fuselage under the wings (Fig. 2-5). The last drain port is
provided to drain the residue fuel reservoir. At engine shutdown, fuel from the flow
divider/dump valve, located at the 6 o’clock position on the engines fuel nozzle manifold, is
directed to a residue fuel reservoir “EPA tank” located on the L/H cowl shin skin. This reservoir
holds approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoirs’
vent system.

*** WARNING ***

Ground the aircraft and the fuel servicing equipment to the aircraft.
Smoking in or around the aircraft during refueling operations is
prohibited. Fire protection equipment must be immediately available.

1. Turn all the switches off.

2. Remove the fuel filler cap. Fill the tank until the fuel level rises to the filler neck. Install
the fuel filler cap and service the opposite fuel tank.

Effective: 12/17/03 2- 13
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
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* NOTE *
As the wing tanks are interconnected through the header tank, the
fuel can flow from one tank to another. Topping off both wing tanks
may be required more than one time to assure that both wing tanks
are full.

3. After fueling is complete, check for security of both fill port caps. Wash any spilled fuel
from the wing surface with clean water.

* NOTE *
This reservoir should be emptied after each engine shutdown.

* NOTE *
It is common and normal after an engine compressor Water Wash
or Performance Recovery Wash to have water or soap appear in the
reservoirs’ drained waste fuel.

Visually check that all drain valves are closed after draining.

C. The airframe is equipped with two fuel filters, a ¼ inch mesh finger strainer is installed in the
outlet fitting from the header tank and an airframe supplied, gascolator type, 25-micron main
fuel filter located on the forward L/H side of the firewall. Inspect the ¼ inch mesh finger
strainer annually or if the fuel system is suspected or has been contaminated with foreign
debris: i.e. Main fuel filter red bypass indicator was popped, main fuel filter has contamination,
foreign debris noted in drained fuel sample container, known fuel contamination …etc. The
25-micron main fuel filter element should be inspected, cleaned or replaced, and reinstalled
every 100 hours, when the red fuel bypass indicator button has popped, or any time fuel
system contamination is suspected. Refer to chapter 5 for main fuel filter servicing procedures.

*** WARNING ***


If the red fuel bypass indicator button has popped out, determine
and remove the cause of the fuel obstruction before further flight.
Remove, inspect, clean or replace, reinstall the filter 25-micron
element. You may then reset the red bypass button by pressing it
in with finger pressure.

Effective: 12/17/03 2- 14
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

DEFUELING

During the defueling operation, jet fuel fumes are present; therefore, extreme caution must be
exercised to prevent fire hazards.

*** WARNING ***


Smoking on or around the aircraft is not permitted during the
defueling procedure. Fire protection equipment must be
immediately available.

A. Ground aircraft and all defueling equipment or containers to the aircraft.


B. Place vented container of adequate capacity under the three drain points. Verify that the
containers are properly grounded to the aircraft.
C. Open the drain valves and allow all fuel to drain.
D. Close the drain valves and move the fuel containers to a safe distance from the aircraft.
E. Verify that all the drain valves are closed.

INDUCTION SYSTEM

The prime difference between the agricultural and a normal installation is the air cleaning system
incorporated in the engine air intake system. The air filter is located below the engine air inlet
plenum between the center and rear fire seals and is a washable reusable barrier type filter.

POWER PLANT INTERNAL CLEANING

Refer to Pratt & Whitney Canada Maintenance Manual for the -45, -60, -65, and -67 engines for
proper internal cleaning.

** CAUTION **
Chemicals should not be allowed to remain in an engine any
longer than overnight, and a water wash should not be performed
any sooner than 45 minutes after shutdown. It may be more
convenient and practical to wash the engine before working the
next morning. This is acceptable if extremely corrosive chemicals
are not being used.

Effective: 8/5/05 2- 15
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR, WHEELS & BRAKES


Check all gear assemblies for general cleanliness, security of mounting, and hydraulic leaks at
prescribed inspection intervals. Lubricate all lubrication points on main and tail gear assemblies at
prescribed intervals.

TIRES

Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread, flat spots
and exposed cord. Replace tire if there is any question of its reliability. Proper inflation is necessary
for maximum tire life. Maintain main wheel pressure at a minimum of 40 psi to a maximum of 62 psi,
depending on the load and runway conditions. Tail wheel tire pressure should be 55 psi. The
wheels and tires are balanced assemblies. If tires are suspected of being out of balance, they may
be balanced on automotive type balancing equipment. If aircraft is out of service, rotate tires every
seven days to prevent flat spots from developing.

BRAKE BLEEDING

Brake bleeding should be performed when air is suspected of being entrapped in brake lines. See
Section Six for brake bleeding procedures.

INSPECTION

Only the items to be inspected are listed and details as to how to check or what to check for are
generally excluded. Those checks can be found in specified Section of this manual.

INSPECTION CHECK LIST


See Following Chart

A. Movable parts are to be checked for lubrication, servicing, security of attachment, binding,
excessive wear, Safety, proper operation, proper adjustment, correct travel, cracked fittings,
security of hinges, defective bearings, cleanliness, corrosion, deformation, sealing, and
tension.

B. Fluid lines and hoses are to be checked for leaks, cracks, dents, kinks, chafing, proper radius,
security, corrosion, deterioration, obstructions, and foreign matter.

C. Metal parts are to be checked for security of attachment, cracks, and metal distortion, broken
spot welds, corrosion, condition of paint, and any other apparent damage.

D. Wiring is to be checked for security, chafing, burning, defective insulation, and loose or broken
terminals, heat deterioration, and corroded terminals.

Effective: 12/17/03 2- 16
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AIRCRAFT MAINTENANCE MANUAL

E. Bolts in critical areas are to be checked for correct torque, or when visual inspection indicates
the need for a torque check. See (Fig 2-7) Torque Chart..
F. Filters, screens, and fluids are to be checked for cleanliness, contamination and/or
replacement at specified intervals.

This Manual contains information on aircraft systems and operating procedures required for safe
and effective maintenance. It shall not be used as a substitute for sound judgment.

Clean the aircraft prior to performing any inspections on the airframe or engine. Before removal of
detachable skins, fairings, and cowlings wash all exterior surfaces of the aircraft with plain water
and any commercial soap or detergent. Soap and detergent are organic chemicals and it is
important that all traces be removed by flushing with plain water.

*NOTE*

Certain chemicals cannot be removed


effectively by detergent solutions. Special
cleaning agents are available for that purpose.
It is suggested that the chemical suppliers be
contacted for cleaning agents that are suitable
for those special needs.

Inspection intervals are greatly influenced by particular operational priorities, operating conditions,
environment, and routine inspection results.

Perform the tasks shown in the following Inspection Chart at the prescribed intervals.

Effective: 12/17/03 2- 17
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSPECTION CHART

PROPELLER

Daily

HRS

HRS

HRS
100

400
50
(Refer to Hartzell Manual #139 Propeller Owner’s Manual and Logbook.)

1. Remove the spinner and check for cracks. X

2. Check the back plate for cracks and corrosion. X

3. Check for grease and oil leaks. X

4. Check the pitch rods and lock nuts. X

5. Check the condition of the reverse return springs. X

6. Check the hub bolts and balance screws of the blades for safety. X

7. Inspect the blades for nicks and cracks. Refer to the Hartzell
Manual #139.
*** WARNING ***
The propeller blades must be shot peened
between stations 7.0 and 30.0 on both face
and camber sides. Blades having damage to
the shot peened areas exceeding 0.015 inch X
deep (including material removal necessary to
blend out such damage) must be removed
from service and the reworked area shot
peened before further flight. NOTE: For
leading and trailing edge damage, a 0.250 inch
deep rework limit applies before shot peened is
required.

8. Inspect the hub parts for cracks and corrosion. X

9. Lubricate the propeller with Aeroshell 6 grease only.


Remove the rear “Zerk” fitting from each blade clamp.
Using a hand operated grease gun, grease each forward
fitting slowly. Lubrication is complete when grease X
emerges in a steady flow with no air pockets or moisture,
and has the color and texture of the new grease.
Reinstalled the rear “Zerk” fittings.

Effective: 12/17/03 2- 18
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Daily

HRS

HRS

HRS
100

400
50
10. Check counterweight bolts for safety. X

11. Check ring rod-end jam nuts. X

12. Re-install spinner. Rotate prop and check alignment of low pitch X
stop collar. (.010 max. runout)

13. Check carbon block side clearance.


New Block: .001 ”-.002” clearance X
Used Block: .010”-max allowed

14. Check beta control valve clevis slot end for alignment with face X
of cap nut.

15. Check fuel governor reset arm for hitting stop. X

16. Check prop governor control levers for hitting stop in low and X
high pitch.

17. Check reversing cable housing jam nuts and pins for safety and X
condition of housing.

18. Inspect overspeed governor. X

Effective: 12/17/03 2- 19
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE EXTERNALS

Daily

HRS

HRS

HRS
100

400
50
REFER TO THE ENGINES’ APPROPRIATE PRATT & WHITNEY
MAINTENANCE MANUAL FOR PERTINENT DETAILS ON ENGINE
INSPECTION
Check the tubing, wiring, control linkages, and hose
1. assemblies for security of all the accessible connections,
clamps, and brackets. X

Check tubing and hose assemblies for evidence of wear,


2. X
chafing, cracks, and corrosion.

Check the tubing, wiring, control linkages, and hose


3. X
assemblies for evidence of fuel and oil leakage.

4. Lubricate interconnecting rod ball ends, where applicable.


X

5. Check the air inlet screen area for cleanliness. X

Check the gas generator case for cracks, distortion, and


6. X
corrosion.

Check the fireseals for cracks and security of brackets and


7. X
seals.

8. Check the exhaust duct for cracks and distortion. X

9. Check the propeller shaft seal for oil leaks. X

10. Check security and condition of engine mounts. X

11. Check the security of the accessories. X

Effective: 12/17/03 2- 20
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE EXTERNALS

Daily

HRS

HRS

HRS
100

400
50
(Continued)

12. Check the security of accessory linkages. X

13. Check the security of pneumatic lines. X

14. Check for evidence of oil and fuel leaks in accessory areas. X

Check security and mounting of starter/generator.


16. X
Check brushes for wear.

ENGINE OIL SYSTEM

** CAUTION **

Do not mix different brands or types of oil when changing oil


or when replenishing the oil between oil changes.

1. Check the oil level. Oil change recommended every 400 X X X


hours.
* NOTE *
To avoid overfilling of oil tank, and high oil consumption, an oil level
check is recommended within 30 minutes after engine shutdown.
Ideal interval is 15 to 20 minutes. If more than 30 minutes has
passed, and the dipstick indicates that oil is needed, start the engine
and run at ground-idle (low idle) for five minutes, and recheck oil level.

2. Check condition and security of oil filler cap. X

Effective: 12/17/03 2- 21
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE OIL SYSTEM

Daily

HRS

HRS

HRS
100

400
(Continued)

50
Remove, inspect, clean, and reinstall oil filter in accordance
with instructions obtained in the engine’s appropriate Pratt &
3. X
Whitney maintenance manual.
NOTE: Do not clean ultrasonically. Elements must be
discarded after 1000 hours or after heavy contamination.
Check the chip detector for continuity using a suitable
4. ohmmeter. An open circuit condition must exist which X
indicates no ferrous contamination at pole tips.

OIL COOLER AUGMENTATION (GROUND)

1. Ensure augmentation door opens and closes properly without X


binding.

2. Inspect switch for proper operation – switch turns fan on X


when door is closed and turns fan off when door is open.

3. Inspect oil cooler scoop inlet area to ensure good airflow X


through cooler.

4. Check door spring for proper operation and general condition X


of spring and attachments.

5. Inspect fan blower to ensure proper operation and mounting X


hardware for security.

Effective: 12/17/03 2- 22
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Daily

HRS

HRS

HRS
100

400
50
ENGINE FUEL SYSTEM

Check the fuel for presence of water.


1. X X

Check the fuel pump for security and fuel leakage.


2. X

Inspect, clean and reinstall high pressure fuel pump 74-micron


3. inlet fuel filter. X

* NOTE *
On new aircraft, check the filter after each flight until there is
no evidence of contamination. Check the filter after the first
flight or ground run when any upstream component is
replaced.
At the fuel pump outlet, check the 10-micron filter for foreign
4. X
matter and/or distortion. Install new filter every 100 hours or
as service conditions indicate.
Check the drain valve for security and leakage.
5. X X

*NOTE*
When a problem is found, refer to the appropriate section in
the Pratt and Whitney Maintenance Manual.

Check the fuel control unit for security, linkages, and


6. X
pneumatic tubes.

Check the fuel control unit bearing for wash-out which is


7. X X
indicated by blue dye - grease and fuel mixed – at the FCU
vent.

Effective: 12/17/03 2- 23
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE FUEL SYSTEM 50 100 400


Daily
(Continued) HRS HRS HRS

Check the fuel manifold and nozzle assemblies with a


functional test. For improved hot section durability. It is
8. X
recommended that the fuel nozzle assemblies are inspected
and functional tested in accordance with time limits set forth in

IGNITION SYSTEM

1. Check the ignition exciter for security and condition. X

2. Check the ignition cable for chafing, wear, and security. X X

Check the spark igniters for cleanliness and erosion. Perform


3. X
an operation test.

PNEUMATIC SYSTEM

Clean the air compressor delivery filters (P3) every 100 hours.
The maximum interval is 1000 hours for the disposable type.
1. X
For the metallic cleanable type, return to an approved
overhaul shop for ultrasonic cleaning every 1000 hours. After
the cleaning, the element may be reused.

AIRFRAME FUEL SYSTEM

Remove, inspect, clean, and re-install the airframe main


1. X
25-micron fuel strainer.

Drain wing tanks, header tank, vent system (2 ea.), gascolator


2. bowl, and residue fuel reservoir “EPA tank.” Check for any X X
debris, sediment, or water and take corrective action if any is
found

Effective: 12/17/03 2- 24
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

50 100 400
AIRFRAME FUEL SYSTEM (continued) Daily
HRS HRS HRS

Turn the electric fuel pump on and check the fuel lines for
3. X
leaks.

Inspect the fuel lines and supports for security and signs of
4. X
chafing.

Check the fuel shutoff valve for leaks in the open and close
5. X
position.

Check the fuel tank gauges for proper operation. Rock the
6. X X
wings to slosh the fuel to see that the pointers are free.

*NOTE*
When a problem is found, refer to section 5.

MAIN LANDING GEAR

1. Check the main landing gear bolts. Replace, if worn. X X

Check the tires and tubes, wheels, and brake discs and lining
2. X X
for general condition.

3. Check the spindle for straightness and tightness. X

Check, inspect, lubricate with MIL-G-81322 (Aeroshell 22)


4. X
grease, and reassemble all wheel bearings. (See chapter 6
for pertinent data.)

Check the master cylinders, parking brake valves, brake lines,


5. X
brake calipers, all brake fittings, and brake bleeders for
leakage, general condition, and security.

Effective: 12/17/03 2- 25
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

MAIN LANDING GEAR 50 100 400


Daily
(Continued) HRS HRS HRS

Check brake fluid level in each master cylinder and top off
6. X
with fresh MIL-H-5602 aviation hydraulic fluid as required.

Check the operation and holding ability of the pedal and


7. X X
parking brakes. Bleed hydraulic systems if required.

TAIL GEAR

1. Inspect the spring gear attach bolts for condition. X

2. Check the holes for elongation. X

3. Check the gear for corrosion and cracks, particularly at ends. X

Check locking cable for security and free movement, grease


4. cable and wheel with MIL-G-81322 (Aeroshell 22) grease, and X
assure wheel bearing is completely greased.

5. Check for any loose play in tail wheel. X

Inspect the tire, wheel body and bearings, spindle, and the
6. X
fork for general condition.

7. Check the housing for cracks and corrosion. X

Check the taper bearings and spline-shaft for corrosion and


8. X
wear.

Effective: 12/17/03 2- 26
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TAIL GEAR 50 100 400


(Continued) Daily
HRS HRS HRS

Inspect the lock pin and plate for wear at the ends for correct
9. operation. Check the lock pin cable and spring for corrosion X
and correct operation.

FUSELAGE SKINS

Inspect all panels and cowlings for cracks, chaffing, and


1. X
security of fasteners.

Check the camloc receptacles for corrosion, wear, and locking


action.
2. X

HOPPER

1. Inspect the hopper baffles for security and condition. X

Check the hopper lid for condition of seal and security of


2. X
latches.

Inspect the hopper for evidence of leaks and for general


3. X
condition.

4. Check the gate for evidence of leaks and for proper operation. X

5. Check the hopper vent tube for corrosion and security. X

6. Check the gaskets on both the return and outlet lines. X

Effective: 12/17/03 2- 27
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

50 100 400
HOPPER Daily
(Continued) HRS HRS HRS

Check the hopper gate handle and the push rod for cracks
7. X
around the welds. Check the condition of the push rod boot.

8. Check emergency shut-off valve for leaks and proper X X


operation

WINGS

1. Inspect the aileron brackets for cracks and security. X

Check the boots at the aileron push rod entrance to the wing
2. X
root for condition and security.

Check for deposits of chemicals around and behind the wing


3. center section and all attachment fittings. Check closely for X
corrosion. Keep clean.

Inspect the wing skins for cracks, loose rivets, general


4. X
condition of the paint, and corrosion.

Inspect the front and rear spar flanges, ribs, and other
5. X
structures for cracks and corrosion.

6. Check the spray booms attach points for security. X

Check the pitot line in the right wing for security and for air
7. X
leaks. Drain the low spots.

Inspect the wing/fuselage attach angles for signs of cracks


8. X
and corrosion.

Effective: 12/17/03 2- 28
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

50 100 400
Daily
HRS HRS HRS

FUSELAGE FRAME

Inspect the fuselage tubing for signs of corrosion or cracks,


1. X
particularly around welds and in the hopper area.

Check for elongated holes in the engine mount fittings and


2. X
bellcranks.

Inspect all spring gear attachment fittings, main gear support


3. beam, and beam end plates for security, cracks, and X
corrosion.

4. Check the condition of the paint and refinish, if necessary. X

CONTROL SYSTEMS

1. Check all turnbuckles for corrosion and for proper lock wiring. X

Inspect all cables and end fittings for wear. Check for correct
2. X
tension.

Check all push rods for loose bearings, endplay, straightness


3. X
and paint condition.

4. Check idlers and bellcranks for binding or for slack. X

Inspect the rudder pedals and the support brackets for


5. X
general condition.

Effective: 12/17/03 2- 29
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

50 100 400
CONTROL SYSTEMS Daily
(Continued) HRS HRS HRS

Inspect the attachment of the control stick to the main torque


6. X
tube for slack and bearing wear.

Check control stick to main torque tube bolt for proper torque
7. X
(65 to 70 in. lbs.)

Check the aileron control stops for tightness and for condition
8. X
of fittings.

Inspect all push-pull tubes rod-end jam nuts for security.


Inspect all witness/inspection holes with a piece of .032”
9. X
safety wire to insure that all rod-ends are screwed far enough
onto the push-pull tubes.

10. Inspect the push rods for clearance to the structure. X

Inspect the trim systems for correct operation and for general
11. X
condition.

X
12. Remove control stick from cockpits. Inspect the torque tube
500
bolt and replace bolt as required.
Hours

METAL EMPENNAGE

Check the travel of the movable surfaces.


1. Elevator up 27 degrees ±1 degree X
Elevator down 17 degrees ±1 degree
Rudder 22 degrees ±1 degree (Single Cockpit)
20 degrees ±1 degree (Dual Cockpit)
Tab up 8 degrees ±1 degree
Tab down 22 degrees ±1 degree

Check for warped contours of the fixed surfaces due to


2. X X
improperly tightened brace struts.

Effective: 8/5/05 2- 30
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

METAL EMPENNAGE 50 100 400


(Continued) Daily
HRS HRS HRS

Inspect horizontal stabilizer “V” struts, fittings, and hardware


3. X
for security, cracks and corrosion.
Inspect electric rudder trim systems rod-ends, bell-crank,
electric linear actuator attachment hinge, trim tab, and trim tab
4. hinge for lubrication, general condition, and security. (Note: X X
No maintenance required or recommended for the electric
linear actuator.)

Inspect all hinges for wear. Replace sealed bearings, if


5. X
needed.

6. Check security of all bolts. X

7. Check the external skins for general condition. X

8. Check the drain holes for obstruction. X

AILERONS AND FLAPS

Check the control movements.

1. Aileron up 21 degrees ±1 degree X


Aileron down 17 degrees ±1 degree
Flap down 15 degrees ±1 degree

Check the security of the counterweights, which are installed


2. X
in the leading edges of the ailerons.

Effective: 12/17/03 2- 31
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

AILERONS AND FLAPS 50 100 400


Daily
(Continued) HRS HRS HRS

Inspect all the skins and ribs for cracks, loose rivets, general
3. X
condition, and corrosion.

Inspect the flap push rods, mounting brackets, torque tube,


4. X X
and bearing housings.

Inspect the flap actuator motor and worm drive for general
5. X
condition and freedom of travel.

Aileron servo tabs


6. a. Check security of hinges X
b. Check for looseness of rod ends and bolts.
c. Check for freedom of travel.

COCKPIT

Check the condition of the instrument markings and the


1. X X
placards.

2. Check the instrument lines for leaks, security, and chafing. X

3. Check the hopper for leaks and security of mechanism. X

Check the security and condition of the seat belts, shoulder


4. X
harness, and inertia reels.

Check the seat for security and proper adjustment operation.


5. X
Check the seat fabric for general condition.

Check the windshield and windows for cracks, crazing or


6. X
scratches, and missing screws.

Effective: 12/17/03 2- 32
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

COCKPIT 50 100 400


Daily
(Continued) HRS HRS HRS

Check the doors for security of hinges and for correct


7. X
operation of door locks.

Check operation of flight & engine controls to ensure


8. X X
proper operation and installation

ELECTRICAL SYSTEM

1. Check the battery charge and water level. X X

Check battery relays, spike diodes, regulator, fuses, and


2. X
switches for security.

3. Check all wiring for chafing and clamping. X

4. Check all terminals for security and corrosion X

5.
Check the battery’s vent hoses for security and deterioration. X

Effective: 12/17/03 2- 33
THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

AIRFRAME MAINTENANCE

CORROSION CONTROL

The lower part of the aircraft is painted with ultra gloss polyurethane. The forward upper glareshield
part is painted with flat black polyurethane. The fuselage frame is painted with a primer, and then
painted with a gray ultrathane.

All repairs involving refinishing should be painted to the original specifications. The following
procedures should be carried out step by step.

A. Sand part to bare metal using 180 paper or finer. Avoid removal of cladding with the Alclad
parts, whenever possible.

B. Thoroughly clean area with isopropyl alcohol, a solvent, or thinner. Allow time to dry.
C. Apply one thin spray coat of Epoxy primer with Epoxy hardener. Allow time to dry.
D. Mix the required quantity of Polyurethane (use the directions on the can) with the prescribed
amount of activator. Spray a smooth and even coat directly onto the primed surfaces. Apply
at least two coats and allow time for drying between the coats.

A regular and thorough cleaning of both the interior and exterior of the aircraft is a major part of
corrosion control. All areas of the aircraft are accessible for cleaning by removal of the panels. The
cleaning procedure that follows is recommended for general purposes.

* NOTE *
Certain chemicals cannot be removed effectively by detergent
solutions. Special cleaning agents are available for that purpose. It is
suggested that the chemical suppliers be contacted for cleaning agents
that are suitable for those special needs.

A. Wash all exterior surfaces of the aircraft with plain water and any commercial soap or
detergent. Soap and detergent are organic chemicals, and it is important that all traces be
removed by flushing with plain water.

B. Detach all removable panels from the aircraft. Wash down the rear fuselage aft of the
wing trailing edge. Tube joints, skin bends, and so forth should receive particular
attention. Remove excess moisture after flushing.

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C. The forward fuselage and engine section should not be cleaned with water unless close
attention is made to avoid removal of lubricants and to avoid possible rusting of components
and hardware. A general purpose, non-corrosive cleaning agent is preferred in those areas.
D. Particular attention should be given to the attachments of the oil cooler, hopper, and engine
mounts.
E. Hopper cleaning should be accomplished at the end of each working day. A good commercial
detergent should be used and followed by a thorough flush with water. Leave the hopper door
and gate open for thorough drying.

WINDSHIELD

An anti-static type of plastic cleaner, such as Mirror Glaze or equivalent, is recommended for best
cleaning. The side windshield are plastic and should not be cleaned with gasoline, alcohol, acetone,
lacquer thinner, or window cleaning spray. Those fluids will soften the plastic and cause crazing.
Avoid rubbing the plastic surface with a dry cloth, as that can cause scratches and build up an
electrical charge (static) which will attract dust particles. If scratches are visible after removing the
dust accumulation, finish the plastic with a quality grade of commercial wax. Apply the wax in a thin,
even coat and carefully buff out with a soft cloth. Do not buff or polish in one area for more than a
brief period of time. The heat generated by rubbing the surface may soften the plastic and may
produce visual distortion.

The middle section of the windshield is safety plate glass for better resistance to scratching. It is
enclosed in an aluminum frame.

Any damage to the paint on the tube structure should be restored before the tubes are to be re-
covered.

HOPPER REPAIR

Hopper repair may be accomplished in accordance with the instructions contained in Section IX.

FUEL TANK REPAIR

Fuel tank repair may be accomplished in accordance with the instructions contained in Section V.

BATTERY MAINTENANCE

The 24-volt batteries are installed in the engine compartment between the engine and firewall.
Access is gained to the batteries by removal of a cowling. Battery servicing involves adding distilled
water to maintain electrolyte level of 3/16 inch over the separators, checking the cable connections,

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AIRCRAFT MAINTENANCE MANUAL
and neutralizing or cleaning any spilled electrolyte or any corrosion. Use bicarbonate of soda and clean
water to neutralize corrosion. Follow with a thorough flushing of clean water and wipe dry. Clean the cable
and terminal connections with a wire brush and coat with petroleum jelly to minimize corrosion.

** CAUTION **

Do not allow the bicarbonate of soda to enter the


battery filler openings, as it will neutralize the
electrolyte, which could permanently damage the
batteries.

A hydrometer test of the battery’s solution should be made each 50 hours of operation, or more often in hot
weather. If the specific gravity tests 1.240, the battery should be removed and recharged. The solution
levels should be examined and, when necessary, add distilled water to maintain the level of 3/16 inch over
the separators. If distilled water is added, do it just prior to recharging so that the added water mixes with the
solution. When the recharging is completed, the specific gravity should be between 1.275 and 1.300.

The battery should be checked for grounding to the case. A voltmeter can be used to check between the
positive cell and the case. A ground fault exists if there is a reading on the voltmeter. A dated service record
shall be attached or stamped on the terminal side of the battery to indicate that the battery has been
capacity tested. Refer to Section Ten for recharging procedures.

LUBRICATION

For the lubrication requirements, refer to Figure 2-6 Lubrication Chart (8 sheets). Before adding grease to
fittings, wipe the fittings clean. Lubricate the fittings and wipe off the excess lubricant. Lubricate the hinges
with a squirt can or a brush moistened with oil. Wipe off the excess oil to prevent accumulation of dirt and
grit.

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-1

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-2

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-3

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-4

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-5

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 1 of 8

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 2 of 8

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 3 of 8

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 4 of 8

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THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 5 of 8

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 6 of 8

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THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 7 of 8

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AIRCRAFT MAINTENANCE MANUAL

Figure 2-6
Lubrication Chart
Sheet 8 of 8

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THRUSH AICRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

FINE THREAD SERIES


BOLTS BOLTS
Steel Tension Steel Tension
AN 3 thru AN 20 MS 20004 thru MS 20024
AN 42 thru AN 49 NAS 144 thru NAS 158
AN 73 thru AN 81 NAS 333 thru NAS 340
AN 173 thru AN 186 NAS 583 thru NAS 590
AN 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1103 thru NAS 1120
MS20074 NAS 1202 thru NAS 1210
AN509 NK9 NAS 1303 thru NAS 1320
MS 24604 NAS 6203 thru NAS 6220
AN 525 N K525 NAS 6603 thru NAS 6620
MS27039 NAS 172
NAS 174
NAS 517
Steel Shear
NAS 454
NUTS NUTS
Steel Tension Steel Shear Steel Tension Steel Shear
AN 310 AN 320 AN 310 AN 320
AN 315 AN 364 AN 315 AN 364
AN 363 NAS 1022 AN 363 NAS 1022
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 21083N MS 20365 MS 21083N
MS 21045 MS 21245 MS 21045 MS 21245
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
MS 21042 MS 21042
MS 21044N MS 21044N
MS 21046 MS 21046
Nut-bolt Torque Limits Torque Limits Nut-bolt Torque Limits Torque Limits
size in-lbs in-lbs size in-lbs in-lbs
Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 8-36 ----- ----- ----- -----
10-32 20 25 12 15 10-32 25 30 15 20
¼ -28 50 70 30 40 ¼ -28 80 100 50 60
5/16 - 24 100 140 60 85 5/16 - 24 120 145 70 90
3/8 – 24 160 190 95 110 3/8 – 24 200 250 120 150
7/16-20 450 500 270 300 7/16-20 520 630 300 400
½ - 20 480 690 290 410 ½ - 20 770 950 450 550
9/16 – 18 800 1,000 480 600 9/16 – 18 1,100 1,300 650 800
5/8 – 18 1,100 1,300 660 780 5/8 – 18 1,250 1,550 750 950
¾ - 16 2,300 2,500 1,300 1,500 ¾ - 16 2,650 3,200 1,600 1,900
7/8 – 14 2,500 3,000 1,500 1,800 7/8 – 14 3,550 4,350 2,100 2,600
1 – 14 3,700 4,500 2,200 3,300 1 – 14 4,500 5,500 2,700 3,300
1 1/8 -12 5,000 7,000 3,000 4,200 1 1/8 -12 6,000 7,300 3,600 4,400
1 ¼ - 12 9,000 11,000 5,400 6,600 1 ¼ - 12 11,000 13,400 6,600 8,000
Figure 2-7: Torque Chart

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Section 3
HYDRAULICS

TABLE OF CONTENTS

SECTION THREE .............................................................................................................................................1


HYDRAULICS ...................................................................................................................................................1
HYDRAULIC SYSTEM ......................................................................................................................................2
GENERAL DESCRIPTION ................................................................................................................................2

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
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HYDRAULIC SYSTEM

SECTION THREE
GENERAL DESCRIPTION

The S2R-T660 aircraft has two individual hydraulic systems using MIL-H-5606
fluid. The main landing gear utilizes a master brake cylinder for the operation of
the landing gear brakes and parking brakes. The master brake cylinder is
connected to the disc type brake calipers by brake lines that are supported by and
clamped to the airframe structure forward of the master brake cylinder. The
hydraulic brake lines are of rigid steel tubing, except for the flexible hoses on the
landing gear assembly. The master brake cylinder is installed aft of the rudder-
brake pedals and is actuated by toe pressure on the pedals. As toe pressure is
applied to the pedals, the push rod, piston and spring are pressed into the master
brake cylinder. This compresses hydraulic fluid in the lines and applies pressure to
the appropriate brake.

Operate individual parking brakes as follows:

ON – Depress rudder pedal, pull parking valve lever, take pressure off of rudder
pedal.

OFF – Depress rudder pedal, valve will deactivate and lever will pop in.

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AIRCRAFT MAINTENANCE MANUAL

SECTION 4

POWERPLANT AND PROPELLER


TABLE OF CONTENTS
GENERAL DESCRIPTION.............................................................................................. 3
AIR CLEANING SYSTEM ............................................................................................... 3
POWER PLANT .............................................................................................................. 3
DESCRIPTION AND OPERATION.............................................................................. 3
ENGINE BUILDUP ...................................................................................................... 5
ENGINE REMOVAL .................................................................................................... 6
ENGINE INSTALLATION ................................................................................................ 9
PROPELLER................................................................................................................. 11
DESCRIPTION AND OPERATION............................................................................ 11
PROPELLER AND BETA FEEDBACK MECHANISM ............................................... 12
CONSTANT SPEED UNIT (CSU).............................................................................. 13
CONSTANT SPEED UNIT (CSU) DESCRIPTION .................................................... 13
PROPELLER OVERSPEED GOVERNOR ................................................................ 16
ENGINE POWER AND PROPELLER CONTROLS (FCU)........................................ 16
PROPELLER SPEED SELECT AND FEATHERING CONTROL .............................. 17
PROPELLER SETTINGS .......................................................................................... 18
PROPELLER MAINTENANCE...................................................................................... 18
PROPELLER REMOVAL........................................................................................... 18
PROPELLER INSTALLATION................................................................................... 19
CONSTANT SPEED UNIT (CSU) REMOVAL ........................................................... 21
CONSTANT SPEED UNIT (CSU) INSTALLATION ................................................... 22
PROPELLER CSU HIGH RPM ADJUSTMENT......................................................... 23
PROPELLER OVERSPEED GOVERNOR REMOVAL.............................................. 23
PROPELLER OVERSPEED GOVERNOR INSTALLATION...................................... 23
ENGINE CONTROLS.................................................................................................... 23
RIGGING INSTRUCTIONS ....................................................................................... 23
AIRFRAME CONTROL LINKAGES........................................................................... 24
PROPELLER REVERSING INTERCONNECT LINKAGE ......................................... 24
FRONT LINKAGE .................................................................................................. 24
REAR LINKAGE..................................................................................................... 25
CONDITION LEVER LINKAGE.............................................................................. 26
PROPELLER RIGGING ......................................................................................... 27
ENGINE RIGGING CHECKS AND ADJUSTMENTS .................................................... 27
GROUND IDLE ADJUSTMENTS (Ref. Fig. 4-7).................................................... 27
FLIGHT IDLE ADJUSTMENTS .............................................................................. 28
PROPELLER GOVERNOR CHECK ...................................................................... 28
FEATHERING CHECK .......................................................................................... 29
REVERSE MAX POWER CHECK (Figure 4-4)...................................................... 29
GROUND OPERATION PROPELLER PITCH STOP ............................................ 29
BETA & REVERSE LOCKOUT .............................................................................. 30
FUEL SHUTOFF LOCKOUT.................................................................................. 30

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THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

1600 RPM Np TORQUE SETTING........................................................................ 30


ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION ....... 32
TYPICAL ENGINE LIMITS CHART (PT6A-60AG SHOWN) .................................. 32
PROPELLER DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION ... 33

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THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

SECTION FOUR

GENERAL DESCRIPTION
The Turbo Thrush agricultural airplane utilizes a Pratt & Whitney Aircraft Canada PT6A-
45A, -45B, -45R, PT6A-60AG, PT6A-65AG, -65AR, -65B or PT6A-67AG turboprop gas
turbine engines.

AIR CLEANING SYSTEM


The prime difference between the agricultural application and a normal installation is the
air cleaning system incorporated in the engine air intake system. The lower cowl forms
the inlet to the engine. The air filter panel is a K & N cleanable barrier filter. It provides
high efficiency, maximum reliability, long service life and low overall cost.

The barrier filter unit is made of a cotton mesh with a light coat of K&N special red oil to
assist in collecting dust. The filter can be removed and reserviced I/A/W cleaning
instructions from K&N P/N 99-5000 (aerosol) or P/N 99-5050 Recharger filter care service
kit, obtained locally.

POWER PLANT
DESCRIPTION AND OPERATION

The Pratt & Whitney Canada PT6A-45A, -45B, -45R, PT6A-60AG, PT6A-65AG, -65AR, -
65B and PT6A-67AG (See Figure 4-0) series power plant is a lightweight free turbine
engine. Each engine utilizes two independent turbine sections: one driving the
compressor in the gas generator section and the second driving the propeller shaft
through a reduction gearbox. The engine is self-sufficient, since its gas generator driven
oil system provides lubrication for all areas of the engine, pressure for the torquemeter
and power for propeller pitch control.

Inlet air enters the engine through an annular plenum chamber, formed by the
compressor inlet case where it is directed forward to the compressor. The PT6A-60AG
and PT6A-45 series compressor consists of three axial stages combined with a single
centrifugal stage, assembled as an integral unit. PT6A-65 series and PT6A-67AG has
four axial stages combined with a single centrifugal stage, assembled as an integral unit.

The engine is equipped with a wash ring at the compressor air inlet screen. A line running
from this wash ring to a port on the outside of the cowling gives the capability to cleanse
the compressor section without engine cowling removal.

A row of stator vanes, located between each stage of compression, diffuses the air, raises
its static pressure and directs it to the next stage of compression. The compressed air
passes through diffuser tubes, which turn the air through ninety degrees in direction and
convert velocity to static pressure. The diffused air then passes through straightening
vanes to the annulus surrounding the combustion chamber liner assembly.

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The combustion chamber liner is an annular, heat resistant alloy; domed at the front end
where it is supported inside the gas generator case by the 14 fuel manifold adapter
sheaths and both igniters. The rear end of the combustion chamber is open and is
supported by the large and small exit ducts. The liner assembly has perforations of
various sizes that allow entry of compressor delivery air. The flow of air changes direction
180 degrees as it enters and mixes with fuel. The fuel/air mixture is ignited and the
resultant expanding gases are directed to the turbines. The location of the liner eliminates
the need for a long shaft between the compressor and the compressor turbine, thus
reducing the overall length and weight of the engine.

Fuel is injected into the combustion chamber liner through 14 simplex nozzles supplied by
a dual manifold consisting of primary and secondary transfer tubes and adapters. Two
spark igniters that protrude into the liner ignite the fuel/air mixture. The resultant gases
expand from the liner, reverse direction in the exit duct zone, and pass through the
compressor turbine inlet guide vanes to the single-stage compressor turbine. The guide
vanes ensure that the expanding gases impinge on the turbine blades at the most
optimum angle, with minimum loss of energy.

The still expanding hot gases from the gas generator are still directed forward to the
power turbine inlet guide vane which directs, at the most optimum angle, the gas flow
onto the power turbine which drives the propeller shaft via a two-stage reduction gear
box.

The compressor and power turbines are located in the approximate center of the engine
with their respective shafts extending in opposite directions. This feature provides for
simplified installation and inspection procedures. The exhaust gas from the power turbine
is collected and ducted in the bifurcated exhaust duct assembly and directed to
atmosphere via twin opposed exhaust stubs.

Interturbine temperature (T5) is monitored by an integral bus bar, probe and harness
assembly installed between the compressor and power turbines with the probes
projecting into the gas path. A terminal block mounted on the gas generator case
provides a connection point to cockpit instrumentation.

All engine-driven accessories, with the exception of the propeller governor, overspeed
governor and NP tachometer-generator, are mounted on the accessory gearbox at the
rear of the engine.

These components are driven by the compressor by means of a coupling shaft, which
extends the drive through a tube at the center of the oil tank. The rear location of
accessories provides for a clean engine and simplifies maintenance procedures.

The engine oil supply is contained in an integral oil tank, which forms the rear section of
the compressor inlet case. The tank has a total capacity of 2.3 US gallons and is provided
with a dipstick.

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THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
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An engine-driven fuel pump further pressurizes fuel supplied to the engine from an
external source and the fuel control unit (FCU) controls its flow to the fuel manifold.

The power turbine drives a propeller through a two-stage planetary reduction gearbox
located at the front of the engine. The gearbox embodies an integral torquemeter device,
which is instrumented to provide an accurate indication of engine power. A chip detector
is installed at the bottom of the gearbox.

The propeller reversing installation is comprised of a single-acting hydraulic propeller that


is controlled by a propeller governor which combines the functions of a normal constant
speed unit (CSU), a reversing valve and a power turbine (Nf) governor. A mechanical
linkage between the propeller governor Beta control valve and the air bleed link enables
the FCU and the propeller governor to modify engine power to maintain power turbine
speed at a speed slightly less than the selected rpm when operating in the Beta control
range.

ENGINE BUILDUP

Engine build-up consists of the removal of accessories and equipment from the old
engine and installing them on the new engine. Consult the Engine Maintenance Manual
for removal and replacement procedures. After all accessories and equipment have been
installed on the new engine, proceed as follows:

** CAUTION **

Consult the Engine Maintenance Manual before


removing the new engine from the shipping
container.

** CAUTION **

If the old engine is being removed because of


oil contamination or of the possibility of oil
contamination, scrap the following items: (a) oil
cooler and (b) all oil carrying lines and hoses.

If the old engine has oil contamination, the


following items must be sent to an appropriate
maintenance facility for disassembly and
flushing to remove all contaminants or they
must be replaced: (a) overspeed-governor, (b)
propeller, (c) fuel/oil heat exchanger (d)
propeller governor (C.S.U.). (NOTE: The fuel/oil
heat exchanger and propeller governor normally
comes with the new engine.) Failure to comply
with the above will prove to be false economy,
as the new engine will be contaminated by old
impurities.

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THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
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* NOTE *

Tag or identify all hoses, bolts, nuts, and


electrical connector plugs and note harness
clamp locations for installation on the new
engine. Cap all open hoses and engine ports to
prevent contamination.

A. Remove the engine control brackets and supports from the old engine and install
on the new engine. Consult the Engine Maintenance Manual for the proper torque
values.

B. Remove the engine mounts from the old engine and install on the new engine,
using the same bolts, washers, and gaskets. Torque the bolts to 250-325 inch
pounds and secure with safety wire. Figure 4-8, #2

* NOTE *

If the engine mounts are removed for


replacement, they must be all the same part
numbers. Torque the engine mount to engine
mount truss bolts to 480-600 inch-pounds.
Figure 4-8, #4 & #10

C. Remove the exhaust stacks from the old engine and install on the corresponding
(left or right) exhaust ports of the new engine. Torque the bolts to 50-70 inch-
pounds.

ENGINE REMOVAL

A. Preliminary steps:

** CAUTION **

To prevent damage to internal mechanisms,


engines expected to be idle for more than seven
days, due to maintenance or other reasons,
should be preserved in accordance with the
engine manufacturer's recommendations as
outlined in the Engine Maintenance Manual.
1. Turn fuel shut off handle to close fuel shut off valve.
2. Make sure all electrical power to the aircraft is disconnected.
3. Provide suitable containers under the engine to catch fuel and oil spillage.

B. Remove engine cowlings.

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THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

C. Disconnect battery.

D. Remove propeller.

E. Remove exhaust ducts.

F. Remove cannular inlet cover (3 places) from compressor inlet.

G. Securely cover the engine compressor inlet screen to prevent entry of foreign
material.

H. Disconnect the following tube and hose assemblies at the locations noted:

* NOTE *

Tag and identify all tube and hose assemblies


to facilitate and ensure correct installation of the
engine. Cap and plug all openings to prevent
contamination.
1. Oil cooler hoses.
2. Gas generator case front drain valve hose.
3. Torque system lines at forward fire seal.
4. Gas generator case rear drain valve line.
5. Delta “P-Lines.”
6. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel
boost pump.
7. Oil cooler hoses (2) at the engine.
8. Fuel inlet manifold adaptor dump tube at front fireseal.
9. Fuel inlet hose at the oil-to-fuel heater.
10. Fuel purge hose at the high pressure fuel pump.
11. Oil pressure line at engine.
12. Disconnect the engine overboard breather hose.
13. High-pressure fuel pump drain.
14. Fuel pressure line from rear of oil to fuel heater.
15. Torque indicating systems hoses at aft fireseal.

I. Disconnect the electrical leads and connector plugs at the locations noted.
Remove electrical harness clamps, as necessary, to allow engine removal.

Effective: 12/17/03 4-7


THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

* NOTE *

Tag or identify all electrical leads and connector


plugs. Note harness clamp locations to facilitate
and ensure correct installation. Cap all plugs
and receptacles to prevent contamination.
1. ITT harness at the T5 terminal block.
2. Overspeed governor prop test solenoid.
3. Prop beta micro switch.
4. Np tachometer generator.
5. Tq pressure transmitter (NOTE: This not installed on aircraft with direct
reading Tq gauge.).

* NOTE *

After wiring harness has been removed from


above items, remove the grommet at basket
assembly aft. Close out and carefully pull the
harness aft and clear of basket. Secure harness
to prevent damage until ready to re-install.
6. Ng tach generator.
7. Oil temperature sending unit.
8. Ignition leads at exciter box.
9. Starter/generator terminal block.
10. Fuel flow transducer (If equipped).
11. Engine ground cable from rear of engine driven boost pump.

J. Disconnect the engine controls.

* NOTE *

Tag and retain all attaching control cable parts


for engine installation. Note clamp locations to
facilitate control cable installation.
1. Disconnect the propeller control rod end at the propeller governor control
lever and remove the cable from the forward fireseal.
2. Remove the prop cable from the forward fireseal.
3. Disconnect the condition lever control push-pull tube rod end at the lever on
the start control unit.
4. Disconnect the power control cable rod end at the power-input lever.

Effective: 12/17/03 4-8


THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

K. Remove engine mount cuffs at aft fireseal (8 locations).

L. Remove forward and rear fireseals.

M. Remove forward engine mount basket assembly.

N. Remove the engine unit from the aircraft as follows:


1. Attach the engine sling to the engine hoisting lugs. Position a suitable hoist
directly over the engine and attach to the engine sling.
2. Raise the hoist sufficiently to take the weight of the engine.
3. Remove the cotter pins and attaching hardware, which attaches the engine
vibration mounts to the mounting, trusses.
4. Remove the bolts and washers attaching the mounts to the engine mount
truss.

O. Hoist the engine unit clear of the fuselage nose section and install in a suitable
stand. Remove the engine sling.

** CAUTION **

Before hoisting the engine unit clear of the


fuselage nose section, check that all wiring,
cables, and tube and hose assemblies are
disconnected and free from snagging.

ENGINE INSTALLATION
A. Install the engine unit in the aircraft as follows:
1. Attach the engine sling to the engine hoisting lugs. Position a hoist directly
over the engine and attach to the engine sling.
2. Remove the engine from the stand and carefully position in the engine
mount.
3. Align the boltholes of the engine vibration mounts with those of the engine
mounts. Install the attaching hardware. Torque the bolts to 480-600 inch-
pounds and install cotter pins.
4. Install forward engine mount basket assembly.
5. Install forward and rear fireseals.
6. Install engine mount cuffs at aft fireseal (8 locations).
7. Seal all mating joints to assure proper sealing of cannular inlet and filter
area with RTV sealant.

B. Connect the following tube and hose assemblies at the locations noted:

Effective: 12/17/03 4-9


THRUSH AIRCRAFT, INC. – T-660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

1. Oil cooler augmentation lines and hoses.


2. Gas generator case front drain valve hose.
3. Torque system lines at forward fireseal.
4. Gas generator case rear drain valve line.
5. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel
boost pump.
6. Oil cooler hoses (2) at the engine.
7. Compressor wash ring tube assembly at the union forward of aft fireseal.
8. Fuel inlet manifold adaptor dump tube at front fireseal.
9. Fuel inlet hose at the oil-to-fuel heater.
10. Fuel purge hose at the start control unit.
11. Oil pressure line at engine.
12. Engine overboard breather hose at engine.
13. High-pressure fuel pump drain.
14. Fuel pressure line from rear of oil to fuel heater.
15. Torque indicating systems hoses at aft fireseal.

C. Connect the electrical leads and connector plugs at the locations noted:
1. Engine ground cable to rear of engine-driven boost pump.
2. Fuel flow transducer (if equipped).
3. Starter/generator terminal block.
4. Ignition leads at exciter box.
5. Oil temperature-sending unit.
6. Ng tach generator.

* NOTE *

Route forward electrical harness through


forward close-out. Install grommet in slot
provided. Secure harness to basket structure
as previously noted. Connect harness to items
as follows.
7. Tq pressure transmitter (if equipped).
8. Np tach generator.
9. Prop beta micro switch.

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10. Overspeed governor prop test solenoid (Be sure to install the two ground
wires on the mounting stud.)
11. ITT harness at the T5 terminal block.

* NOTE *

Clean terminal ends and torque the ITT harness


connections in accordance with the Engine
Maintenance Manual.

D. Connect the engine controls.


1. Attach the propeller control cable housing to the forward fireseal and
connect the propeller control rod end to the propeller governor control lever.
2. Connect the fuel condition control cable rod end at the FCU condition lever.
3. Connect the power control cable rod end at the FCU power input lever.

E. Install the propeller.

F. Rig the engine controls.

G. If necessary, refer to the Engine Maintenance Manual for de-preservation of the


engine oil and fuel systems.

H. Service the engine oil system.

I. Remove the cover from the compressor inlet screen.

J. Install the engine cowling.

K. Perform the engine ground test and checks. (Refer to procedures outlined later in
this section and Pratt & Whitney Maintenance Manual.)

** CAUTION **

Prior to engine run-up, ensure the engine air


inlet plenums are free of foreign objects.

PROPELLER
DESCRIPTION AND OPERATION

This section describes the function of the following:


- Propeller and Beta Feedback Mechanism
- Constant Speed Unit (CSU)
- Propeller Overspeed Governor

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- Engine Power and Propeller Controls (FCU)


- Propeller Speed Select and Feathering Control
- Propeller Settings

*NOTE*
The Fuel Control Unit (FCU) is not included as it
is covered in the Engine Maintenance Manual

PROPELLER AND BETA FEEDBACK MECHANISM

The propeller has five blades mounted on a hollow hub in the front end of which is a
servo-piston that moves forward under servo-oil pressure or rearward under feather
returns spring pressure. (Ref. Fig. 4-1) There are five links from the servo-piston. One
goes to each blade root, and these links transmit forward motion of the servo-piston to the
blade roots and pivot the blades in the decrease pitch direction. When servo-piston
pressure is relieved, the servo-piston moves rearward under feather return spring
pressure and pivots the blades in the increase pitch direction. This action is assisted by
centrifugal force of the counterweight on each blade root.

Servo-oil is supplied from the constant speed unit (CSU). It flows through oil passages in
the engine reduction gear case through a transfer tube between the reduction gear case
and propeller oil transfer housing; then via the propeller oil transfer housing, the engine
shaft, the hollow hub, and the internal oil ports in the servo-piston. Refer to Figure 4-1.

The beta feedback mechanism has three low pitch stop rods (Fig. 4-1) that are screwed
into the propeller feedback ring (Fig. 4-1). These three rods slide fore and aft in small
bushings mounted in a flange integral with the hollow hub.

Near the forward end of each low stop rod is a beta nut (Fig. 4-1). Ahead of these is the
ring rod end (Fig. 4-1) which steadies the low stop rods. As the servo-piston moves
forward, it picks up on

the beta nuts at a certain preset blade pitch. From that instant the propeller feedback ring
(Fig. 4-1) moves forward with the servo-piston. As it moves, the reverse return springs
(Fig. 4-1) are compressed. During the return motion, when the servo-piston moves
rearward, the reverse return springs maintain contact between the beta nuts (Fig. 4-1)
and the servo-piston by pushing aft on small plates attached to each low stop rod.

This forward and reverse movement of the propeller feedback ring is used to monitor
blade pitch change during beta and reverse. The motion is transmitted to the beta control
valve in the CSU via the carbon block (Fig. 4-7, 4-2 #4) and the propeller reversing lever
(Fig. 4-2, #2).

As the propeller reversing lever pivots back and forth, it opens or closes the beta control
valve (Fig. 4-2, #3) which is attached to the middle of the propeller reversing lever. The
beta feedback mechanism has two uses.

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A. It enables the aircraft pilot to select blade angle directly during beta and reverse.

B. It allows provision of a hydraulic low pitch stop during flight.

CONSTANT SPEED UNIT (CSU)

For clarity and ease of understanding, the CSU is described in the five following sections:

A. Servo-oil Supply

B. Constant Speed Section

C. Power Turbine Governing Section

D. Beta Control Valve Section

E. Feathering

CONSTANT SPEED UNIT (CSU) DESCRIPTION

A. Servo-oil Supply

The servo-oil that is used to vary the propeller blade angle is supplied by the CSU. Refer
to Figure 4-0. An oil pump in the base of the CSU boosts the engine oil pressure to
approximately 385-PSI. The oil is then routed past a pressure relief valve through the
beta control valve port to a chamber formed by the hollow drive shaft (Fig. 4-1) and the
lower part of the pilot valve plunger. Here it is ready for delivery to the propeller servo-
piston. Excess oil pressure and flow is bypassed via the relief valve back to the pump
inlet.

During normal constant speed operation the beta control valve port is always open. The
beta control valve plays no part on the propeller blade angle control.

B. Constant Speed Section

The constant speed section maintains constant propeller speed during takeoff, climb, and
cruise by controlling the flow of servo-oil to and from the propeller servo-piston.

A hollow drive shaft is driven by a bevel gear on the engine propeller shaft. On top of the
drive shaft there are two rotating flyweights that pivot outward. This action provides an
upward force proportional to propeller RPM. The feet of the flyweights tend to lift the pilot
valve plunger and the force of the speeder spring tends to push the pilot valve plunger
down. The interaction of these two forces controls the propeller speed.

The lower end of the pilot valve plunger covers the ports in the hollow shaft in the CSU
body. This mechanism directs the servo-oil to the propeller. When the upward force of the
flyweight’s equals the downward force of the speeder spring, the ports are covered and
no servo-oil flows to or from the propeller. The propeller blades remain at constant pitch.
This is termed "on speed" condition.

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The operator may select the propeller RPM at “on speed” condition. He may vary the
downward force on the speed spring by actuating the speed select lever (Fig. 4-2, #9)
which is connected to the propeller control lever on the throttle quadrant.

If the operator selects a low speeder spring force, it follows that only a low flyweight force
is needed to lift the pilot valve plunger into the "on speed" condition. This is achieved at
low flyweight and low propeller RPM. The converse occurs if the operator selects high
speeder spring force.

The CSU maintains selected propeller RPM automatically and compensates for
"overspeed" and "underspeed". When the propeller RPM is higher than the selected
speed, the "overspeed" condition occurs. The "underspeed" condition results when the
propeller RPM is lower than the selected speed. These conditions are described in detail
below.
1. If the propeller RPM drops below the selected speed, the flyweight force
decreases and the force of the speeder spring pushes the pilot valve
plunger down. This process provides oil to the propeller servo-piston. The
servo-piston moves forward, which fines out the blades. The propeller RPM
will then increase. As the propeller RPM reaches the selected speed, the
flyweight force lifts the pilot valve back to the "on speed" condition.
2. If the propeller RPM rises above the selected speed, the flyweight force
increases and overcomes the force of the speeder spring to lift the pilot
valve. The oil is dumped from the propeller, which causes the blades to
coarsen pitch. The propeller RPM will then decrease. As the propeller RPM
reaches the selected speed, the speeder spring force pushes the pilot valve
back to the "on speed" condition.

C. Power Turbine Governing Section

The Nf governor or fuel-topping governor of the power turbine governing section of the
CSU has two functions in the propeller speed control.
1. The first function is during the constant speed operation of takeoff, climb,
and cruise when it acts as a safety in the "overspeed" condition only. If a
malfunction occurs which allows the propeller RPM to exceed selected
RPM by 6%, the Nf governor bleeds Py air from the fuel control unit (FCU)
to limit power.
2. The second function is during reverse propeller control when it will start to
bleed Py air from the fuel control unit (FCU) to keep the propeller and
therefore the Nf power turbine from overspeeding. This will limit propeller
RPM 4% - 6% below the propeller RPM selected on the speeder spring
which is 1700 RPM, because the propeller control lever is still in full forward
position. This will in turn limit max reverse propeller RPM. During beta
operations the propeller control lever on the throttle quadrant is at the max
RPM (full forward position). The speeder spring is exerting its maximum
downward force so that it will always exceed the upward force of the

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flyweights in order to keep the pilot valve plunger down at all times during
the beta and reverse. The oil passages to the propeller will then be wide
open, and only the beta control valve now controls the oil flow, which is
upstream of the pilot valve plunger.
3. The components used in the Nf governor include the reset arm (Fig. 4-2,
#13), the underspeed adjustment eccentric (Fig. 4-2, #15), and the fuel
governor interconnect rod (Fig. 4-2, #14).
4. If a malfunction causes propeller "overspeed" that cannot be controlled by
the CSU constant speed section during the constant speed operation of
takeoff, climb, and cruise; then the top of the pilot valve plunger lifts the air
bleed lever. The air bleed lever tilts and allows the orifice lever to bleed Py
air from the FCU. The governing action begins when the propeller RPM is
approximately 104% [(1768 RPM Np) or 1802 RPM maximum propeller
speed. In this phase of the operation the fuel governor reset arm (Fig. 4-2,
#13) is against the maximum stop. (Figure 4-2, #12)
5. During beta and reverse the pilot valve plunger is always in a lowered
position. Therefore, in order that the air bleed lever can contact the pilot
valve plunger, the fulcrum point of the air bleed lever is lowered by lowering
the rest. This action is performed by the NF governor reset arm. As the
aircraft operator commands the beta operation, the fuel governor reset arm
moves off the maximum stop by the fuel governor interconnection rod. This
action continually lowers the reset post to lower the RPM from its normal
overspeed protection duty of being set at 106% Np to a setting of 96% Np.
This will keep the propeller from never exceeding 96% Np (1632RPM) as
the aircraft operator chooses beta and reverse operations by bleeding Py
pressure (pneumatic governor servo pressure). This causes a decrease in
Py pressure at the computing section of the FCU (fuel control unit), causing
the fuel metering valve to move in a closing direction, thus reducing fuel
flow and consequently Ng and Nf speeds.

D. Beta Control Valve Section

The beta control valve (Fig. 4-2, #3) performs two functions in the propeller control.
1. The first function during takeoff, climb, and cruise is to act as a hydraulic
low pitch stop by limiting the finest blade angle possible in flight to the low
blade angle. As power is reduced, the constant speed section maintains
selected propeller speed by fining the propeller blade angle until the servo-
piston picks up the beta nuts. The beta feedback mechanism starts to close
the beta control valve by moving it forward. As the blades fine out further,
the valve closes completely at the low blade angle. Because the beta
control valve is upstream of the pilot valve plunger, the constant speed
section can no longer select finer blade angles because its supply is cut off.
Except for a malfunction, the hydraulic low pitch stop is normally achieved
in descent only. It is available only as a safety during takeoff, climb, and

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cruise. Normally in those configurations the blades are much coarser than
the angle at which the servo-piston picks up the beta nuts.
2. The second function of the beta control valve is to enable direct control of
the propeller blade angle in beta and reverse. After the hydraulic low pitch
stop is reached, finer blade angles through flat pitch to reverse can be
selected by the aircraft operator after landing. If the beta control valve is
opened again by rearward movement, the servo-oil flows to the propeller
and moves the blades to a finer angle. This can be continued to the
maximum reverse blade angle. The beta feedback mechanism will limit the
blade angle reached in beta or reverse to that desired by the aircraft
operator. It does this by reclosing the beta control valve.

E. Feathering

Feathering is accomplished by raising the override rod. This pulls the pilot valve plunger
up to dump the servo-oil from the propeller. The blades feather automatically under the
action of the counter-weights and feather springs.

PROPELLER OVERSPEED GOVERNOR

The propeller overspeed governor is installed in parallel with the propeller governor and
mounted at the approximate 10 o'clock position on the front case of the reduction
gearbox. The governor is incorporated to control any propeller overspeed condition by
immediately bypassing pressure oil from the propeller servo to the reduction gearbox
sump. The governor consists of conventional type flyweights mounted on a hollow-splined
shaft and driven by the accessory drive gearshaft. The hollow shaft embodies ports,
which are normally closed by a pilot valve installed in the shaft centerbore and held in
position by the governor speeder spring. The spring tension acts in opposition to the
centrifugal force of the rotating flyweights.

When a propeller overspeed condition occurs, the increased centrifugal force sensed by
the governor flyweights overcomes the speeder spring tension and lifts the pilot valve to
bypass propeller servo oil back to the reduction gearbox sump via the governor hollow
drive shaft. This allows the combined forces of the blade counterweights and the return
springs to move the propeller blades toward a coarse pitch position, thereby absorbing
engine power and reducing propeller rpm. A solenoid-operated valve is incorporated to
facilitate functional testing of the overspeed governor. When operated, the valve resets
the governor below its normal overspeeds setting. (See overspeed governor check later
in this section.)

ENGINE POWER AND PROPELLER CONTROLS (FCU)

The cockpit power lever is connected to the engine power lever (Fig. 4-3, #3). This
operates the cam follower pin as shown in Figure 4-3, #12. Connected to the beta control
cam (Fig. 4-3, #2) is the push-pull control cable which runs forward on the engine to
connect to the top end of the propeller reversing lever (Fig.4-2, #2), via the fuel governor
interconnection rod (Fig. 4-2, #14), and connects to the fuel governor reset arm.

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The FCU is operated by the FCU actuating lever (Fig. 4-3, #11), the FCU control rod (Fig.
4-3, #6), and the FCU arm (Fig. 4-3, #10).

In all forward configurations, which includes low idle, takeoff, climb, and cruise, the power
lever control performs only one function - the function of scheduling fuel. When the
cockpit power lever is advanced, the cam follower pin (Fig. 4-3, #11) moves forward and
pushes the FCU arm (Fig. 4-3, #10) forward to schedule more fuel.

The extension of the cam follower pin rides in the track of the beta control cam (Fig. 4-3,
#2). In all forward configurations the path taken by the cam follower pin exactly matches
the cam track. Therefore, the beta control cam does not move; the push-pull control cable
is inoperative; the top end of the propeller reversing lever does not move; and the fuel
governor reset arm remains on the maximum stop on the CSU.

In beta after touchdown the power lever has two functions. It schedules the blade angle
directly, and it resets the Nf governor down. After the blades have passed zero pitch, the
power lever begins its third function in reverse. That function is to schedule the fuel flow
as well.

After touchdown the aircraft operator presses the override button which is located on the
power lever and moves it rearward. The cam follower pin loses contact with the FCU
actuating lever, and the FCU will stay at flight idle (69% Ng), because the high idle roller
(Fig. 4-7) will prevent any further lowering of gas generator speed. As the cam follower
pin moves rearward, it picks up the cam track of the beta control cam and starts to move
it rearward. This action pulls the push-pull control cable as well. This action also pulls the
propeller reversing lever and the fuel governor-interconnecting rod.

The FCU remains at flight idle while the blades fine out until the cam follower pin picks up
on the dead band adjustment screw (Fig. 4-7). This moves the FCU reversing lever,
which starts to schedule more fuel in reverse. From this instant the cockpit power lever is
performing three functions. The functions are scheduling the blade angle directly,
scheduling the fuel flow, and setting the Nf governor down. The action continues up to
maximum reverse blade angle.

PROPELLER SPEED SELECT AND FEATHERING CONTROL

The cockpit propeller lever has two functions:

A. The first function is to select the propeller RPM in takeoff, climb, and cruise
configurations.

B. The second function is to feather the propeller when it is required.

The cockpit propeller lever is connected to the speed select lever on the CSU.

The first function is performed by varying the speeder spring pressure by rotating the
propeller speed select lever (Fig. 4-2, #9) toward the propeller speed max stop (Fig. 4-2,
#10). The second function is performed by rotating the propeller speed select lever (Fig.

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4-2, #9) toward the feathering stop. This action will cause the override rod to pull the pilot
valve plunger upward, therefore allowing servo oil to be dumped from the propeller servo
piston. This action will cause the propeller blades to travel to the feather position, by
action of the feather-return spring pressure acting on the propeller servo piston.

PROPELLER SETTINGS

A. Maximum RPM 1,700 RPM

B. Cruise Power Approximately +35° @ 42 in. station

C. Full Feathered Angle 88.5+ 0.5° @ 42 in. station

D. Mechanical Reverse Pitch Stop -11°+ 0.5° @ 42 in. station

E. Angle at which servo piston just touches the three low pitch stop rod beta nuts
(which move the propeller beta feedback ring) is 10.0°+ .1° when blades are held
toward decrease position at the 42 inch station. The hydro-mechanical low pitch
stop occurs at a blade angle of approximately 11° when the propeller dome has
traveled sufficiently to fully close the beta valve and shut off the oil flow to the
propeller.

F. The specific low-pitch blade-angle determined through aircraft flight and ground
test, during which the controllability of the aircraft is checked, is approximately 11°
for the Hartzell propeller installed on the Turbo Thrush.

G. The way to set the specific low-pitch blade-angle is to adjust the hydraulic low pitch
stop. This is accomplished by proper adjustment of the three beta nuts, by using
the 1600-RPM Np Torque Setting Chart (Figure 4-5).

PROPELLER MAINTENANCE
PROPELLER REMOVAL

A. Remove the forward cowl from the engine.

B. Remove the spinner dome by removing the attaching screws from around the rear
circumference.

C. Disconnect the front fork-end from the propeller-reversing lever. Disconnect the
pivot bolt securing the reversing lever to the propeller governor actuating lever and
lift the reversing lever free of the collar prior to pulling the low pitch stop collar fully
forward.

** CAUTION **

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The procedures in the step above must be


accomplished to avoid damaging the propeller
governor.

D. Install the feedback ring-puller and pull the low pitch stop collar fully forward.

** CAUTION **

Make sure that the tool is not cocked to avoid


damaging the propeller. Take the precautions
necessary to avoid bending or otherwise
damaging the three spring-loaded rods and the
beta feedback ring.

* NOTE *

Mark propeller hub flange and the engine shaft


flange so that the propeller can be reinstalled in
its original position. This will prevent disturbing
the propeller/engine combination dynamic
balancing if the same propeller is to be
reinstalled.

E. Remove the safety wire from the propeller mounting bolts. Using a 5/8" box head
wrench, remove the eight or twelve bolts securing the propeller in place and
remove the propeller from the airplane.

PROPELLER INSTALLATION

A. Place the new O-ring seal over the engine shaft.

B. Pull the beta ring fully forward with the puller.

** CAUTION **

Make sure the tool is not cocked to avoid


damaging the propeller. Take the precautions
necessary to avoid bending or otherwise
damaging the spring-loaded rods and the beta
feedback ring (brass ring).

C. Install the propeller on the engine by inserting the two dowel pins on the propeller
flange in the appropriate holes on the propeller shaft flange.

* NOTE *

The propeller will fit on the engine in two


positions, 180° from each other. Either position

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is permissible to use. If the same propeller is


being reinstalled, install in the original position
as previously marked. This will prevent
disturbing the propeller/engine combination
dynamic balancing.

D. After assuring that complete and true surface contact between the flanges has
been established, apply (MIL-PRF-83483, Hartzell P/N A-3338-1 or latest upgrade)
antiseize compound to mounting bolt threads and washer surfaces (and remainder
of bolt if desired). For the HC-B5MP-3 ( ) propeller install eight (8) P/N B-3339
bolts and eight (8) A-2048-2 washers or for the HC-B5MA-3 ( ) propeller install
twelve (12) P/N B3347 bolts and twelve (12) A-2048-2 washers through engine
flange into the propeller flange.

*** WARNING ***

Chamfer of washer must face bolt head at


installation.

E. Using (Hartzell P/N AST-2877) special torquing adapter and a standard torque
wrench, torque all eight bolts according to instructions as outlined in the latest
edition of Hartzell Propeller, Inc. Owner's Manual & Log Book No. 139.

F. Safety all mounting bolts in an airworthy manner with .032-inch minimum diameter
stainless steel wire.

G. Remove the feedback ring puller and connect the propeller reversing lever to the
propeller control linkage.

** CAUTION **

With the carbon block assembly held against


one side of the beta feed back ring, check the
side clearance (Refer to Figure 4-6). Clearances
can be established by dressing the block(s)
side(s) as required.

H. Check the propeller reversing linkage on the front end of the engine for proper
rigging.

I. Reinstall the spinner dome and engine cowling.

j. Perform the necessary engine run-up checks.

* NOTE *

Thrush Aircraft Inc. recommends that the


propeller be dynamically balanced to the engine

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whenever a new propeller or an overhauled


propeller is installed, or any time there is a
question of the propeller's balance. Following
the instruction of the propeller balancing
equipment (Chadwick Helmuth Vibrex or
equivalent equipment), set the amplitude of
vibration given in IPS (inches per second) on
the balancer's meter to a level of .2 or less at
1,500 rpm Np by adding weights to the light
blade(s) or spinner bulkhead in accordance with
Hartzell Propeller Owners manual P/N 139
chapter 6.

* NOTE *

Do not add more than four (4) balance weights


(P/N A-1305) in any one stack. A maximum total
of eight (8) weights are allowed on any one
clamp half.

CONSTANT SPEED UNIT (CSU) REMOVAL

A. Remove the forward engine cowling.

B. Remove bolt that secures the propeller control cable to the governor's speed
select lever.

C. Remove the cotter pin, castellated nut, washer and bolt securing the Nf governor-
interconnecting rod to the Nf governor reset arm.

D. Remove the cotter pin, castellated nut, washer, bolt and spacer securing the front
clevis end to the propeller-reversing lever.

E. Remove the cotter pin, washer, clevis pin and bushing securing the propeller-
reversing lever to the beta valve. Remove reversing arm.

F. Disconnect coupling nut of pneumatic (Py) front tube from straight nipple on
propeller governor.

G. Remove the four nuts and washers anchoring the governor to the mounting pad on
the reduction gearbox case.

H. Remove governor and governor mounting pad gasket.

I. If CSU is to be replaced by a new or overhauled unit, remove the straight nipple


from Py port on governor. Remove "O" ring and retain nipple for reuse on the
replacement unit.

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CONSTANT SPEED UNIT (CSU) INSTALLATION

A. Install a new gasket over the four studs on the governor-mounting pad.

** CAUTION **

Make sure the gasket is placed on the mounting


pad with the raised side of the screen up so that
it will fit into the recess on the base of the
governor.

B. If a new or overhauled propeller governor is to be fitted, install straight nipple as


follows:
1. Lubricate new "O" ring with clean engine oil and install on nipple.
2. Install nipple in Py port on propeller governor. Tighten and torque nipple to
65 to 70 lb. in.

C. Lightly coat the splined shaft of the governor with clean engine oil.

** CAUTION **

Ensure drive splines are completely engaged by


checking that flange of governor rests squarely
on gasket with no gap. Rotate propeller to assist
engagement, if necessary.

D. Position the governor on the mounting pad and secure it in place with the four
attaching washers and nuts. Torque the nuts to 125 to 135 inch-pounds.

E. Secure the propeller-reversing lever to the beta valve with the attaching bushing,
clevis pin, washer and cotter pin.

F. Secure the front clevis end to the propeller reversing lever with the attaching
spacer, bolt, washers, castellated nut and cotter pin.

G. Secure the Nf governor-interconnecting rod to the Nf governor reset arm with the
attaching bolt, washer, castellated nut and cotter pin.

H. Secure the governor speed select lever to the propeller speed control cable with
the attaching bolt, washer and nut.

I. Ensure the governor's stop plate contacts both the high RPM stop screw and the
feathering stop screw, when the propeller control lever in the cockpit is operated.
Ensure that there is sufficient cushion at both positions on quadrant. If linkage will
not allow proper travel, adjust the control linkage at either rod end or move speed
select lever on the governor to obtain necessary travel.

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J. Connect coupling nut of the pneumatic (Py) front tube to propeller governor.
Tighten nut; torque to 90 to 100 lb. in., and lock wire.

K. Check engines front linkage rigging.

L. Accomplish propeller governor operational checks in accordance with the


appropriate Pratt & Whitney Maintenance Manual.

M. Install the forward engines cowling.

PROPELLER CSU HIGH RPM ADJUSTMENT

If a high RPM adjustment is required, turn the high RPM stop screw on the governor head
clockwise to decrease or counter clockwise to increase RPM as required to obtain 1,700
RPM propeller speed (NP). After adjustment, ensure there is sufficient cushion at both the
feathered and high RPM positions at the propeller lever on the throttle quadrant.
Lockwire the high RPM stop screw after adjustment.

PROPELLER OVERSPEED GOVERNOR REMOVAL

A. Remove the forward engines cowling.

B. Remove the safety-wire and disconnect the electrical plug from the governor
solenoid valve.

C. Remove the four self-locking nuts and plain washers securing the governor and
remove the governor from the left side of the reduction gear housing.

PROPELLER OVERSPEED GOVERNOR INSTALLATION

A. Install a new gasket on the mounting pad.

B. Apply clean engine oil to the governor splined drive.

C. Position the governor on the mounting pad and install the four plain washers and
selflocking nuts. Apply a torque of 125 to 135 inch-pounds to the mounting nuts.
(Make sure you have the two ground wires under one of the nuts.)

D. Connect the electrical plug to the governor solenoid valve.

E. Reinstall the forward cowling.

F. Perform overspeed governor check (prop test).

ENGINE CONTROLS
RIGGING INSTRUCTIONS:

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The following instructions will produce nominal settings of the engine’s operating
parameters. If an engine is installed, fuel control, propeller or propeller governor replaced
or any time the adjustment of these units is disturbed, the engine controls rigging should
be checked.

AIRFRAME CONTROL LINKAGES

Proper engine/airframe control system rigging is a prerequisite in order to achieve


satisfactory engine operation. The airframe control system will provide the required
throws, travel limits, etc. necessary for the engine controls operation.

PROPELLER REVERSING INTERCONNECT LINKAGE

Details for assembly and disassembly of engine push-pull cable are contained in the
Engine Maintenance Manual.

** CAUTION **

Never attempt to move the power lever into


reverse with engine shutdown without first
removing the pin at the rear clevis. (Refer to
Figure 4-3, item #1)

FRONT LINKAGE

A. Propeller in FEATHER

B. Align rig pin holes in propeller cambox and install pin (A #41 drill bit can be used
as a rig pin). This setting is a rigging datum point.

C. Detach front clevis (Fig. 4-2, #6) at propeller reversing lever (Fig. 4-2, #2) by
removing retaining pin. Do not lose spacer.

D. Connect push-pull cable rear clevis (Fig. 4.3, Item 1) to center hole of propeller
cam (Fig. 4.3, Item 2)

E. Disconnect fuel governor interconnect rod (Figure 4-2, #14) from fuel governor
reset arm (Figure 4-2, #13) by removing retaining bolt.

F. Position rear of clevis slot on beta valve Fig. 4-2, # (3) flush with front surface of
conical cap (1) on propeller governor (see rigging datum).

G. Apply forward tension on push-pull cable and while maintaining rigging datum
setting in step F, adjust clevis (Fig. 4-2, #6) so that retaining pin is easily installed
at clevis and reversing lever (Fig. 4-2, #2) interconnect. Ensure there is no slack in
the push-pull cable. If necessary, adjust length of cable on ball terminal ends and
on lever prior to completing connection and check clevis ends for safety; cable

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must be of sufficient length to prevent the passage of lockwire through the witness
holes.

H. With beta valve set at the rigging datum position, set fuel governor reset arm (Fig.
4-2, #13) on its MAX stop (Fig. 4-2, #12). Align holes in terminal end of
interconnect rod (Fig. 4-2, #14) with the outer hole of the rest arm so that the
retaining bolt can be easily installed. Shorten the length of interconnect rod (Fig. 4-
2, #14) by one-half turn on the terminal end.

When rigging is complete, check all cotter pins for correct installation, safety wiring
complete and all clevis ends, nuts, etc., are in safety and secured.

REAR LINKAGE

A. Disconnect power lever control cable (Fig. 4-3, #4) at input lever (Fig. 4-3, #3).

B. Disconnect push-pull cable (Fig. 4-3, #1) from propeller cam (Fig. 4-3, #2) by
removing retaining pin.

C. Align rigging holes in propeller cambox and install rig pin (Fig. 4-3). This setting is
a rigging datum point.

D. Set condition lever (Fig. 4-3, #5) at LO-IDLE and install rig pin. This setting is a
rigging datum point.

E. Set FCU arm (Fig. 4-3, # 10) on FCU speed setting shaft maintaining an angle of
45 degrees as shown.

F. Adjust interconnect rod (Fig. 4-3, # 6) to length of 8.25 +/- .0625 inches between
terminal end centers and using the outboard hole in FCU arm (Fig. 4-3, # 10) and
2nd hole down from the top of FCU actuating lever (Fig. 4-3, # 11), install
interconnect rod.

G. Place power control lever (Fig. 4-3, # 7) at Beta and reverse lockout stop and
install rig pin into FCU actuating lever (Fig. 4-3, #11) with cambox input lever (Fig.
4-3, # 3) slightly forward of vertical, connect power lever control cable (Fig. 4-3, #4)
to inboard hole on cambox input lever (Fig. 4-3, #3).

H. Remove the rig pin from the cambox (Fig. 4-3, #2) and operate the power control
lever (Fig. 4-3, #7) throughout its forward operating range. Observe that the FCU
hits the FWD MAX STOP and returns to the ground idle position when the power
control lever is fully advanced with FCU on FWD MAX STOP, ensure that:
a. Cam follower pin is clear of bottom of cam track.
b. FCU reaches FWD MAX STOP before cockpit power lever reaches its
forward extremity of control quadrant travel. There should be a slight
“cushion” at the end of lever travel.

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I. Select MAX REVERSE with power control lever (Fig. 4-3, #7) and verify that FCU
MAX REVERSE STOP (Fig. 4-7) is contacted before power lever reaches
rearward extremity of control quadrant travel. Allow slight “cushion” at the end of
lever travel.

J. To check deadband, place protractor on cambox input lever (Fig. 4-3, #3).

K. Retard power lever (Fig. 4-3, #7) into REVERSE range as far as necessary in
order to get the FCU lever (Fig. 4-3, #10) to move off of the deadband stop. Slowly
move the power lever (Fig. 4-3, #7) forward until the deadband adjustment screw
(Fig. 4-7) hits the stop. The screw should be against the stop until a piece of paper
between the screw and the stop is held tightly and a further motion in the
REVERSE direction will release the paper.

L. Measure the angle of the cambox input lever (Fig. 4-3, #3).

M. Push the power lever (Fig. 4-3, #7) forward to the point where the stop screw is
about to liftoff of the stop, but will slightly still grip the piece of paper tightly.

N. Measure the cambox input angle. The difference between the two angle
measurements should be 11 to 12 degrees. Adjust the deadband stop screw (Fig.
4-7) to obtain the desired deadband travel. One full turn out of the deadband
adjustment screw will widen the deadband 1.32 degrees.

O. Check that the deadband adjusting screw (Fig. 4-7) first contacts the stop at, or
slightly forward of the idle detent and the adjusting screw begins to lift-off the stop
at, or slightly aft of the ground idle detent.

P. The deadband travel can be repositioned by adjusting the serrated washer (Fig. 4-
7) on the speed setting shaft. A movement of one serration will result in 0.6-degree
change in position of the FCU arm (Fig. 4-3, #10). Fine adjustments of the
deadband position may be made by adjusting the length of the interconnect rod
(Fig. 4-3, #6).

Q. Connect the push-pull cable (Fig. 4-3, #1) to the propeller cam Fig. 4-3, #2).

When rigging is complete, check all cotter pins for correct installation, safety wiring
complete and all clevis ends, nuts, etc. are in safety.

CONDITION LEVER LINKAGE

A. With the condition lever placed in LOW-IDLE, install rig pin. This is the datum
setting point.

B. Place the condition control lever (Fig. 4-3, #8) in LOW-IDLE detent on cockpit
control quadrant.

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C. Align cable terminal with 3rd hole from the top in FCU condition lever (Fig. 4-3, #5)
and connect.

D. Operate the condition control lever (Fig. 4-3, #8) on the cockpit control quadrant
throughout its full range to ensure freedom of movement and check the following:
1. When OFF, the FCU cut-off stop (Fig. 4-7) is contacted and the pump off-
load set screw (Fig. 4-7) fully depresses the pump unloading valve plunger
(Fig. 4-7).
2. When control lever selected to LOW-IDLE, the FCU condition lever (Fig. 4-
3, #5) rig pin can be inserted and withdrawn freely.
3. When selected to HIGH-IDLE, the FCU reset lever contacts the HIGH-IDLE
stop (Ref. Fig. 4-7).

PROPELLER RIGGING

A. Move propeller control lever (Fig. 4-3, #9) fully forward and check that the skirt
below the propeller governor speed set lever (Fig. 4-2, #9) contacts the maximum
speed stop (Fig. 4-2, Item 10).

B. Move the propeller control lever in the cockpit to FEATHER and ensure that the
skirt below the governor speed set lever (Fig. 4-2, Item 9) fully depresses the
feathering valve plunger.

Upon completion of rigging and prior to engine running, a functional check of the system’s
operation should be carried out. This check should include the operation of all controls
throughout their entire operating range and checking for freedom of all movement,
freedom binding, security and safety.

ENGINE RIGGING CHECKS AND ADJUSTMENTS


This section details various engine and propeller functional checks, which are performed
after engine control rigging and engine run up.

GROUND IDLE ADJUSTMENTS (Ref. Fig. 4-7)

A. Run engine to bring oil temperature within normal operating ranges (38° C
minimum).

B. Set condition lever to LOW-IDLE. and power control lever in IDLE. Check Ng
tachometer for a reading of 59% Ng for PT6A-45, PT6A-65 series and PT6A-67AG
or 62% Ng for PT6A-60AG. If it is not, proceed as follows:
1. Loosen FCU lever clamp screw (Detail A) then loosen the upper low idle
adjustment screw and tighten the lower low idle screw by an equal number

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of turns to INCREASE idle speed. One flat allen head screw will change idle
speed 4%.
2. Tighten the FCU lever clamp screw.

*NOTE*

After adjusting idle, MAX FORWARD and MAX


REVERSE settings may require readjustment.

FLIGHT IDLE ADJUSTMENTS

A. Set condition lever to HIGH-IDLE. Condition lever (Fig. 4-3, #8) must contact
HIGH-IDLE stop screw (Fig. 4-7). An angle of 42 degrees +/- 4 Degrees
represents the angle formed between the CUT-OFF and HIGH-IDLE positions at
the lever.

B. Set HIGH-IDLE to 69% Ng. Adjustments can be made by turning nuts on the cam
follower assembly (Fig. 4-7). Adjusting the nuts out will rotate the FCU lever (Fig.
4-3, Item 10) in a clockwise direction and increase Ng and conversely, turning the
nuts will increase or decrease HIGH-IDLE speed by 1.5%. (Note: PT6A-45, and
PT6A-67AG High-Idle are adjusted by turning High-Idle Stop in to increase, out to
decrease RPM.)

PROPELLER GOVERNOR CHECK

A. Set power lever to IDLE.

B. Feather propeller.

Ng should not change more than 100 RPM.

MAX PROPELLER SPEED CHECK

A. Set propeller control lever to obtain 100% Np or 1700 RPM

B. Adjust MAX SPEED stop adjuster screw (10) as necessary.

OVERSPEED GOVERNOR CHECK

The overspeed governor is set to govern at 104% Np or approximately 1768 RPM and
should not normally require re-adjustment. To check:

A. Move the propeller control lever to MAX INCREASE.

B. Increase power to obtain 1600 RPM.

C. Do not exceed engine torque limit during this check.

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D. Hold propeller test switch in PROP GOV TEST.

E. Advance power control lever until RPM stabilizes. Overspeed governing should
hold stable rpm indication of 1598 ± 20 RPM.

F. Return power lever to I DLE and release the propeller test switch.

FEATHERING CHECK

A. Set propeller control lever to MAX INCREASE.

B. Set power control lever at IDLE.

C. Set condition lever at LOW I DLE.

D. Pull propeller power control lever aft., past the GROUND OPERATION
PROPELLER PITCH STOP detent, to the after most position and observe that
the propeller begins to feather.

REVERSE MAX POWER CHECK (Figure 4-4)

A. Fuel Condition Lever – HIGH IDLE

B. Propeller Control Lever – MAX INCREASE

C. Power Lever - Pull slowly from IDLE to REVERSE.

D. Propeller speed rises to and steady between 1580 and 1650 RPM.

E. Torque should be in the range of 8.5 to 9.5 psi.

GROUND OPERATION PROPELLER PITCH STOP

Provides positive method to keep out of the propeller’s ground operation RPM
restrictions. (NOTE: This stop is adjusted at the factory by controlling the length of the
latch’s pawl and should not require field adjustment. If adjustment is necessary, file the
end of the pawl to adjust length, to obtain below said specifications.)

For PT6A-45A, -45B, -45R, -60AG, -65AG, -65AR and -65B engines with model HC-
B5MP-3C/M10876AS or ANS propellers, adjust the ground operation propeller pitch stop
to restrict propeller rpm to 1170 RPM or below. This propeller is not approved on dual
cockpit T660s.

*NOTE*

A. 1170 to 1400 RPM Np is prohibited on


Ground.

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B. Stabilized operation below 900 RPM Np


is prohibited – Except in feathered operation
from 0 to 400 RPM Np.

For PT6A-65AG, -65AR or -65B engines with model HC-B5MP-3F/M11276NS propeller


and PT6A- with HC-B5MA-3D/M11276NS propeller, adjust the ground propeller pitch stop
to restrict propeller RPM to 1210-1250 RPM.

*NOTE*

A. Stabilized ground operations is prohibited


above 1600 RPM except when the aircraft is
headed into the wind. For downwind takeoffs
advance above 1600 RPM only after brake
release.

B. 1050 to 1200 RPM Np is prohibited on


Ground.

C. Stabilized operation below 900 RPM Np


is prohibited – Except in feathered operation
from 0 to 400 RPM Np.

BETA & REVERSE LOCKOUT

Provides a positive lock to prevent unintentional movement of the power lever into beta or
reverse mode.

FUEL SHUTOFF LOCKOUT

Provides a positive lock to prevent unintentional movement of fuel control lever to the fuel
cut off position.

1600 RPM Np TORQUE SETTING

The 1600 Np torque setting is adjusted using the three beta nuts on the propeller. Refer
to Figure 4-5 when following the steps below.

*NOTE*

It is not necessary to cap the bleed air line when


checking the 1600 RPM torque setting

A. Record the stabilized outside air temperature accurately and set the altimeter
window to 29.92. Record the pressure altitude.

B. Start the engine and allow the instruments to stabilize.

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C. With the propeller lever full forward, advance the power lever until 1600 RPM
propeller speed is obtained.

D. Record the engine torque which is indicated on the torque meter.

E. Shut down the engine.

F. Refer to Figure A and read the desired engine torque for the prevailing ambient
conditions.

G. Ensure that the beta valve clevis slot is flush with the beta valve cap nut. Remove
the propeller spinner and adjust the beta nuts, if necessary, to obtain the desired
engine torque. To facilitate the adjustment of the beta nuts, scribe a line on the
beta nuts and the low-pitch stop rods as shown in Figure 4-5. Use the reference
line to ensure that each nut is adjusted the same number of flats. Turning the nuts
six flats will provide approximately one (1) PSI change in the engine torque.
Standing in front of the propeller and facing the dome, make the adjustments: to
increase turn clockwise and to decrease turn counterclockwise. The torque meter
should be within +/- one (1) psi of the predetermined value.

**CAUTION**

It is important that each nut be moved the same


amount to ensure that the nuts are not moved
out of the relationship with each other.

Do not perform ground testing of the propeller if the wind exceeds 5 MPH. If any wind at
all is present, head the aircraft to a crosswind.

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ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION


-60AG 62.5% +1%, -0% NG
Low (Ground) Idle -45 SERIES 59% ± 1% NG
-67AG 59% ± 1% NG
High (Flight) Flight Idle 69% Ng
Fuel Boost Pump Pressure (Electric & Engine Driven) 20 +/-1 psig
Max Reverse 8-10 psi
Prop Test (O/S Governor) 1,598 ± 20 RPM
Max Propeller RPM 1,700 RPM
Hydraulic Low Pitch Stop Check in accordance with 1600 RPM NP

TYPICAL ENGINE LIMITS CHART (PT6A-60AG SHOWN)

for pertinent engine instrument marking see chapter 8, Figure 1a through 1e.
** OIL OIL
ITT NP
POWER SETTING SHP TORQUE (%) NG PRESSURE TEMP.
(°C) (RPM)
(PSI) (PSIG) (°C)

820 0 to 110
Takeoff 1050 † 38.8‡ 104 1700 90 to 135
*** *****
775 0 to 110
Max. Continuous 1020†† 37.7‡‡ 104 1700 90 to 135
**** *****
40 to 110
Minimum Idle 750 58 60 minimum
*****
-40
Starting 1000* 0 to 200
minimum
0 to 110
Acceleration (Transient) 850* 104 1870 40 to 200
*****

Maximum Reverse 900 760 1650 90 to 135 0 to 99

† 1300 SHP -67AG, 1050 SHP -45 SERIES

†† 1220 SHP -67AG, 1020 SHP -45 SERIES

‡ 48.03 PSI -67AG, 38.8 PSI -45 SERIES

‡‡ 45.07 PSI -67AG, 37.7 PSI -45 SERIES

* Transient Engine Limits are limited to 5 seconds for starting and 20 seconds during
acceleration.

** The Torque Pressure Limits listed above are for NP = 1700 RPM only.

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*** -45, -67AG 800

**** -45 765°, -67AG 800

***** -45, 99°, -67AG 10 to 110

PROPELLER DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION

For PT6A-45A, -45B, -45R, -60AG, -65AG, -65AR and -65B with HC-B5MP-
3C/M10876AS or ANS propeller the following applies:

A. 1170 to 1400 RPM Np is prohibited on Ground

B. Stabilized operation below 900 RPM Np is prohibited – Except in feathered


operation from 0 to 400 RPM Np.

For PT6A-65AG with HC-B5MP-3F/M11276NS propeller and PT6A-67AG with HC-


B5MA-3D/M11276NS propeller the following applies:

A. Stabilized ground operations is prohibited above 1600 RPM except when the
aircraft is headed into the wind. For downwind takeoffs advance above 1600 RPM
only after brake release.

B. 1050 to 1200 RPM Np is prohibited on Ground.

C. Stabilized operation below 900 RPM Np is prohibited – Except in feathered


operation from 0 to 400 RPM Np.

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Figure 4-0a: PT6A Engine Assembly

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Figure 4-0b: PT6A Engine Assembly

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Figure 4-1: Propeller Assembly

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Figure 4-2: PT6A Engine Beta Linkage

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Figure 4-3: PT6A Engine Fuel Control Linkage

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Figure 4-4: Thrush Throttle Quadrant

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TORQUE PRESSURE – PSI – AT 1600RPM PRESSURE


ALTITUDE AND
TEMPERATURE CONVERSION CHART
FIGURE A

Pressure Altitude Temp. (0


50 40 30 20 10 0 -10 -20
(Ft.) Degrees C)
0 9 10 10 10 11 11 12 12

2000 9 9 9 10 10 10 11 11

4000 8 8 9 9 9 10 10 10

6000 8 8 8 8 9 9 9 10

8000 7 7 7 8 8 8 9 9

Figure 4-5: PT6A Engine Torque Chart

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Figure 4-6: PT6A Engine FCU Beta Hookup

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Figure 4-7: PT6A Engine Beta Feedback

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Figure 4-8: PT6A Vibration Isolators

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AIRCRAFT MAINTENANCE MANUAL
Section 5

FUEL SYSTEM
TABLE OF CONTENTS

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


MAINTENANCE PRECAUTIONS ................................................................................................................. 3
SUB-SYSTEMS AND COMPONENTS ........................................................................................................ 3
FUEL QUANTITY INDICATING SYSTEM .............................................................................................. 3
FUEL QUANTITY INDICATOR ............................................................................................................... 4
TRANSMITTER ...................................................................................................................................... 4
REMOVAL .............................................................................................................................................. 4
INSTALLATI ON ..................................................................................................................................... 4
CALIBRATION ........................................................................................................................................ 5
AUXILIARY ELECTRIC FUEL PUMP ..................................................................................................... 6
AUXILIARY ELECTRIC FUEL PUMP REMOVAL .................................................................................. 6
AUXILIARY ELECTRIC FUEL PUMP INSTALLATION .......................................................................... 6
ENGINE-DRIVEN FUEL PUMP .............................................................................................................. 6
FUEL FILTER ......................................................................................................................................... 7
OPTIONAL: FUEL FLOW ....................................................................................................................... 8
FUEL LINE MAINTENANCE .................................................................................................................. 8
SEALING COMPOUNDS ............................................................................................................................. 9
LEAK SEALING ...................................................................................................................................................................10
RESEALING AFTER COMPLETE SKIN REMOVAL ..............................................................................................11
TROUBLESHOOTING .............................................................................................................................................................11
FUEL SYSTEM TROUBLE SHOOTING CHART .....................................................................................................12
ACTIVATING HOPPER (FERRY) FUEL SYSTEM .........................................................................................................16
OPERATING INSTRUCTIONS FOR THE P/N 60167 FERRY FUEL SYSTEM ...................................................16

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FUEL SYSTEM

SECTION FIVE

GENERAL DESCRIPTION

A 230 U.S. gallon fuel supply is available for the Thrush S2R-T660. In each wing, fuel is contained
inside integral wing tanks (wet wing fuel tanks) just outboard of the center section sub-wings. The
left wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that is
located in the fuselage. The fuel supply lines, to the engine, are routed from the header tanks outlet
finger screen through a fuel shutoff (on/off) valve to an electric driven fuel boost pump. The electric
driven fuel boost pump discharge is then routed through a 25-micron main fuel filter to an engine
driven fuel boost pump. The electric driven fuel boost pump serves two purposes, first as a backup
system to provide continuous fuel pressure to the engines high pressure fuel pump in case the
engine driven fuel boost pump fails and secondly to provide boosted fuel pressure to the engines
high pressure fuel pump during engine starting. The aircraft’s fuel system is equipped with two fuel
filters, a ¼ inch mesh finger strainer is installed in the outlet fitting from the header tank and a 25-
micron, airframe supplied, main fuel filter located on the forward L/H side of the firewall. Fuel from
the aircraft fuel system enters the engines high pressure fuel pump which has two fuel filters, an 74-
micron inlet filter and a 10-micron discharge filter (Refer to the engines appropriate maintenance
manual for pertinent maintenance details for the engine supplied filters and fuel systems). The fuel
tank vent system is designed to keep the fuel spillage to a minimum. The fuel tanks are vented
through tubing connected at both the inboard and outboard ends of the individual fuel tanks to the
centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage, under
the left wing and pressurizes the vent system to maintain positive pressure on the fuel tanks. The
vent system is provided with two quick drain, located on the fuselage under each wing to drain any
fuel that might happened to have got in the tanks outboard vent lines. At engine shutdown, fuel from
the flow divider/dump valve, located at the 6 o’clock position on the engines fuel nozzle manifold, is
directed to a residue fuel reservoir “EPA tank” mounted inboard on the L/H aft shin skin. This reservoir
holds approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoirs’ vent
system. (NOTE: This reservoir should be emptied after each shutdown.) (NOTE: It is common and
normal after an engine compressor Water Wash or Performance Recovery Wash to have water or
soap appear in the reservoirs’ drained waste fuel.) The fuel quantity gauge is located on the lower
left instrument panel. The fuel quantity indicated system consists of two transmitters, one indicator
gauge, and a L/H or R/H tank fuel quantity selector switch. A transmitter, installed in each wing tank
transmits an electrical signal to the single fuel quantity indicator. The instrument reads both the left
and right fuel tanks singularly as chosen by the electrical control switch, adjacent to the fuel quantity

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indicator gauge on the instrument panel. The two fuel tanks are serviced through filler ports located
on the top of both wings. The filler ports incorporate security chains to prevent the lost of the fuel
caps. Service the aircraft from refueling facilities that utilize proper ground handling equipment and
filter systems to remove impurities and water accumulations from the bulk fuel. If filtering facilities are
not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced after
the last flight of each day to reduce condensation and allow any entrapped water accumulations to
settle to the fuel system drains, to be removed, prior to the next flight.

MAINTENANCE PRECAUTIONS

The establishment of safe maintenance procedures is necessary to ensure safety of personnel and
prevent damage to the aircraft when performing fuel system maintenance. The principle
precautions that should be enforced are enumerated as follows:

A. Perform fuel system maintenance in an approved work area.


B. Ground aircraft and maintenance stands to a common ground; ground- attaching
surfaces must not be painted.

C. Remove external power sources and disconnect batteries.


D. Suspend all maintenance except fuel system maintenance, unless area is declared safe from
explosive vapors.

E. Assure that fire-extinguishing equipment is readily available.

F. Use air-driven power tools only.

G. Use explosive-proof electric lights or flashlights.

H. Wear cotton clothing to avoid possible static electricity discharge.

I. Service, defuel, and refuel aircraft as outlined in Section II.


J. Do not remove components from the fuel system until replacement components or covers are
available for exposed openings.

K. Always replace O-rings, seals, etc. when re-installing fuel system components.

SUB-SYSTEMS AND COMPONENTS

FUEL QUANTITY INDICATING SYSTEM

The fuel quantity indicating system consists of a fuel quantity indicator, located in the left instrument
panel and electrically connected to a fuel quantity transmitter installed in each fuel tank. The fuel
quantity indicating circuit is provided with variable resistors within the transmitters. These resistors

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
vary the current flow through the indicating circuit. As the current flow varies, the needle on the fuel
quantity indicator will indicate the level of fuel sensed by the fuel quantity transmitter.

FUEL QUANTITY INDICATOR

One fuel quantity indicator is installed in front of the pilot in the left instrument panel. This instrument
is a single reading indicator that serves either the left of right fuel tank by operation of an electric fuel
tank-selector switch on the left instrument panel. A transmitter installed in each fuel tank sends
input signals to the indicator that gives the proper level of fuel in each tank. The instrument face is
marked in increments from empty to full. Refer to Section VIII for additional information.

TRANSMITTER

The fuel quantity transmitters are installed in the inboard aft corner of the wing fuel tanks. Access to
the transmitter is gained by removing the inboard cover plate. As the fuel level increases, the float
arm is repositioned. This produces a minimum resistance through the transmitter, permitting
maximum current flow through the fuel quantity indicator and maximum pointer deflection. As the
fuel level is lowered, resistance in the transmitter is increased, producing a decreased current flow
through the fuel quantity indicator and consequently a smaller pointer deflection on the fuel quantity
indicator.

Removal

Removal of the fuel quantity transmitter can be accomplished through the inboard cover plate on
the upper surface of the wing.

A. Defuel aircraft as outlined in Section II.

B. Remove inboard cover plate.

C. Disconnect electrical leads at the transmitter.


D. Remove attaching screws, washers and bushings, and carefully remove transmitter
assembly.

Installation

The transmitter can be installed by reversing the removal procedures. Do not damage float or bend
float arm when placing the transmitter into the tank or incorrect readings will result.

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AIRCRAFT MAINTENANCE MANUAL

Calibration

The fuel quantity transmitter and indicator have been calibrated at the factory and should not
require recalibration. However, if for some reason the system requires recalibration, the electrical
system should be carefully checked prior to recalibration. When necessary, the fuel quantity
indicating system is calibrated as follows:

A. Defuel aircraft as outlined in Section II.

B. Connect an APU (auxiliary power unit) to the external power connector.

C. Turn APU on and adjust to 27.5 volts.

D. Turn battery switch ON. Readjust APU to 27.5 volts, if necessary.

E. Place fuel quantity switch to L.H. MAIN tank.


F. With the transmitter float resting on the bottom of the fuel tank, set indicator needle to the
empty mark by adjusting the screw on front of indicator.
G. Raise float to touch top of fuel tank and set indicator needle to the full mark by adjusting
trimmer screw on back of indicator.

H. Place fuel quantity switch to R.H. MAIN tank.

I. Repeat steps F and G for right fuel tank.

J. Turn battery switch OFF.

K. Turn APU OFF.

L. Level aircraft as outlined in Section II.


M. Disconnect right fuel tank fuel line at header tank. Cap header tank fitting and disconnected
fuel line.

N. Fill header tank and lines with fuel.

O. Add one (1) U.S. gallon of fuel to each wing tank.

P. Turn APU ON.

Q. Turn Battery switch ON.


R. Check fuel quantity indicator for correct reading of each tank. Indicator should read empty
(O) at one gallon.

S. Complete the calibration (see Table below on this page).


T. After completion of the preceding steps, the calibration should be correct. If not, check
transmitter float arm for correct down (empty) position and correct by bending float support
arm as needed. Recalibrate system and check for correct reading.
U. If the system is still out of calibration, remove and replace the transmitter and/or the
indicator.
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AIRCRAFT MAINTENANCE MANUAL

V. Turn off and disconnect APU.

W. Turn battery OFF.


X. Restore the fuel system to its original
configuration.

CAPACITY (U.S. GALLONS)

EMPTY 1/2 FULL 82

40 (-3, +5) 82 (-0, +8)


1 Gallon
Gallons ABOVE 82
Per Tank UNGAUGEABLE

AUXILIARY ELECTRIC FUEL PUMP

The auxiliary fuel pump is installed on the underside, left side of aircraft cockpit aft of the fuel
header tank. A two-position switch labeled AUX FUEL PUMP on the switch panel electrically
controls this pump. The pump is a positive displacement vane type with a balanced-type relief
valve, and provides a fuel pressure of 20± psi. This pump provides positive fuel pressure for engine
starting and may be used for continuous engine operation in the event of engine-driven fuel pump
failure. Maintenance and disassembly of this pump is not authorized. Therefore, the servicing is
limited to the removal and replacement of the pump.

AUXILIARY ELECTRIC FUEL PUMP REMOVAL

A. Close fuel shutoff valve.


B. Remove drain plug and drain pump.
C. Disconnect electrical connector from motor.
D. Remove hose from pump and cap hose.
E. Remove attaching hardware and remove pump assembly from support bracket.

AUXILIARY ELECTRIC FUEL PUMP INSTALLATION

A. Install pump to support brackets and tighten hardware.


B. Connect hose to pump
C. Open fuel shutoff valve.
D. Connect electrical connector to pump motor.
E. Operate fuel pump and check for fuel leaks at lines and fittings.

ENGINE-DRIVEN FUEL PUMP

The engine-driven fuel pump installed on the lower right rear portion of the engine is provided with a relief
valve that will allow fuel to pass through from the airframe pump to the engine in the event of pump
failure.
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AIRCRAFT MAINTENANCE MANUAL

FUEL FILTER

The fuel strainer in the filter should be removed, inspected and cleaned every 100 hours of
operation or sooner if improper fuel circulation is suspected. (See Figure 5-2 and 5-3)

AIRBORNE 1J18 FUEL FILTER SERVICE INSTRUCTIONS

** CAUTION **

The following procedures must be followed in the order of


steps given to avoid damage to the components and to assure
proper functioning of the unit.

Refer to illustration (Fig 5-2) for identification of parts during disassembly and re-assembly.

A. Turn airframe fuel shutoff valve to “OFF” position. Cut, remove and discard safety wire (not
shown) securing filter bowl assembly.

B. Using 13/16” wrench unscrew hex nut, (Item 1) bowl retainer. (Right hand threads.)

C. Pull filter bowl (Item 2) straight off filter housing stud.


D. Using one thin ½” open end wrench, hold filter retaining nut (Item 3) while loosening jam nut
(Item 4) with second ½” wrench.

** CAUTION **

DO NOT twist or bend stud. Stud is not a removable item.


DO NOT pry on filter element.

E. Remove retaining and jam nuts (Items 3 and 4).


F. Filter element (Item 5) will now drop off stud.
G. Seal central tube opening of filter element with suitable size rubber plug, to keep inside of
filter element from getting contaminated during the cleaning process. Gently clean filter
element by rinsing in new/unused solvent (Safty-kleen SK-105, Varsol, MIL-PRK-680 Type
II, Odorless mineral spirits or equivalent) and blowing debris off surfaces using a low-
pressure (up to 30 PSI Max) clean compressed air source.\

** CAUTION **

DO NOT scrape, pry or poke mesh surfaces with sharp objects DO


NOT attempt to separate segments of filter element.

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

H. Replace filter element (Item 5) on stud and secure with retaining nut (Item 3)
tightened moderately.
I. While holding retaining nut with thin ½” open-end wrench tighten jam nut (Item 4)
with second ½” wrench.

** CAUTION **
Do Not ALLOW STUD TO TWIST.

J. Replace filter bowl “0” ring. Apply a light coating of Vaseline to new filter bowl “0” ring
seal, then locate new seal in groove on inside lip of filter housing.

K. Push filter bowl (Item 2) into housing taking care not to cock sideways.
L. Replace fuel bowl retaining nut “0” ring. Apply light coating of Vaseline to “0” ring on filter
bowl retainer nut (Item 1) and install on stud with 50 to 60 inch pounds torque.

M. Secure Filter bowl retainer nut with .032” stainless steel lockwire.
N. Turn airframe fuel shutoff valve to “ON” position. Turn electric fuel boost pump on and
observe 20 PSI on fuel pressure gauge. Observe fuel filter assembly for leaks prior to
closing filter access panel.

OPTIONAL: FUEL FLOW

Some aircraft are equipped with a fuel flow unit. The Shadin Company Inc. Miniflo Digital fuel
management system incorporates an indicator and transducer. The transducer is installed in the fuel
line between the engine’s FCU and the fuel flow divider/dump valve. (See Shadin Company Inc.
Miniflow maintenance manual for troubleshooting and repairing data for the fuel flow system.)

FUEL LINE MAINTENANCE

CS 3204 A2 may be used as a thread lubricant or to seal minor connection leaks throughout the fuel
system. Apply sparingly to male fittings only. Always insure that a sealing compound or residue from
a previously used compound, or any other foreign matter does not enter the fuel system.

** CAUTION **
Protect all drain openings and fuel outlet screens when
applying sealant.

Any repair that breaks the fuel tank seal will necessitate resealing of that area of the tank. Repair
parts that need sealing must be installed and riveted during the sealing operation.

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

SEALING COMPOUNDS
CS 3204 A2 or B2 meets AMS-S-8802 (formerly Mil-S-8802) standards. It is a fuel resistant sealant
use on integral “wet wing” fuel tanks as well as other areas subject to contact with aircraft fuels,
lubricants, oils, agriculture chemicals, water and/or weathering. Thrush Aircraft Inc uses two
grades; CS 3204 A2 which is thin, brushable, and self leveling liquid and CS 3204 B2 which is a
thixotropic paste that will not flow or sag on overhead or vertical surfaces. Thrush Aircraft Inc
recommends the use of “Semkit®,” which are easy-to-use pre-measured 6 oz. Plastic tubes with a
4.5 oz. Fill of product. When mixing materials packaged in bulk or when only a small quantity is
required, stir 10 parts by weight of the part “B” component into 100 parts by weight of the part “A”
component. Mix and stir both components until a uniform gray color is achieved. There should be
no white or black streaks in the properly blended material. Blend the components slowly, as violent
stirring will entrap air in the cured sealant. Do not thin CS 3204 with solvents.

Thoroughly clean all surfaces to which CS 3204 is to be applied immediately prior to sealant
application. Cleaning shall be accomplished with clean lint-free paper or cloth towels or small
paintbrushes soaked with Acetone or Methyl Ethyl Ketone and wiped clean. Always clean an area
longer and wider than the width of the finally applied sealant to insure maximum bonding. CS 3204
is also used to make and seal all exposed stressed skin joints and overlap fillets, fiberglass to
aluminum overlap fillets and seal cockpit windows to prevent water and agriculture chemical entry
into these vital structures. CS 3204 is used to seal all bolts in hold-down and carry-through duty in the
chemical hopper. CS 3204 can be painted when cured. Alternate sealers for CS 3204 class A & B
are PR-1422 class A & B and PR-1750 class A & B. For fast set up times (20 minutes application
life and cure time) “Quick Set” CS-3204 B1/4 or PR-1435 may be used as a alternate sealer
anywhere on the aircraft.

CS 3600 (Mil-S-4383C) is used by Thrush Aircraft Inc as a topcoat for all the above listed
polysulfide sealers inside of the Thrush’s integral fuel tanks. It is one part (no mixing), has the
consistency of thin syrup and can be painted on top of all previously sealed internal fuel tank seams.
If CS 3600 is used, it must be allowed to air dry for 4 days minimum before being exposed to fuel.
“Semkit®” premeasured cartridges can best be utilized by use of either a Semco® model 250
pneumatic or model 850 hand operated application gun. Thrush Aircraft Inc factory uses the
following nozzles: Semco® model Nos. 252 (2.5”, 1/16” orifice), 410 (4”, 1/32” orifice), or 440 (4”,
1/8” orifice). The plastic nozzle tip can be cut with a razor knife to enlarge or modify the tips orifice
size and shape to control the size and shape of the material bead.

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

***WARNING***
Refer to and adhere to all measures and precautions obtained
from the applicable Material Safety Data Sheet (MSDS) prior to
using or removing CS 3204 and any other chemicals, adhesives,
materials, oils, fuels, sealers, cleaners, or solvents listed in this
manual.

LEAK SEALING

Determine the approximate location of the leak by visual inspection through the cover plates in the lower
surface of the wing. After leak area is determined, drain all fuel from affected tank. See Section II for
defueling procedures.

A. Remove the cover plates on upper surface of wing to repair the tank leak. Sealing can be
accomplished through these openings.

**CAUTION**
Assure that the leak is not being caused by structural cracks,
loose seams or any source other than a pinhole from around a
properly installed fastener.

B. Clean the general area of the leak with clean paper towels. Apply an even coating of CS 3204
A2 with a stiff clean brush. Catalyst is furnished and should be carefully mixed according to
instructions on the container.

C. Allow the sealer to dry overnight.


D. After drying, the sealer should be checked for air bubbles or thin spots. Additional sealer should
be applied where necessary.
E. Reinstall the cover plates on wing upper surface.

RESEALING AFTER COMPLETE SKIN REMOVAL

To reseal the fuel tanks after removing or repairing the wing skin, proceed as follows:

A. Prior to installing the wing tank skin, all surfaces that will receive sealant shall be cleaned and
etched.
B. Apply CS 3204 B2 mixed compound to all areas of contact between the skin and rib structure.

C. Rivet the wing tank skin in place and allow the sealer to dry until tacky to the touch.

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
D. After adequate drying, the sealer should be checked for air bubbles or thin spots. Apply
additional CS 3204 A2 sealer as necessary.

E. Reseal cover plates and fuel quantity transmitter mounting with CS 3204 B2.
F. Vacuum tank area thoroughly to remove all particles of dried sealant, dirt or other foreign
matter.

G. Allow the sealant to cure for 16 hours or more.

H. Pressure check fuel tank from 38 to 44 inches of water-manometer, for 3 (+1) minutes.

**CAUTION**
Do not attempt to apply pressure to the tank without first sealing off all lines and
vents, and without an adequate regulator to control pressure. Do not pressurize
the tank in excess of 1.589 psi (44.0 inches of water-manometer) or damage
may occur.

I. To prevent water and chemical entry into wing and empennage skin joints and edges, make
fillets by applying a small bead of CS 3204 B2 to all skin edges, joints, and overlaps. The
fillets can be painted after sealer has dried.

TROUBLESHOOTING
The trouble-shooting figure in this section discusses symptoms, which can be diagnosed, and
interprets the results in terms of probable causes and the appropriate corrective remedy to be
taken. Review all probable causes given and check other listings of troubles with similar symptoms.
Items are presented in sequence, not necessarily in order of probability.

Effective: 1/10/05 5 -11


THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

FUEL SYSTEM TROUBLE SHOOTING CHART

TROUBLE PROBABLE CAUSE REMEDY

Check fuel quantity. Service

No fuel quantity indication. Fuel tanks empty. with proper grade and amount
of fuel.

Check visually. If not open,


Fuel quantity indicator circuit
check continuity. Reset.
breaker open or defective.
Replace if defective.

Disconnect wire from


transmitter at indicator not
registering and attach it to an
indicator that is registering. If
Defective fuel quantity indicator does not register,
indicator or transmitter. transmitter is defective. If the
new indicator registers, the
existing indicator is defective.
Replace defective transmitter
or indicator.

Check connections and wiring.


Loose connections or open
Tighten connections; repair or
circuit.
replace wiring.

Left and right fuel quantity Check continuity and replace if


indicator switch defective. defective.

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

Check power to gauge. If no


No power to gauge. power, check for defective
circuit breaker.

Circuit board on rear of gauge


Power, ground and
defective. (Replace board) or
transmitter checks good.
entire gauge.

Check ohms to transmitter.


Check for broken wire.
Open ground between gauge Transmitter should read 0
Fuel indicated full at all times.
and transmitter. ohms when fuel tank is empty
and 33 ohms when fuel tank is
full.

Check fuel quantity. Service


No fuel flow to engine-driven
Fuel tanks empty. with proper grade and amount
fuel pump.
of fuel.

Fuel line disconnected or Inspect fuel lines. Connect or


broken. repair fuel lines.

Disconnect fuel lines from tank


outlets. No fuel indicates
Header tank outlet fuel
plugged strainers. Remove
strainers plugged.
and clean strainers and flush
out tanks.

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

Inspect filter element. Clean


Fuel filter element plugged.
or replace filter element.

Starting at fuel pump inlet,


disconnect fuel lines
Fuel line plugged. successively until plugged line
is located. Clean out or
replace fuel line.

Use the preceding isolation


Partial fuel flow from the procedures, checking for
Fuel starvation after starting.
preceding causes. sufficient rate of flow. Using
the preceding remedies.

Check pump outlet during


Malfunction of engine-driven
starting. Replace fuel pump.
fuel pump.
See Section IV.

Pressure check each vent line.


Fuel vents plugged.
Clean or replace vent line.

No fuel flow when auxiliary Defective electric auxiliary Check continuity of switch.
pump is turned on. fuel pump switch. Replace defective switch.

Effective: 12/17/03 5 -14


THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

No fuel flow when auxiliary


pump is turned on (continued).
Open or defective circuit Check visually. If not open,
breaker. check continuity. Reset.
Replace if defective.

Check connections and wiring.


Loose connections or open
Tighten connections; repair or
circuit.
replace wiring.

Disconnect outlet line. With


proper fuel supply to pump,
Defective auxiliary fuel pump. fuel under pressure should
flow from outlet. Replace
defective pump.
Check pump outlet during
starting. See Section IV and
Defective engine-driven fuel
replace fuel pump if by-pass
pump by-pass valve.
valve is defective or installed
backwards.
Check voltage and ground
wire. If voltage is present and
Fuel flow indicator
No voltage to indicator. ground is good, replace
inoperable.
indicator, maintaining the
same K factor.
To check transducer, remove
four screws holding wire
housing to flow vane housing.
With battery power on, pass
Indicator comes on but will Bad wires to transducer or
screwdriver back and forth
not show fuel flow. defective transducer.
over wire housing pickups.
You should get a reading on
indicator. If no reading,
replace units.

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

*NOTE*

Any time you have to replace either the fuel flow indicator or the transducer, you must be sure to
have unit calibrated to same K factor as set by manufacturer. This will cause bad indications if
mismatched K factors are installed together.

ACTIVATING HOPPER (FERRY) FUEL SYSTEM


(Ref. Figure 5-1)

A. Remove spray pump and spray pump discharge line to spray valve. Tie-rap any wires or cables
to upper portion of pump mount.

B. Open hopper gatebox dump gate.

C. Assure hopper has been cleaned thoroughly and there is no presence of water or chemicals.

D. Assure side loading plumbing has been cleaned and there is no presence of water or
chemicals.

E. Install the 2" camloc female cap on the spray valve return inlet fitting located inside the hopper
gatebox left hand side and lockwire.

F. Install cap on hopper outlet fitting and lockwire.


G. Hook up fuel line from cap to fuel selector valve. Make sure that the fuel line is secured to aircraft structure
and will not foul any moveable controls.

H. Service hopper with approved fuel.

** CAUTION **
Operation instructions must be followed to operate
aircraft using ferry fuels.

Operating instructions for the P/N 60167 ferry fuel system


When used on the model S2R-T660

A. Securely attach these instructions in the cockpit on the hopper, directly in front of the pilot's
face at the time of installation of the ferry fuel system.

B. In the United States, an aircraft with this ferry fuel system installed and connected to the
normal fuel system must be operated on a special flight authorization (ferry permit)
regardless of whether the ferry fuel system is actually used on any particular flight.

C. Due to vapor lock considerations, use of aviation gasoline as an alternate fuel is prohibited
in either the wing tanks or the hopper.

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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

D. Do not use hopper fuel for takeoff, landing, or flight at low altitude.

Use hopper fuel only for level cruising flight above 3000 feet above ground
level. Always operate the electric fuel pump and the ignition switch while
changing the fuel selector in flight. Always switch fuel at or below cruise
power settings.

E. Except in emergency, do not dump hopper fuel in flight or on the ground


with the engine running.

F. Drain the hopper sump and all other normal fuel system sumps prior to
flight.
Important Note: with the ferry fuel selector in hopper position, drain
all trapped air from the hopper fuel line by operating the fuel filter
drain located on L/H shin skin forward of firewall (see Fig. 5-2).
Unless this procedure is followed after each refueling, the engine
may flameout when hopper fuel is selected in flight.

G. Never use the hopper as a fuel tank unless it is completely clean and dry.

H Remove these instructions from the cockpit only after removal of the ferry fuel system from
the aircraft.

Effective: 12/17/03 5 -17


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 5-1

Effective: 8/5/05 5 -18


THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 5-2

Effective: 12/17/03 5 -19


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 5-3

Effective: 12/17/03 5 -20


THRUSH AIRCRAFT INC – T-660 TURBO THRUSH
AIRPLANE MAINTENANCE MANUAL

SECTION 6

LANDING GEAR, WHEELS & BRAKES


TABLE OF CONTENTS
LANDING GEAR, WHEELS AND BRAKES .................................................................................................2
GENERAL DESCRIPTION ...........................................................................................................................2
MAIN LANDING GEAR REMOVAL ..............................................................................................................2
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR ...................................................................2
TAIL LANDING GEAR ..................................................................................................................................3
SPRING STEEL ......................................................................................................................................3
REMOVAL...............................................................................................................................................3
DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY..........................................................................4
CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY. ............4
INSTALLATION ......................................................................................................................................4
TAIL GEAR RIGGING.............................................................................................................................5
TAIL WHEEL REMOVAL AND DISASSEMBLY ...........................................................................................5
TO REMOVE AND DISASSEMBLE TAIL WHEEL/TIRE, PROCEED AS FOLLOWS: ..........................5
INSPECTION OF TAIL WHEEL ASSEMBLY .........................................................................................5
TAIL WHEEL REASSEMBLY AND INSTALLATION .............................................................................6
WHEELS AND BRAKES.............................................................................................................................10
GENERAL DESCRIPTION .........................................................................................................................10
MAIN WHEEL REMOVAL AND DISASSEMBLY........................................................................................10
DIVIDED TYPE WHEEL .......................................................................................................................10
INSPECTION OF MAIN WHEEL ASSEMBLY......................................................................................11
Cleveland, Divided Type, ......................................................................................................................11
REASSEMBLY AND INSTALLATION ..................................................................................................12
Cleveland Divided Type, .......................................................................................................................12
SERVICING ................................................................................................................................................14
MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES ..................................................14
REMOVAL OF LININGS FROM CALIPERS ........................................................................................17
REPLACEMENT OF ORGANIC LININGS............................................................................................17
REASSEMBLY OF ORGANIC LININGS TO CALIPER........................................................................18
REPLACEMENT OF METALLIC LININGS...........................................................................................19
REASSEMBLY OF METALLIC LININGS TO CALIPER.......................................................................21
ORGANIC BRAKE LINING CONDITIONING PROCEDURES.............................................................21
METALLIC BRAKE LINING CONDITIONING PROCEDURES............................................................22
BRAKE REMOVAL AND DISASSEMBLY ............................................................................................23
BRAKE REASSEMBLY AND INSTALLATION .....................................................................................25
Cleveland Disc Type .............................................................................................................................25
REMOVAL OF BRAKE MASTER CYLINDERS..........................................................................................25
DISASSEMBLY AND REPAIR..............................................................................................................25
INSTALLATION ....................................................................................................................................26
BRAKE BLEEDING...............................................................................................................................26
TROUBLESHOOTING CHART ..................................................................................................................28

Effective 8/5/05 6-1


THRUSH AIRCRAFT INC – T-660 TURBO THRUSH
AIRPLANE MAINTENANCE MANUAL

LANDING GEAR, WHEELS AND BRAKES

GENERAL DESCRIPTION

The main landing gear consists of two interchangeable spring steel gear assemblies and two wheel and brake
assemblies. A common center beam supports each gear half. A dowel pin and clamp is used to hold the gear in
place. The beam is mounted to left and right plates, both of which are bolted to the lower forward fuselage
frame. All landing gear attach points should be carefully inspected for wear and damage during landing gear
checks. Always place the aircraft on jacks prior to performing any maintenance procedures on the landing gear
system.

MAIN LANDING GEAR REMOVAL

A. Jack aircraft as outlined in Section II.


B. Remove fuselage skins as required.
C. Disconnect flexible hydraulic brake line and plug to prevent leakage and contamination.
D. Remove the outboard saddle clamps from end-pieces.
E. Remove inboard clamp bolts.
**CAUTION**

The gear is extremely heavy and needs to be


handled accordingly to prevent personnel injury
and/or damage to the gear.

F. With the gear supported, lower it down off and away from the dowel pin. It may be necessary to pry the
gear apart.

CLEANING, INSPECTION AND REPAIR OF MAIN GEAR

A. Clean all parts with a suitable type cleaning solvent.


B. Inspect all bolts, bearings and bushings for excess wear, corrosion and damage.

C. Check all welds for cracks at fuselage support brackets.


D. Repair of the landing gear is limited to reconditioning of parts, such as replacing components, bearings
and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped
or peeled.

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AIRPLANE MAINTENANCE MANUAL

TAIL LANDING GEAR

SPRING STEEL
The tail gear consists of a 1-inch thick alloy steel spring, tail gear sub-assembly fork assembly and wheel
assembly. The tail wheel is a locking type and is actuated from the elevator bell crank by a cable. Centering
springs align the tail wheel, and a pin engages and locks the wheel in the trailing position. Pushing the control
stick fully forward disengages the locking pin and the wheel is free to caster for taxiing.

REMOVAL (REFER TO FIG. 6-1A)


A. Remove fuselage skins as required.
B. Using a suitable Jack. Jack and secure tail of aircraft, using jackpoint.
C. Remove outer dust cover (hubcap).
D. Remove cotter pin and axle castellated nut, then remove the tire/wheel assembly. Be sure to capture
the two- (2) P/N95435-11 spacers (refer to fig. 6-1), located on each side of wheel assembly.
E. Disconnect control lock flex cable at pivot arm and cable hold down clamp.
F. Disconnect centering springs from tail wheel centering arm assembly by removing attach bolt.

* NOTE *

Do not alter lock cable or elevator travel stops. Alteration of tail gear lock
cable or elevator travel stops will require re-rigging of tail wheel locking
system.

G. If disassembly of tail wheel/tire assembly is necessary, follow steps highlighted on page 6-5 and 6-6.
H. Remove main leaf spring assembly by removing NAS6207-54 bolt holding spring to trunnion assembly.
Remove two-(2) each NAS6606-54 bolts that holds the lower spring support block to upper support
block. Note how many 90056-26 washers were located on each side between support blocks.
I. Remove trunnion assembly from fuselage by removing trunnion attach shaft.

CLEANING, INSPECTION AND REPAIR OF TAIL GEAR


A. Clean all parts with a suitable type cleaning solvent.
B. Inspect main leaf springs attach bolts for excessive wear.
C. Inspect all bolt holes for elongation.
D. Inspect main spring leaf for corrosion and cracks.

E. Inspect spindle housing assembly welds for cracks.


F. Inspect spindle housing assembly for cracks and corrosion.
G. Inspect lock pin and upper and lower lock plates for wear, corrosion, cracks, and proper operation.
H. Inspect centering springs for corrosion, wear at ends, and for correct operation.
I. Inspect lock pin flexible cable and spring for corrosion and correct operation.

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AIRPLANE MAINTENANCE MANUAL

J. Inspect P/N95434-11 Acetal (Delrin®) lower support block spacer for wear and cracks.
K. Inspect upper and lower leaf spring support blocks for wear, corrosion, and cracks.
L. Repair of the tail landing gear is limited to replacement of component parts, bearings, bushings,
smoothing out minor nicks and scratches, and repainting chipped or peeled areas.

DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY (REFER TO FIG. 6-1)


A. If desired, remove bolts, nuts and washers that bolt tail wheel fork to spindle.
B. Remove bolts, nuts, and washers that bolt centering arm to top of spindle and remove centering arm.
Note orientation for proper reassembly.
C. Remove red plastic cap plug (dustcover).
D. Remove cotter pin, castellated nut, tongue washer, grease cup washer, and cone bearing.
E.. Remove spindle assembly and thrust washer from spindle housing. Do not remove upper bearing cup
or bottom bronze bushing unless replacement is indicated by inspection.

CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY.


A. Clean all parts with a suitable type cleaning solvent.
B. Inspect all bolts, bearings and bushings for excessive wear, corrosion and damage.
C. Inspect spindle assembly for cracks, excessive wear, corrosion and damage.
D. Inspect spindle housing for cracks, excessive wear, corrosion and damage.
E. Inspect lock pin lower plate and lock pin top plate assembly for cracks, corrosion and damage.
F. Repair of tail gear sub-assembly is limited to reconditioning of parts such as replacing bearings and
bushings, smoothing out minor nicks and scratches, repainting chipped or peeled areas and
replacement of component parts.

INSTALLATION (REFER TO FIG. 6-1 & 1A)


The tail gear may be installed by reversing the removal procedures. Ensure that trunnion is straight down (6
O’clock position) and that leaf spring support blocks grips the leaf spring tightly to prevent movement fwd. or
aft. (Add or subtract P/N 90056-26 washers/spacers (.063”) between upper and lower support blocks to
achieve a tight grip of leaf spring after bolts are properly torqued.) All bolts shanks and bolt holes are to be
coated with Snap-on™ General Purpose Antiseize lubricant or equivalent before installation. Lubricate all
bearings, bushings, and Zerk (grease) fittings with MIL-G-81322 (Aeroshell 22) grease. Torque all hardware
in accordance with TORQUE CHART (figure 2-7) with the exception of the top spindle castellated nut and
wheel/tire axle castellated nut, which should be torqued as follows:
A. For spindle castellated nut: While manually rotating spindle, torque spindle castellated nut to 20 inch-
pounds, continue rotating spindle and back off to zero inch-pounds. While manually rotating spindle,
torque nut to 10 inch pounds. If not in locking position, advance nut to next position, not to exceed 30º,
and install cotter pin. Bend ends of cotter pin around spindle castellated nut. Note: Spindle must rotate
freely without perceptible play.
B. For tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle castellated nut to 80
inch-pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating

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AIRPLANE MAINTENANCE MANUAL

wheel/tire, torque to 30 to 40-inch pounds. Rotate axle castellated nut (clockwise or counterclockwise)
to nearest slot and cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut. Note:
Wheel/tire must rotate freely without perceptible play.
C. Carefully lower aircraft to ground and remove Jack.
D. Recheck tire inflation pressure (6.00-6 8pr is 55psi) and install dust cover (hubcap).

TAIL GEAR RIGGING

Rigging will be required if lock cable or elevator travel stops have been altered in any way. Rig as follows:
A. Place elevator in a 17 (±1) degrees down position.
B. Connect lock cable to pivot arm.
C. Assure lock pin is flush with bottom of lock pin cylinder when making final adjustment to lock cable
turn barrel.
D. Adjust top plate as required to assure straight forward travel of aircraft tail wheel when tail gear is
locked.

TAIL WHEEL REMOVAL AND DISASSEMBLY

TO REMOVE AND DISASSEMBLE TAIL WHEEL/TIRE, PROCEED AS FOLLOWS: (REFER TO


FIG. 6-1)

A. Using a suitable Jack. Jack and secure tail of aircraft, using provided jackpoint.
B. Remover dustcover (hubcap) and deflate tire by depressing the schrader valve stem plunger until air
can no longer be heard escaping from the tire.
C. Remove schrader valve core.
D. Remove cotter pin and axle castellated nut. Rock wheel/tire slightly, then remove wheel/tire
assembly from axle, and be sure to capture the two- (2) P/N95435-11 spacers, located on each side
of wheel assembly.
E. From each side of wheel; carefully remove snap ring, felt grease seal retainer, felt grease seal, grease
seal ring and cone bearing. Store the cone bearings in plastic bags for cleanliness. Label the bearings
for reinstallation into position from which it was removed.
F. With the tire completely deflated, removing the wheel through-bolts will separate the wheel halves.
Pull the wheel halves from the tire by removing the wheel half opposite the valve stem first. Mark
wheel halves to note relationship to each other for reassembly.
INSPECTION OF TAIL WHEEL ASSEMBLY
A. Visually check all parts for cracks, corrosion, distortion, defects and excessive wear.
B. Inspect felt grease seals. Replace if surface is hard or contaminated, or shows evidence of
excessive wear. Lightly saturate grease seal felts with SAE 10wt. Oil (3-in-ONE oil) (do not soak).
C. Inspect tire for cuts, anomalies, internal damage and deterioration.
D. Inspect inner tube for cuts, wrinkles, anomalies and deterioration. Note: Do not use a used inner tube
with a new tire. Tubes grow in service, taking a permanent set of about 25% larger than original size.

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This makes a used tube too large to use in a new tire, which could cause a wrinkle and lead to tube
failure.
E. Inspect wheel bearing grease for contamination and solidification at each periodic inspection.
Repack bearings with MIL-G-81322 (Aeroshell 22) or equivalent grease. Note: Do not exceed 500
wheel miles or on annual inspection whichever comes first between repacking intervals.
F. Clean and inspect bearing cups and cones. Note: Do not spin dry bearings or handle bearing
components with bare hands. The bearing cup should not be removed except when replacement is
necessary due to scratches, nicks, pitting, spalling, corrosion, brinelling, or evidence of overheating.
Note: If bearing cup is replaced, its companion bearing cone must also be replaced.
1. Bearing cup removal: Heat wheel half in an oven not exceeding 212°F for 15 minutes. Remove
wheel half from heat source and immediately remove bearing cup by carefully tapping out
evenly from the inside with a fiber drift.
2. Bearing cup installation: Place wheel half in oven not exceeding 212°F for 15 minutes. Chill
new bearing cup in an atmosphere of -25°F to -65°F for no less than 4 hours. Chilling can also
be accomplished by placing the bearing cup in dry ice for a minimum of 15 minutes. Dry cup
thoroughly and installed chilled bearing cup into bore of heated wheel half using a thin coat of
zinc chromate primer as a lubricate/protectant. Tap gently into place with fiber drift making sure
bearing cup is evenly seated against shoulder of wheel half. Avoid cocking bearing cup during
installation. If bearing cup will not seat properly in wheel half, repeat above said procedures or
replace wheel half assembly.
G. Replace any wheel casting that is distorted, corroded, or has visible cracks.

TAIL WHEEL REASSEMBLY AND INSTALLATION (6.00—6 8PR)


To assemble and reinstall tail wheel, refer to Figure 6-1 and proceed as follows:
A. Wipe tire and tube (serviceable or new) with denatured alcohol, followed by soap and water, then dry
thoroughly.
B. Inflate the inner tube just enough to round it out, dust tube lightly with tube talc.

* NOTE *
Tires and tubes are balanced as individual units and marked at time of
manufacture. The tire balance mark is a red dot. The tube balance mark is a
yellow stripe on the base of the tube. Always assemble tire and tube with
marks aligned.
C. Place tube in tire and align balance marks. If tube has no balance mark, place tire balance red dot
adjacent to valve stem.
D. Install tire and tube on the wheel half containing the valve stem hole and then the opposite.
E. Install the wheel through-bolts with bolt heads opposite valve stem side, tighten nuts evenly and
torque to 150 inch-pounds.

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AIRPLANE MAINTENANCE MANUAL

*** WARNING ***


Uneven or improper torque may cause a bolt or wheel failure. Inflate tire
until tire beads are sealed, remove schrader valve core, and allow tube to
completely deflate. Install the valve-core and inflate 6.00-6 8pr tire to 55 psi.
Assure schrader valve does not leak before replacing valve cap.

F. Repack bearing cones with MIL-G-81322 (Aeroshell 22) grease or equivalent.


G. On each side of wheel; apply a thin coating of grease on bearing cups, installed freshly repacked
bearing cones, install flat grease seal ring, install felt grease seal retainer with felt seal installed Note:
Lightly saturate grease seal felts with SAE 10wt. Oil (3-in-ONE oil) (do not soak), and carefully install
snap ring. Install the two- (2) P/N95435-11 spacers, one on each side of wheel assembly.
H. Install dust cover with center hole on opposite valve stem side of wheel.
I. Inspect tail wheel axle for anomalies, then apply a light coating of grease.
J. Install tail wheel/tire assembly onto tail wheel axle with valve stem side facing outboard.
K. Install tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle castellated nut to
80 inch- pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating
wheel/tire, torque to 30 to 40-inch pounds. Rotate axle castellated nut (clockwise or counterclockwise)
to nearest slot and cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut. Note:
Wheel/tire must rotate freely without perceptible play.
L. Carefully lower aircraft to ground and remove Jack.
M. Recheck tire inflation pressure (6.00-6 8pr is 55psi) and install dust cover (hubcap).

Effective 8/5/05 6-7


THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

Figure 6-1

Effective 8/5/05 6-8


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AIRPLANE MAINTENANCE MANUAL

Figure 6-1a

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THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

WHEELS AND BRAKES

GENERAL DESCRIPTION

The divided type wheels (including tail wheel) are machined castings, consisting of two sections called wheel
halves. The wheel halves, which are secured together by bolts and nuts, are interchangeable, and the
complete wheel assemblies are interchangeable according to wheel size. The wheels operate on tapered roller
bearings that rotate in hardened steel races pressed into each wheel half. A brake disc assembly is bolted to
the wheel and turns with the wheel. Applying pressure to the rudder-brake pedals individually controls the
hydraulic brakes attached to the main landing gear. Movement of a rudder-brake pedal operates the
corresponding master brake cylinder, attached to the aft side of the rudder pedals, and applies pressure to the
respective brake. The brakes are self-adjusting, easily checked for wear, and can be quickly overhauled by
field activities.

MAIN WHEEL REMOVAL AND DISASSEMBLY

DIVIDED TYPE WHEEL (CLEVELAND)

To remove and disassemble a main landing gear wheel, proceed as follows: (Ref. Fig. 6-2 )

A. Jack aircraft as outlined in Section Two.


B. Remove valve-core and deflate tire completely.
C. Remove bolts and washers from back plates of brake assembly and remove back plates.
D. Remove hubcap snap ring, hubcap, cotter pin, nut, washer, bearing and wheel assembly from landing
gear.
E. Break tire bead from wheel by using a mallet (do not use tire irons).
F. Remove bolts, washers and nuts and separate wheel halves. Guard valve stem to avoid damage while
removing tire and tube.
G. Remove brake disc from brake side of wheel. If disk sticks, pry out disc using non-metallic instrument.
H. Remove bearing retainer snap ring, grease seal ring, and grease seal, spacer and bearing cone from
inboard side of wheel.

* NOTE *

Wheel halves can be replaced individually. Wheel sets no


longer have to be replaced as match pairs.

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AIRPLANE MAINTENANCE MANUAL

INSPECTION OF MAIN WHEEL ASSEMBLY

Cleveland, Divided Type, (Fig. 6-2)

A. Clean all parts in cleaning solvent and dry thoroughly. A soft bristle brush may be used to remove
hardened grease, dust or dirt.

*** WARNING ***

Cleaning solutions are toxic and volatile. Use in a well-


ventilated area. Avoid contact with skin or clothing. Do not
inhale vapors.

B. Inspect bearing cones for nicks, scratches, water staining, spalling, heat discoloration, roller wear, cage
damage, cracks or discoloration.
C. Inspect wheel-bearing grease for contamination and solidification (see Inspection Intervals Chart in
Section II). When repacking wheel bearings, use MIL-G-81322 (Aeroshell 22).
D. Inspect wheel halves for cracks, corrosion and other damage. A cracked or badly corroded casting
should be replaced. Small nicks scratches or pits can be blended out using fine 400-grit sandpaper.
E. Inspect snap rings and grease seals for distortion or wear. Replace parts, if damage or deformed.
Saturate grease seal felts with SAE 10 oil (do not soak).
F. Inspect bearing cups for looseness, scratches, pitting, corrosion, or evidence of overheating. The
bearing cups are pressed into the wheel halves and should not be removed unless replacement is
necessary due to the above conditions. If replacement is necessary, proceed as follows:

1. Insert wheel half into boiling water for one (1) hour or place it in an oven at 250 degrees
Fahrenheit for 30 minutes.
2. Remove wheel half from source of heat and invert wheel half. If bearing cup does not drop
out, tap the bearing cup evenly from the axle bore with a fiber drift pin or suitable arbors press.
3. When replacing a bearing cup, repeat step 1., and chill bearing cup in dry ice for a minimum of
15 minutes.
4. Remove wheel half from source of heat and bearing cup from the dry ice.
5. Dry the chilled bearing cup and coat its contacting surfaces with zinc chromate primer.
6. Install the chilled bearing cup into the bearing bore of the heated wheel half. Tap bearing cup
gently and evenly into place, using a fiber drift pin or suitable arbor press.

G. Inspect wheel brake disc assembly for cracks, excessive wear or scoring, rust and corrosion. Remove
corrosion and blend out small nicks using fine (400 grit) sandpaper. Replace brake disc if worn below

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AIRPLANE MAINTENANCE MANUAL

wear limit of .395 inch (see Fig. 6-3 & 6-3a). Coning of disc in excess of 0.015 inch is cause for
replacement of disc (see Fig. 6-4).
H. Inspect self-locking nuts for self-locking feature. Replace nuts if they can be turned onto
the bolt past the self-locking section by the finger.

REASSEMBLY AND INSTALLATION

Cleveland Divided Type, (Fig. 6-2)


Tires and tubes are balanced as individual units and marked at the time of manufacture. The tire balance mark
is a red dot. The tube balance mark is a yellow stripe on the base of the tube. The following procedure is
suggested as a guide for mounting the tires in balance and installing the wheels.

A. Reassemble cone bearings, grease seals, felts and snap ring into the proper wheel halves. Lubricate
bearings. See Inspection of Main Wheel Assembly.
B. Inflate tube sufficiently to round it out.
C. Dust tube with a small amount of tube talc.
D. Insert tube into tire so that balance mark (yellow or white band) is radially aligned with the tire balance
mark (red dot).
E. Place outer wheel half into tire and pull tube valve stem through valve hole.
F. Turn tire and wheel half over and place inner wheel half into the tire and align the bolt holes with the
outer wheel half.
G. Place brakes discs into the inner wheel half and align bolt holes.
H. Install bolts through the inner wheel half and washers and nuts on the outer wheel half.
I. Tighten nuts evenly and torque to 150 inch-pounds.

*** WARNING ***

Uneven or improper torque may cause Bolt or wheel failure.

J. Inflate tube until beads seat on wheel flanges. Remove valves core and allow tube to deflate.
K. Install valves core and inflate tires from 40 to 60 psi. Check to assure valve stem does not leak before
installing valve cap.
L. Lubricate washer and axle nut (see Section II Servicing). Install wheel assembly on axle and secure
with washer and axle nut.
M. While manually rotating wheel, torque axle nut to 80 inch-pounds, continue rotating wheel and back off
to zero inch-pounds. While manually rotating wheel, torque to 40-inch pounds. If nut is not to locking
position, advance to next position, not to exceed 30 degrees, and install cotter pin.

N. Install hubcap and hubcap retaining ring.

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O. Install brakes back plate assembly and torque bolts to 60 inch-pounds. These bolts are self-locking
and should be inspected for the self-locking feature. Replace bolts if the self-locking feature is
damaged or destroyed.
P. Wheels may be repainted if the parts have been repaired and thoroughly cleaned. Paint exposed
areas with one coat of zinc primer and one coat of aluminum lacquer.

* NOTE *
Do not paint working surfaces of the bearing cups.

29-11 Main wheel


Figure 6-2

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AIRPLANE MAINTENANCE MANUAL

SERVICING
MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES
(See latest edition of Cleveland Manual number AWBCMM0001-5 for pertinent details.)
Metallic or Non-asbestos Organic brake linings are used in different brake assemblies on the Turbo Thrush.
The minimum wear thickness for replacement of both metallic and organic linings is 0.100 inch (2.54 mm) (refer
to Fig. 6-3 & 3a). Note: Metallic and Organic brake linings are not interchangeable, see next two paragraphs to
properly identify the two different type brake linings.

The metallic brake lining is a sintered metal composition and is attached by torque pins which press fit into the
back surface (steel carrier plate) of the lining. The holes for the pins are not visible on the lining surface unless
the lining is worn beyond its wear limit (refer to Fig. 6-3a). Metallic brake linings are used with P/N 164-22202
brake disk that are .562” nominal new, .537” minimum (worn out), this disk can be easily recognized by it
having 6 each out-gassing slots around its periphery.

The non-asbestos Organic brake lining is identified by its semi hard composition and rivets used to attach the
lining to the pressure plate or back plate. The rivet holes are visible on the lining. (Refer to Fig. 6-3a) Organic
brake linings are used with P/N 164-05806 brake disk that are .425” nominal new, .395” minimum (worn out),
this disk can be easily recognized by it being a solid disk.

Once it is determined which type lining is being replaced, follow the appropriate instructions following:

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THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

ORGANIC BRAKE LININGS. Organic brake linings are used with P/N 164-05806 brake disk [.425” nominal
new, .395” minimum (worn out)]; this disk can easily recognized by it being a solid disk.

Figure 6-3

Effective 8/5/05 6-15


THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

METALLIC BRAKE LININGS. Metallic brake linings are used with P/N 164-22202 brake disk [.562” nominal
new, .537” minimum (worn out)], this disk can easily recognized by it having 6 each out-gassing slots around
its periphery.

Figure 6-3a

Effective 8/5/05 6-16


THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

Figure 6-4

REMOVAL OF LININGS FROM CALIPERS

A. Remove backing plate attaching bolts and washers, and remove back plates and insulator shim.
A. Carefully slide brake caliper out of torque plate bushing.
B. Slide pressure plate assembly (lining carrier) off anchor bolts.

REPLACEMENT OF ORGANIC LININGS (FIG. 6-5)


A. Old organic linings may be removed by using a small drift pin or carefully drilling out the rivets with a
1/8-inch diameter drill. Use care to prevent elongating the rivet holes. Deburr the surface adjacent to
the lining to allow lining to set flush.
B. Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing new linings.
C. Inspect pressure plate and back plate for excessive corrosion, visible damage, or excessive warping.
Straighten pressure plate to less than 0.010 inch (0.254mm) flatness.
D. Align new factory authorized replacement lining segments on pressure plate/back plates and install P/N
105-0200 rivets, using Cleveland’s rivet set, P/N 199-1, or appropriate riveting tool.
E. Check to be sure lining is tight and movement free with no distortion of parts.
F. With tubular rivets, splits may result from the clinching operation. Refer to rivet sketch (figure 6-4) for
acceptance criteria.

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AIRPLANE MAINTENANCE MANUAL

Rivet Acceptance Criteria

1 The split shall not occur inside the crest of the clenched surface.
2 No more than two splits shall occur in a 90° area.
3 A total of no more than three splits shall be allowed.

ORGANIC BRAKE LININGS

Figure 6-5

REASSEMBLY OF ORGANIC LININGS TO CALIPER


A. Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of piston extending
beyond cylinder face, and push piston back into cylinder.

Effective 8/5/05 6-18


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AIRPLANE MAINTENANCE MANUAL

B. Slide pressure plate with new lining over anchor bolts and install brake caliper into torque plate. For
equipment that is operated in an amphibious environment, or in extremely wet climates, lubricate the
anchor bolt with Lubriplate. For equipment not used in such an environment, lubricate the anchor
bolt with a dry film lubricant (silicon spray). DO NOT USE GREASE OR OIL. These materials will
attract dirt enhance the wear of the anchor pins.
C. Install back plate attachment bolts and washers in brake caliper.
D. Install insulator shims (typically used with metallic lining) and spacers as applicable.
E. Slide back plates between brake disc and wheel/tire and install back plate attachment bolts and
washers into back plates.
F. Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different types of back plate tie
bolts are used. The patch lock bolt (nylon material embedded in threaded end) will required
replacement after 6 to 8 installations or whenever the bolts can be run in past the locking feature by
use of fingers only. Bolts with drilled heads require safety wire after torquing.

REPLACEMENT OF METALLIC LININGS

A. Pry off old lining using a screwdriver or similar tool.


B. Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing new linings.
C. Inspect pressure plate and back plates for excessive warping. Straighten pressure plate to less than
0.010” flatness.
D. Check lining attachment pins for mushroomed heads or other visible damage. Damaged pins may be
replaced by carefully drilling out the pins (refer to Fig. 6-4a).
1. Install replacement pin in holes in pressure plate or back plate with tail of pin sticking
out the counter bore side of the part.
2. Hole locations in pressure plates / back plate should allow installation of lining after pin
upset.

3. Place pins and pressure plate or back plate on a flat, thick metal surface.
4. Using Cleveland’s 199-1 Rivet Set Kit orbital or screw type press, install pins on pressure
plate or back plate.

5. Check to be sure pins are tight and movement free with no distortion of parts.

6. Refer to (Fig. 6-4a) for Pin installation acceptance criteria.

Effective 8/5/05 6-19


THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

METALLIC BRAKE LINING

Figure 6-5a

Effective 8/5/05 6-20


THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

E. Apply a light film of spray adhesive (3M Super 77 or equivalent) to metal backing of lining and install
lining segments onto pins. Check to insure metal backing is tight against the pressure plates /
backing plates.

* NOTE *
The adhesive is used to maintain position of lining until the brake is
assembled onto disc, and will be burned off in the first few stops. Lining
will remain in place on assembly trapped between the brake disc and
pressure / back plates.

REASSEMBLY OF METALLIC LININGS TO CALIPER

A. Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of piston extending
beyond cylinder face, and push piston back into cylinder.
B. Slide pressure plate with new lining over anchor bolts and install brake caliper into torque plate. For
equipment that is operated in an amphibious environment, or in extremely wet climates, lubricate the
anchor bolt with Lubriplate. For equipment used in a nonamphibious environment, or in extremely
wet climates, lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE
GREASE OR OIL. These materials will attract dirt enhance the wear of the anchor pins.

C. Install back plate attachment bolts and washers in brake caliper.


D. Install insulator shims (typically used with metallic lining) and spacers as applicable.
E. Slide back plates between brake disc and wheel/tire and install back plate attachment bolts and
washers into back plates.
F. Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different types of back plate tie
bolts are used. The patch lock bolt (nylon material embedded in threaded end) will required
replacement 6 to 8 installations or whenever the bolts can be run in past the locking feature by use of
fingers only. Bolts with drilled heads require safety wire after torquing.

Brake Lining Conditioning Procedures


When new linings have been installed, it is important to condition them properly to obtain the service life
designed into them.

ORGANIC BRAKE LINING CONDITIONING PROCEDURES


A. Taxi aircraft for 1500 feet with engine at 1700 rpm applying brake pedal force as needed to develop
a 5-10 mph taxi speed.
B. Allow the brakes to cool for 10 – 15 minutes.
C. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete.

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D. If brakes cannot hold aircraft during static run-up, allow brakes to completely cool and repeat steps A
through C.
*** WARNING ***
Due to the efficiency of these brakes, extremely hard braking on aircraft
with tail wheels could result in lifting the tail from the ground, creating a
nose over condition.
*** WARNING ***
Use extreme caution to prevent aircraft from nosing over when running
engine at high static throttle (power lever) settings, hopper and fuel system
should be full to help keep aircraft from nosing over.

This conditioning procedure will wear off high spots and generate sufficient heat to create a thin layer of
glazed material at the lining friction surface. Normal brake usage should generate enough heat to maintain
the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A visual inspection of the
brake disc will indicate the lining condition. A smooth surface, one without grooves, indicates the linings are
properly glazed. If the disc is rough (grooved), the linings must be reglazed. The conditioning procedure
should be performed whenever the rough disc condition is observed. Light use, such as in taxiing, will cause
the glaze to be worn rapidly.

METALLIC BRAKE LINING CONDITIONING PROCEDURES

A. Perform two (2) consecutive full stop braking applications from 35 to 40 mph (30 to 35 knots). Do
not allow the brake discs to cool substantially between the stops.

B. Allow the brakes to cool for 10 – 15 minutes.


C. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete.
D. If brakes cannot hold aircraft during static run-up, allow brakes to completely cool, and repeat
steps 1 through 3.

*** WARNING ***


Due to the efficiency of these brakes, extremely hard braking on aircraft
with tail wheels could result in lifting the tail from the ground, creating a
nose over condition.

*** WARNING ***


Use extreme caution to prevent aircraft from nosing over when running
engine at high static throttle (power lever) settings, hopper and fuel
system should be full to help keep aircraft from nosing over.

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This conditioning procedure will wear off high spots and generate sufficient heat to create a thin layer of
glazed material at the lining friction surface. Normal brake usage should generate enough heat to maintain
the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A visual inspection of the
brake disc will indicate the lining condition. A smooth surface, one without grooves, indicates the linings are
properly glazed. If the disc is rough (grooved), the linings must be reglazed. The conditioning procedure
should be performed whenever the rough disc condition is observed. Light use, such as in taxiing, will cause
the glaze to be worn rapidly.

BRAKE REMOVAL AND DISASSEMBLY

CLEVELAND DISC TYPE (FIG. 6-6)

A.. Release parking brake.


B. Jack aircraft as outlined in Section II.
C. Disconnect and cap brake hydraulic supply line at brake housing.
D. Remove back plate assemblies from calipers.
E. Remove caliper assemblies.
F. Remove pressure plate assembly.
G. Clean all metal surfaces with denatured alcohol and dry thoroughly. All “0” rings are to be replace.
Remove pistons by injecting air into the caliper ports (15 to 20 psi) maximum pressure.

*** WARNING ***


Use caution when blowing pistons out the caliper cylinders
with air, as pistons could fly out at high velocity. It is
suggested that the caliper be turned over so that pistons face
table working surface. Use a rag to cushion piston contact
with table surface to prevent piston damage. Make sure to
wear all applicable personal protective safety equipment.

* NOTE *
The brake caliper pistons on the Turbo Thrush are equipped
with a friction spring (drag ring) on the piston tail. It is
recommended that this ring NOT be removed unless it is
damaged or corroded.

H. Inspect brake cylinders for cracks, nicks, corrosion and damaged threads. Inspect inlet and outlet
hydraulic ports for foreign contaminates. Examine cylinder walls for scoring or excessive wear.

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AIRPLANE MAINTENANCE MANUAL

Blend and polish light scratches in piston cavities with fine emery cloth, 600 grit. Castings that are
cracked or have damaged threads should be replaced.
I. Inspect anchor bolts for cracks, corrosion, permanent set and excessive wear. Replace bolts that are
bent, cracked or severely corroded.
J. Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and blend out nicks, using
fine emery cloth 600 grit, and clean thoroughly.
K. Inspect pressure plate assembly for cracks, damaged pins and excessive warped contours. Replace
pressure plate if cracked or severely deformed. Replace cracked or deformed pins.
L. Inspect brake cylinder bolts for cracks, damaged threads, and self-locking feature. Replace bolts that
are cracked, bent or have damaged threads.
M. Inspect brake linings for cracks, edge chipping, and surface deterioration. Linings should be replaced
when worn to a thickness of 0.100 inch.

Cleveland Brakes

Figure 6-6

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AIRPLANE MAINTENANCE MANUAL

*NOTE*

Clean outside of pistons before inserting pistons


into brake caliper housing assembly.

N. Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brine ling in bolt holes. Replace
torque plate if cracked or severely deformed.
O. Clean repaired surfaces and areas of the brake assembly from which paint has been removed.
P. Paint exposed areas with one coat of zinc primer and one coat of aluminum lacquer.

** CAUTION **

Do not paint pistons or piston bores in the brake


housing. Keep paint off of brake linings.

Q. Check the wheel brake disc. See procedures under Inspection of Main Wheel Assembly.

BRAKE REASSEMBLY AND INSTALLATION

CLEVELAND DISC TYPE

A. Install friction spring on piston assembly (if removed).


B. Lubricate large O-ring with MIL-H-5606 hydraulic fluid and install in groove in brake housing bore area.
C. Install piston assembly in brake housing.
D. Install pressure plate assembly on anchor bolts.
E. Install brake assembly to torque plate.
F. Install back plate assemblies with bolts and washers. Torque bolts to 60 inch-pounds.

REMOVAL OF BRAKE MASTER CYLINDERS

A. Disconnect and cap hydraulic lines.


B. Remove master cylinder retaining bolts.
C. Remove master cylinder.

DISASSEMBLY AND REPAIR

Repair is limited to replacement of parts, cleaning and adjustment. Use clean hydraulic fluid MIL-H-5606 as a

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AIRPLANE MAINTENANCE MANUAL

lubricant during re-assembly of the cylinders (see Fig. 6-7).

INSTALLATION

To install the brake master cylinders, reverse the removal procedures and fill and bleed brakes as outlined in
this section.

BRAKE BLEEDING

To bleed the brakes proceed as follows:


A. Place parking brake control in OFF position.

* NOTE *

Keep master cylinder reservoir full of the proper


type fluid throughout bleeding operation.

B. Prepare a piece of 5/32” I.D. clear plastic (preferred) or rubber tubing at least 12 inches long. Remove
bleeder screw dust cap. Install one end of hose onto bleeder screw.
C. Place free end of hose in a clean glass receptacle containing enough hydraulic fluid to cover end of
hose. End of bleeder hose must be submerged at all times to properly check for air bubbles and
prevent entry of air into hydraulic system.
D. Apply brake pressure and open bleeder screw approximately 1/3 to ½ turn, close bleeder screw before
releasing brake pressure to avoid reentry of air into brake system. Repeat this procedure until system
is free of air.
E. Tighten bleeder screw, remove rubber hose and replace dust cap.
F. Repeat bleeding procedure for opposite brake.

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THRUSH AIRCRAFT INC, T-660 TURBO-THRUSH
AIRPLANE MAINTENANCE MANUAL

Figure 6-7

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AIRPLANE MAINTENANCE MANUAL

TROUBLESHOOTING CHART

TROUBLE PROBABLE CAUSE REMEDY

Jack tail, remove wheel and


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

Pressure check tire. Inflate


Incorrect tire pressure.
to recommended pressure.
Excessive/uneven tire wear.
Jack tail; remove tail gear
Tail gear sub-assembly
sub-assembly. Repair or
bearings worn or loose.
replace as required.

Lock cable out of adjustment


Adjust or replace as required.
or broken.
Tail wheel fails to lock or
unlock.
Lock pin or lock pin spring Repair or replace as
broken or damaged. required.

Jack aircraft and remove tire


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

Check parking brake valve.


Dragging brakes. Parking brake valve holding.
Release parking brake valve.

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

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AIRPLANE MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

Have someone apply and


then release brakes. Wheel
should rotate freely as soon
as brake is released. If
wheel fails to rotate freely,
loosen brake line at brake
housing to relieve any
Restriction in hydraulic lines
pressure trapped in line. If
or restriction in parking brake
wheel now turns freely, the
valve.
brake line is restricted. Drain
all brake lines and clear the
inside of brake line. If
cleaning the lines fails to give
satisfactory results, the
parking brake valve may be
Dragging brakes. faulty and should be repaired.
(Continued).
Worn, scored or warped Visually check disc. Replace
brake disc (see Fig. 6-2 and brake disc and lining if
6-3). required.

Check parts for freedom of


Damage or accumulated dirt
movement. Clean and repair
restricting free movement of
or replace parts as
wheel brake parts.
necessary.
Check entire hydraulic
system for leaks. If hydraulic
reservoir, parking brake
Leak in system.
valve, or wheel brake
assemblies are leaking, they
must be repaired or replaced.
Air in system. Bleed system.

Brakes are spongy or fail to Check hydraulic reservoir


operate. Lack of fluid in brakes. fluid level. Fill and bleed if
necessary.
Repair or replace as
Brake assemblies’ defective.
required.

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Section 7
FLIGHT CONTROLS

TABLE OF CONTENTS

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


MAINTENANCE OF FLIGHT CONTROLS ...................................................................................................... 2
FLIGHT CONTROL SYSTEMS........................................................................................................................ 3
CONTROL STICK...................................................................................................................................... 3
REMOVAL OF BEARINGS FROM CONTROL STICK, FORK AND TORQUE TUBE ............................. 3
INSTALLATION OF BEARINGS IN THE CONTROL STICK FORK AND ON THE TORQUE TUBE ...... 3
AILERONS................................................................................................................................................. 4
AILERON REMOVAL ................................................................................................................................ 4
AILERON INSTALLATION ........................................................................................................................ 4
AILERON RIGGING .................................................................................................................................. 4
AILERON SERVO TRIM TABS ................................................................................................................. 5
WING FLAPS............................................................................................................................................. 5
FLAP REMOVAL ....................................................................................................................................... 6
FLAP INSTALLATION ............................................................................................................................... 6
FLAP RIGGING ......................................................................................................................................... 6
RUDDER ................................................................................................................................................... 7
RUDDER REMOVAL................................................................................................................................. 7
RUDDER INSTALLATION......................................................................................................................... 7
RUDDER PEDAL REMOVAL.................................................................................................................... 7
CONTROL CABLES REMOVAL ............................................................................................................... 8
CONTROL CABLES INSTALLATION (Fig. 7-6) ....................................................................................... 8
RUDDER RIGGING................................................................................................................................... 8
RUDDER ELECTRIC TRIM TAB (Fig. 7-10)............................................................................................. 9
ELECTRIC TRIM ACTUATOR REPLACEMENT ...................................................................................... 9
BALANCE CABLE RIGGING (Fig. 7-11)................................................................................................... 9
ELEVATORS ........................................................................................................................................... 10
ELEVATOR BALANCE SPRING............................................................................................................. 10
ELEVATOR REMOVAL........................................................................................................................... 10
ELEVATOR INSTALLATION................................................................................................................... 10
ELEVATOR RIGGING............................................................................................................................. 11
ELEVATOR TRIM TABS ......................................................................................................................... 11
ELEVATOR TRIM TAB REMOVAL ......................................................................................................... 11
ELEVATOR TRIM TAB RIGGING ........................................................................................................... 12
EMPENNAGE.......................................................................................................................................... 12
EMPENNAGE REMOVAL ....................................................................................................................... 12
EMPENNAGE INSTALLSTION ............................................................................................................... 13
TROUBLESHOOTING CHART...................................................................................................................... 17
AILERON SYSTEM ................................................................................................................................. 17
FLAP SYSTEM ........................................................................................................................................ 18
RUDDER SYSTEM ................................................................................................................................. 19
ELEVATOR CONTROL SYSTEM ........................................................................................................... 21
ELEVATOR TRIM CONTROL SYSTEM ................................................................................................. 22
FLIGHT CONTROL STATIC BALANCE LIMITS..................................................................................... 41

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

SECTION SEVEN

FLIGHT CONTROLS
GENERAL DESCRIPTION

The aircraft is equipped with flight control surfaces consisting of ailerons, elevators, rudder, wing flaps,
elevator tabs, rudder trim tabs and aileron trim tabs. The ailerons and flaps are an all-metal construction.
The empennage is of an all-metal construction consisting of horizontal stabilizer, vertical stabilizer, rudder
and elevators. Control of the ailerons, elevators and rudder are provided through a control stick and rudder
pedals. A switch located on the back of the throttle quadrant controls the electrically actuated flaps. A lever
located on the left side of the cockpit manually controls the elevator trim tabs. Fixed, ground adjustable trim
tabs are located on the rudder and both ailerons. The control stick and rudder-brake pedals are
mechanically interconnected to the push tubes, push rods, bellcranks, cables and torque tube which actuate
the primary flight controls. Control cable pulley brackets are provided with guards to prevent the cable from
jumping the pulley groove. The all-metal, electrically actuated wing flaps provide additional lift for shorter
takeoff distances and slower landing speeds. Wing flaps may be positioned at any setting between up and
down by intermittent operation of the flap switch.

MAINTENANCE OF FLIGHT CONTROLS

Special care must be exercised when performing control system maintenance. Emphasis shall be given to
security of attachments, correct alignment of rod ends, use of correct hardware, and proper safetying of
materials. Control cables must be free of kinks and pulleys must be aligned with the cables. Position cable
pulleys and route cables to avoid contact with the aircraft structure. Inspect work areas for mislaid tools or
parts with could foul the controls, and perform a functional check of the controls prior to replacement of
access covers. It is recommended that a test flight be accomplished before the aircraft is released for
routine operation when a control system component has been replaced or aircraft rigging has been altered.
Re-rigging the control systems will seldom be necessary if correct maintenance technique is employed
when system components are removed and replaced. Do not disturb position of rod end fittings when
control system components are removed, unless absolutely necessary. When deemed necessary, record
the amount of change required. This to return the fittings to original their original position when the
maintenance or repair action is complete. When control system components are being removed, carefully
note location and position of attaching parts and hardware and return to original location or position when
installing new components and parts. Rigging instructions are provided in succeeding paragraphs for the
empennage and each flight control system. Read these instructions carefully before starting the rigging
operation. Select and accomplish only those rigging steps applicable to the job

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AIRCRAFT MAINTENANCE MANUAL

requirement. The following procedures should be followed when rigging control cables.

Rigging should be accomplished in a hangar. When necessary to rig aircraft in the open, it should be
accomplished during coolest part of the day with tail of the aircraft pointing toward sun. If aircraft is moved
into a hangar for rigging, allow 90 minutes for control cables to adjust to hangar temperature.

The ailerons, elevators, and rudder are all balanced control surfaces and their static balance must be
checked in accordance with the limits show in table 7-19 after repaint or repair.

*** WARNING ***


Failure to stay within control surfaces static
balance limits could lead to control surface
flutter, which could lead to loss of aircraft, life,
and/or property.

FLIGHT CONTROL SYSTEMS


CONTROL STICK
The control stick, which is supported by bushings and bearings, is attached to the torque tube located on top
of the cockpit floor. A series of push tubes, push rods and bellcranks from solid connections between the
control stick and the ailerons. The control stick activates the elevators through push tubes, bellcrank, idler
and elevator horns. The control stick forks and torque tube may be removed for replacement of bearings
and bushings.

REMOVAL OF BEARINGS FROM CONTROL STICK, FORK AND TORQUE TUBE


Remove the control stick dust cover base assembly and the side skins under the cockpit. Use the following
procedures to replace the bearings.

A. Disconnect the aileron push rods and elevator push tube.


B. Remove the attaching hardware securing the control stick fork to the torque tube.
C. Withdraw controls stick and fork from aircraft.
D. Remove the bolts securing the torque tube to the pillow blocks. (See Figure 7-1)
E. Remove the torque-tube from aircraft.

INSTALLATION OF BEARINGS IN THE CONTROL STICK FORK AND ON THE TORQUE TUBE

A. Install bearings on the torque tube and in the control stick forks as required.
B. Install torque-tube in the pillow blocks.
C. Tighten pillow block hardware per torque values in Section II.
D. Install control sticks fork on torque tube and tighten hardware per torque values in Section II.
E. Check freedom of movement on control stick and torque tube.
F. Lubricate bearings per Section II of this manual.
G. Connect the elevator push-tube and aileron push-rods and check for proper operation of
control system.
H. Replace control stick dust cover base assembly and aircraft side skins.

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AIRCRAFT MAINTENANCE MANUAL

AILERONS

An all-metal aileron is installed outboard of each wing flap. Each aileron operates on bearing hinges and is
attached to the aft wing spar at three points. One balance weight is installed in the outboard leading edge of
each aileron to prevent flutter.
* NOTE *
The left and right ailerons are not interchangeable. There is
a female locating slot approximately 25 ½ inches from the
counterweight leading edge that must align with a male
located tab in the aileron bay.

The aileron control is driven by a single push rod from the control stick torque tube to a vertical bellcrank at
the right side of the fuselage. A short push rod connects the bellcrank to a vertical idler in the left side of the
fuselage. In each wing, the inboard push tubes connect between the bellcrank and idler in the fuselage to
the aft side of a bellcrank near the inboard end of the aileron. From the forward side of this bellcrank, the
outboard push tube connects to the forward arm of the drive bellcrank located at the aileron mid span. The
short arm of the drive bellcrank is connected to a push rod that drives the aileron. The ailerons are also
connected to the rudder controls by spring-loaded cables that enable the ailerons to be activated in
conjunction with the rudder. This provides a safety factor. In case the aileron system becomes inoperative,
the rudder system will lift the aileron. (Fig. 7-2)

AILERON REMOVAL

A. Disconnect push rod at aileron. Do not change position of rod end on push rod.
B. Remove aileron hinge bolts.
C. Remove aileron from aircraft.

AILERON INSTALLATION

Installation of the aileron is the reverse of the removal procedure. In the event push rod length has been
altered, streamline trailing edge of opposite aileron with trailing edge of wing and flap and secure with a
temporary lock. Adjust push rod length to align attaching bolthole with hole in aileron hinge fitting, when
aileron is in neutral position. Recheck aileron rigging.

AILERON RIGGING
Assure the ailerons are attached and the system push tubes are assembled, except for the two lateral push
rods in the fuselage. Ensure that flaps have been rigged. Rig the ailerons as follows:

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

A. Clamp the ailerons at the trailing edge of the wing tip in the neutral position. Ailerons are in neutral
when ailerons are 1/8" below flap trailing edge.
B. Adjust the length of the push rod from aileron outboard wing bellcrank until inboard wing bellcrank is
perpendicular to the rear spar, both sides. This can be checked through the inspection holes just
forward of the rear spar.
C. Attach the lower, lateral fuselage push rod between the left fuselage idler bellcrank and the right
fuselage bellcrank, adjusting the length of the rod to fit those items.
D. Install the upper, lateral fuselage push rod from right fuselage bellcrank to control stick torque-tube
fitting. Adjust the length of this push rod to center the control stick.
E. Clamp control stick in center position and free clamps on aileron. Set trailing edges of ailerons
0.125-inch below trailing edge of flap trailing edge by lengthening push rod from aileron to outboard
wing bellcrank.
F. Adjust and lock the aileron stops, accessible through the inspection holes forward of the aileron, for
the required travel. Aileron up travel should be 21 (±1) degrees and down travel should be 17 (±1)
degrees.
G. Go back through system and lock all check nuts.
H. To adjust the springs in the rudder-aileron interconnect system, clamp the rudder and ailerons in the
neutral position and adjust the turnbuckles until the springs are the same length.

AILERON SERVO TRIM TABS


A variable position trim tab is attached to each aileron. A wing high attitude of either wing may be corrected
by adjusting the applicable trim tab down. Adjusting the tab up will correct a low wing attitude.

A. Electric Aileron Trim Tabs. Thrush Aircraft Inc has made available an electric aileron trim tab
normally installed on left aileron. Initially, the tab is rigged the same as servo-trim tabs, then the
tab can be electrically adjusted to obtain level flight. Compensating for the wind and in normal
turns, the tab will act as a servo-tab.

WING FLAPS
Wing flaps installed on the T660 are of an all-metal construction and hinged on ball bearings. Each
flap extends outboard from the fuselage to the aileron and is attached to the aft wing spar by four (4)
stainless steel hinges. A switch located on the aft of the throttle quadrant electrically controls the flap
operation. Movement of the flaps is by a torque tube located below the cockpit floor and rotated by an
electric motor-driven jackscrew. Push rods attached to the arms of the torque tube move the flaps to the
desired position. The flaps have been completely sealed against chemical spray.

FLAP JACKSCREW REMOVAL


A. Remove left side fuselage cowling under cockpit door and hopper.

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AIRCRAFT MAINTENANCE MANUAL

B. Remove wing root fairings to gain access to the flap push road and jackscrew attach bolts.
Disconnect each flap from the push rod and allow flap to swing and hang under wing.
C. Disconnect the electrical connections, connecting the micro-switches and motor. Identify the wires
and locations for installation reference.
D. Remove one attach bolt at the motor end, loosen the other bolt slightly and remove the four bolts
connecting the jackscrew to the flap torque tube.
E. Install new flap jackscrew assembly into fuselage and connect with hardware which was removed or
new hardware. NOTE: Rigging must be checked after installation of new jackscrew or pushrods.
Refer to flap rigging.
F. Reconnect the electrical wires and test flap motor for proper operation.
G. Connect pushrods and after flaps are rigged properly ensure that all bolts are tight and wires are tied
off.
H. Reinstall fairings and cowling.

FLAP REMOVAL

A. Disconnect flap push rod at flap. Do not change position of rod end on push rod. (See Figure 7-3)
B. Remove flap hinge bolts.
C. Remove flap from aircraft.

FLAP INSTALLATION

Installation of the flap is the reverse of the removal procedure. In the event push rod length has been
altered, the flap will have to be completely re-rigged.

FLAP RIGGING

A. With the master switch “ON,” fully retract the flaps (up flaps) with the flap switch.
B. Disconnect the flap push – pull rods at the torque tube arms.
C. Hold a straight edge on the wing lower surface at wing station 49.0 (approximately 24 inches
outboard of the fuselage side). In the properly rigged flap “up” position, the straight edge should
contact the lower surface of the wing, front spar, the flap trailing edge and the lower surfaces.
D. Adjust the flap push-pull rods to the proper length and connect them to the torque tube arms.
E. Shorten the length of the maximum travel limit bolt located on the right side of the fuselage adjacent
to the torque tube.

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AIRCRAFT MAINTENANCE MANUAL

F. With the flap switch, lower the flaps to the fully extended position.
G. Using a propeller protractor or equivalent instrument to measure the flap angular travel, adjust the
down micro-switch located on the vertical shaft adjacent to the jackscrew to achieve 15 (+/-1)
degrees. Retract and extend the flaps after each adjustment to verify proper adjustment.
H. With the flaps in the fully extended position, adjust the maximum travel stop bolt so that there is a
0.060” to 0.080” gap between the bolt head and the stop pad.
I. Retract the flaps with flap switch and turn the master switch “OFF.”
J. With flaps full up, adjust the mechanical up stop until contact with upper surface of flap, then tighten
one full turn.
K. Tighten and torque all hardware to the specifications called out in Section II of this manual.

RUDDER

The metal-covered rudder is attached to the vertical stabilizer at three hinge points. The rudder control
cable is connected directly from the rudder horn to the rudder pedal adjustment channels. The left and right
rudder cables route from the adjustment channels aft around pulleys where they pass through the fuselage
side skins and attach to adjustment straps on the rudder horn. A spring-loaded balance cable is routed
between the pedal adjusting channels and forward around pivoted
pulleys located on the hopper rear wall. The rudder controls are interconnected by springs to the aileron
system so that a wing may be lifted with rudder alone. This feature provides a convenience during cross-
country flight and is an added safety feature in case the aileron system becomes inoperative. (Fig. 7-6)

RUDDER REMOVAL
A. Disconnect rudder cables from rudder horn.
B. Remove attaching hardware from rudder hinge points.
C. Remove the rudder from the aircraft.

RUDDER INSTALLATION

A. Place rudder on hinge points.


B. Install the hardware in the hinge.
C. Attach rudder cables to rudder horn.
D. Check rudder operation to determine that no friction or binding is evident.
E. Readjust control cables and rudder stops as required per rigging instructions.

RUDDER PEDAL REMOVAL

Use Figure 7-7 as a guide when removing or installing rudder pedals.

Effective: 12/17/03 7 -7
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

CONTROL CABLES REMOVAL

A. Disconnect the aft cables from forward side of shackles.


B. Remove skins from side of fuselage.
C. Disconnect cables at turnbuckles.
D. Remove all cable guards from the rudder cable pulleys and disconnect the aft cables from
rudder horn. The cables from the turnbuckles aft are free for removal.
E. Disconnect cables from adjustment channel. The cables from the turnbuckles forward to
the pedals are free for removal.
F. Remove the balance cables.
G. Remove rudder-aileron cable from aileron vertical bellcrank.

CONTROL CABLES INSTALLATION (Fig. 7-6)

A. Install the cables in reverse order of the removal procedures.


B. Check rigging per rigging instructions.
C. Assure all cables, cable guards and turnbuckles are installed properly and safety wired. Replace all
skins removed for access.

RUDDER RIGGING

A. Position the rudder pedals at mid-adjustment position in the adjustment channel.


B. Center and lock the rudder.

C. Adjust the turnbuckles in each rudder cable, at fuselage station 208.00, to bring the rudder pedals
approximately 11.00 inches from the back of the hopper.

* NOTE *

If the turnbuckles run out of adjustment, relocate adjustment strap


on rudder horn to shorten cable.

D. Safety-wire the turnbuckles with 0.041 stainless steel wire.


E. Adjust and lock the rudder stop bolts, located at the base of the rudder post, to limit the travel of the
rudder for the single cockpit T-660 to 22 (±1) degrees left and right of center, and to 20 (±1)
degrees left and right of center for the dual cockpit T-660. (Fig. 7-8)

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

RUDDER ELECTRIC TRIM TAB (Fig. 7-10)

Thrush Aircraft Inc has an electric rudder trim unit that replaces the fixed position trim tab and is rigged to
obtain straight flight; then it can be electrically adjusted to maintain straight flight.

The rudder has a large trim tab which is electrically operated and also serves as a servo. The tab's travel is
to the left to assist in right rudder. Rigging is accomplished by locking the rudder and trim tab in the center
position. Place the electric actuator in the retracted position and bellcrank in the vertical toward the actuator
as much as possible without contact with vertical. Adjust connecting rod to align with bellcrank and install
hardware. Set outside connecting rod to connect to bellcrank and trim tab. Operate trim tab to ensure
proper operation and smooth travel. The tab can be adjusted from this point to suit the operation. Max
deflection 8.6° trailing edge left.

ELECTRIC TRIM ACTUATOR REPLACEMENT

A. Remove service cover on left side of vertical.


B. Disconnect the electrical wires. Mark each wire for identification.
C. Remove bolt connecting to bellcrank.
D. Remove bolt holding motor to vertical and remove actuator.

*NOTE *
The new actuator will need to have knife splices
placed on wire.

E. Install new motor in the reverse procedure as outlined for removal.

*NOTE *

Rerigging should not be necessary as long as no rods have


to be changed. However, a test of the unit's operation should
be carried out.

BALANCE CABLE RIGGING (Fig. 7-11)

The Thrush incorporates a rudder-aileron balance cable/spring system. The cables are attached to the
rudder pedals and routed out of the cockpit and to the spring which is attached to the opposite aileron
bellcrank. Adjustments are accomplished with the turnbuckles located on each cable. The forward pulley
retaining bracket should be located on the tube 62.37 fuselage station at L/H 6 1/4 ±1 R/H 5 ±1 inches up

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The system is correctly adjusted when the rudder and ailerons simultaneously align in the neutral position.
Ensure there is no contact between balance spring.

ELEVATORS

Each elevator is attached to the rear spar of the horizontal stabilizer at three hinge points. The control stick
is connected to the elevators through the use of a bellcrank, idler, push tubes and
elevator horn. The right and left elevators are attached to a common elevator horn. (Fig. 7-12)

ELEVATOR BALANCE SPRING

The elevator system has a balance spring attached to the forward elevator belcrank with a cable on top
and spring on the other end attached to the belcrank support bracket. The cable and spring are connected
with a turnbuckle for final adjustments. For the single cockpit and dual cockpit with single control versions,
adjust as follows. With the flaps up and the elevator in neutral, the forward stand assembly (belcrank with
cable pulley) is clamped on the flap transfer tube parallel to the vertical frame tube immediately behind the
transfer tube (Figure 7-12), rig the cable to obtain a spring length of 39".

For the dual cockpit model with dual controls, the elevator balance spring is connected to the lower portion
of the forward elevator belcrank and to the left lower longeron fuselage station 193.43 inches with a
turnbuckle for adjustment. With flaps up and elevator neutral, rig spring to 36 inches in length.

ELEVATOR REMOVAL

A. Disconnect aft push tube from elevator horns.


B. Disconnect the trim tab push rod at elevator trim-tab.
C. Remove hardware attaching both of the elevators horns together.
D. Remove all hinge bolts from leading edge of elevator.
E. Remove the elevator from aircraft.

ELEVATOR INSTALLATION

A. Position elevator on aircraft.


B. Attach the elevator to the horizontal stabilizer.
C. Bolt the two elevator horns together.
D. Connect aft push tube to elevator horns.
E. Connect trim-tab push rod at elevator trim.

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ELEVATOR RIGGING

The aft push tube will have to be disconnected from elevator horns for adjustment.
A. Set the forward stop on the control stick so the stick is approximately seven inches from the hopper
when in full forward position.
B. Set the elevator to its full down travel of 17 (±1) degrees and adjust the aft end of push tube at
the elevator horn to match that position. Connect push tube to elevator horn.

*NOTE *

Assure the inspection hole in the rod end is covered by the


push tube threads. It may be necessary to let the control
stick come back slightly to achieve coverage.

** CAUTION **

Rigging of the elevators will require that tail gear be checked for
proper operation. See Section VI, Landing Gear.

C. Set the elevator at the full UP travel of 27 (±1) degrees and adjust the aft stop on the control stick to
match this position.
D. Tighten the lock nut against the rod end bearing at the elevator horn.

ELEVATOR TRIM TABS

Controllable trim tabs, located on the inboard trailing edge of each elevator, are operated by an elevator trim
tab control lever located on the left side of the cockpit. Linkage between the elevator trim tab control lever
and the elevators consists of push rods, bellcranks and fairleads. The push rod leading from the trim tab
control lever to the trim tab assembly runs along the left side of the fuselage and is guided at intervals by
four fairleads. The aft end of this push rod attaches to a bellcrank. This bellcrank has arms at each end
permitting two short push rods to be routed back to bellcranks located on the inboard side of the horizontal
stabilizer. A short push rod leads from these bellcranks to horns on the trim tabs. (Fig. 7-13)

ELEVATOR TRIM TAB REMOVAL

A. Disconnect push rod from trim tab.

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B. Remove rivets attaching trim tab hinge to elevator and remove trim tab.

ELEVATOR TRIM TAB RIGGING

A. Place the trim tab control lever in cockpit in the neutral position.
B. Adjust push rods to position both the aft fuselage and stabilizer bellcranks in a center
(neutral) position.
C. Place elevator in neutral position. Adjust the length of push rod, between the two bellcrank
assemblies.
D. Tighten all bolts.
E. Loosen bolts attaching trim control lever stop and adjust the stop to provide proper trim tab travel.
The trim tab travel should be 8 (±1) degrees up and 22 (±1) degrees down.

*NOTE *

When measuring trim tab travel, the elevator should be in the


neutral position.

F. Measure free-play of the tab at the trim tab horn attaching point. The total maximum free play
should not exceed 0.125-inch.

EMPENNAGE

The vertical stabilizer, rudder, horizontal stabilizer and elevators are constructed of Alclad aluminum. All
stabilizers are connected to the fuselage structure by bolts and supported by adjustable struts. Rudder and
elevators are attached to the stabilizers by hinges containing sealed bearings. See Section VII, Flight
Controls, for rigging instructions.
EMPENNAGE REMOVAL

A. Remove rudder and elevators from stabilizer as outlined in this section of the manual.
B. Remove horizontal struts, being sure to mark left and right. (The top of the struts can be identified
by a small rectangular section of weld line at the V-end of the aft tube.)

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** CAUTION **

The forked ends of the struts are torqued to align


with horizontal attachments. Movement of the
fork will require re-torquing as outlined in the
installation instructions.

EMPENNAGE INSTALLATION

A. Install horizontal stabilizer with AN6-46A bolts on forward attaches with one each bushing (P/N
9040-018) (9/16” long) between horizontal stabilizer and forward fuselage attach fitting. Place one
each bushing (P/N 9040-108) (1 ¼” long) between the aft stabilizer attach fitting and the fuselage
fitting and install AN6-44A bolts. Torque bolts to 408 ± 15 inch-pounds of torque. Check that the
cord line of the horizontal stabilizer is -.75º ± .25º (this means nose down) relative to the longeron
use for wt. & bal. Leveling (under the cockpit) (see figure 7-18). Use up to 3 ea. AN960-616
washers under either the fwd or aft bushings to achieve the required incidence angle.
B. Install left and right struts using the strut/plates and AN5-6A bolts on lower attach (strut to fuselage)
and AN6-12A bolts on upper attach (strut to horizontal). Install rudder lock plate on left lower strut
attach; tighten all bolts and nuts.

When installing a new strut or new strut parts, accomplish as follows:


With new strut(s) adjust fork ends as required to bring the strut as close as possible to lower
fuselage attach without touching. The strut should be centered fore and aft with fork ends. The
forks should be shimmed with a P/N 40024-3 spacer and P/N 21194 washers as required (different
thicknesses are available) and at least one P/N 21194-C copper crush washer. Then torque to at
least 100 inch-pounds and not more than 190 inch-pounds and align with attach points
simultaneously. The lower strut/plates can now be trimmed to fit if needed and drilled with a .312
(5/16") drill bit and bolted into place using AN5-6A bolts.

If only re-torque is required and torque cannot be achieved with old shims, the replacement of the
copper crush washer only should be sufficient to regain correct torque and proper angle for
alignment.
C. Install left and right elevator using P/N 40065-1 spacer, AN4-12A bolt and AN4-11A bolts in center
and outboard hinges. Connect elevator control arm and check travel 27° ±1° up and 17°±1° down.
D. Connect elevator trims tabs and check for proper travel.

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

*NOTE *
A TAPERED shim(s) P/N 90220T001 (.125” to .080”)
upper attach shim or P/N 90221T001 (.100” to .075”)
lower attach shim may be required on top and/or lower
attach to properly align hinges during the string alignment
check.
F. Install the wire deflector cable and allow sufficient turnbuckle travel to permit tensioning of the
deflector cable. Attach and tension cable to 35 ±3 Lbs.
G. Install the rudder using AN4-11A bolts, connect navigation light ground wire to rudder horn bolt, and
connect navigation light power wire. Install rudder cables and check travel 22° left and right from
center, for single control airplanes, or 20° left and right from center for dual control airplanes

WING REMOVAL

A. Drain fuel from wings and header tank.


B. Remove flaps and lock ailerons in neutral position.
C. Support wings with suitable wing dolly.
D. Remove wing attach access fairings and shear panels. (Fig. 7-15).
E. Disconnect all electrical wires, fuel lines, vents and control rods. Note: Aileron control tube is
disconnected between wing and center section.
F. Remove upper and lower forward wing attach pin security bolts and washers. (Fig. 7-16, #1)
G. Press or drive pins out.
H. Remove two aft attach bolts. (Fig. 7-16, #2)
I. Slide wing out of attach points and clear from aircraft.

CENTER SECTION REMOVAL

A. Support center section.


B. Remove fuselage skins and fairings to gain access to center section support areas.
C. Disconnect electrical wires, fuel lines, vents and control tubes.

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D. Remove attach bolts from attach angles to wing and remove attach angles and rear bolt. (Fig. 7-15
or 7-17)
E. Remove the angle and link from lower fuselage longeron and leading edge support strap. (Fig. 7-
17)
F. Pull aft center section fitting down out of support clevis.
G. Maintain the center section in a trailing edge low attitude and lower unit from fuselage.

CENTER SECTION INSTALLATION

A. Install center section and wings in reverse order as outlined in removal. Note: If new attach angles
are to be fitted refer to Item D in this text.
B. Refer to Figure 2-7 for bolts and torques.
C. After installation check all electrical for proper operation, check fuel lines for security and leaks,
check control surfaces for bind-free operation and proper rigging. Reinstall all shear panels,
cowling and fairings.
D. With fuselage lower longeron removable link removed lift center section into place by sliding the
rear attaches into place and install rear bolts.
E. Install the removable link into fuselage and fuselage support angle.
F. Position center section with a .330 spacer between center section spar and longeron (Fig. 7-17).
Center the section left and right to attach angle tubes.
G. Clamp inboard attach angle into place, clamp to spar and fuselage.
C. With a fabricated bushing 5/16" outside #30 inside put bushing into fuselage bushings and use a
short #30 drill bit to mark attach angle. Also mark holes through spar.
D. Repeat the process for outboard angles.
E. After the angles have the holes marked use a drill press to drill the holes and debur.
F. Install attach angles.
G. Torque bolts.
H. Remove spacers and support.
I. Attach leading edge support strap to fuselage.

WING INSTALLATION

To install the wings, reverse installation procedure.

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THIS
PAGE
INTENTIONALLY
LEFT
BLANK.

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TROUBLESHOOTING CHART

AILERON SYSTEM

TROUBLE CAUSE REMEDY

Check control stick


Resistance to control stick Control stick bearings dry or bearings for
movement. worn. lubrication, excessive
wear and cleanliness.

Check bearing for


Torque tube bearings dry or
lubrication, excessive
worn.
wear and cleanliness.

Repair or replace
Bent aileron.
aileron.

Rig in accordance
Aileron push rods and tubes
Incorrect aileron travel. with aileron rigging
out of rig.
procedures.

Rig in accordance
Aileron bellcrank stops
with aileron rigging
incorrectly
procedures.

Correct aileron travel cannot Rig in accordance


Incorrect rigging of push rods
be obtained by adjusting with aileron rigging
and tubes.
bellcrank stops. procedures.

Rig in accordance
Incorrect rigging of
with aileron rigging
bellcranks.
procedures.

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FLAP SYSTEM

TROUBLE CAUSE REMEDY

Flaps do not extend (down) or


Circuit breaker out. Reset circuit breaker.
retract (up).

Defective flap switch. Replace flap switch.

Defective flap motor. Replace flap motor.

Defective electrical circuit. Replace defective wires.

Flaps do not extend (down) or Stripped or broken jackscrew Replace jackscrew


retract (up). (Cont.) on flap motor. assembly.

Defective microswitch. Replace microswitch.

Flaps fail to retract (up) Rig in accordance with


Incorrect rigging of push rods.
completely. rigging procedures.

Flaps fail to extend (down) Rig in accordance with


Incorrect rigging of push rods.
completely. rigging procedures.

Flaps not synchronized or fail


Incorrect adjustment of push Adjust in accordance with
to fit evenly when retracted
rods. rigging procedures.
(up).

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TROUBLE CAUSE REMEDY

Bent push rods. Straighten or replace.

Bent flap. Repair or replace flap.

Flaps on one side fail to Broken arm on torque tube or


Replace broken parts.
operate. broken push rod.

Connect push rod and


Disconnected push rod. recheck rigging
procedures.

RUDDER SYSTEM

TROUBLE CAUSE REMEDY

Lost motion between rudder Adjust in accordance with


Cables loose.
pedals and rudder. rigging procedures.

Broken pulley. Replace pulley.

Bolts attaching rudder horn to


Tighten bolts.
rudder loose.

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TROUBLE CAUSE REMEDY

Adjust cables in
Excessive resistance to
Cables too tight. accordance with rigging
rudder pedal movement.
procedures.

Provide proper clearance


if pulleys are rubbing
Pulleys binding or rubbing.
pulley brackets or cable
guards.
Rudder binding caused by
Replace rudder horn.
bent rudder horn.

Rudder pedal needs


Lubricate as required.
lubrication.

Cables not in place on


Install cables correctly.
pulleys.

Bent rudder. Repair or replace rudder.

Rudder pedals not neutral Rudder cables incorrectly Rig in accordance with
when rudder is streamlined. rigged. rigging procedures.

Adjust in accordance with


Rudder horn stops incorrectly
Incorrect rudder travel. rudder rigging
adjusted.
procedures.

Effective: 12/17/03 7 - 20
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AIRCRAFT MAINTENANCE MANUAL

ELEVATOR CONTROL SYSTEM

TROUBLE CAUSE REMEDY

Provide proper
Resistance to control stick
Pulley binding or rubbing. clearance if rubbing
movement.
pulley bracket or guard.

Lubricate bearings.
Binding control stick bearings. Repair or replace
elevator horns.

Lubricate hinges as
Elevator hinges need
required to give free
lubrication.
movement.

Elevator bellcrank, idler, and


Adjust in accordance
Incorrect elevator travel. push tubes incorrectly
with rigging procedures.
adjusted.

Correct elevator travel cannot


Adjust control stick
be obtained by adjusting Control stick stops incorrectly
stops in accordance
bellcrank, idler and push rigged.
with rigging procedures.
tubes.

Effective: 12/17/03 7 - 21
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ELEVATOR TRIM CONTROL SYSTEM

TROUBLE CAUSE REMEDY

Check push rods at


Trim control lever moves with
Push rods binding. fairings for free
excessive resistance.
movement.
Lubricate hinge. If
Trim tab hinge binding. necessary replace
hinge.

Incorrect adjustment of push Adjust in accordance


Incorrect trim tab travel.
rods. with rigging procedures.

Effective: 12/17/03 7 - 22
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Figure 7-1

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Figure 7-2

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Figure 7-3

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Figure 7-4

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Figure 7- 5

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Figure 7-6

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Figure 7-7

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Figure 7-8

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Figure 7-9

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Figure 7-10

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Figure 7-11

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Figure 7-12

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Figure 7-13

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Figure 7-15

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Figure 7-16

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AIRCRAFT MAINTENANCE MANUAL

Figure 7-17

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AIRCRAFT MAINTENANCE MANUAL

Figure 7-18

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AIRCRAFT MAINTENANCE MANUAL

FLIGHT CONTROL STATIC BALANCE LIMITS


After repaint or repair of balanced control surfaces, they must be checked for proper balance using the limits
found in the charts below. Stripping of paint and repainting may be necessary if control fails to be within
limits.

*** WARNING ***


Failure to stay within control surfaces static balance limits
could lead to control surface flutter, which could lead to
loss of aircraft, life, and/or property.

“HIGH SPEED” RUDDER ASSY P/N 95265-17: INCH-POUNDS OF IMBALANCE FROM HINGE LINE,
TRAILING EDGE HEAVY.

INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 30 40
FIELD REPAIR 30 45

“HIGH SPEED” ELEVATOR ASSY P/N 40058T503 “L/H” or T504 “R/H”: INCH-POUNDS OF IMBALANCE
FROM HINGE LINE, TRAILING EDGE HEAVY.

INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 3 16
FIELD REPAIR 3 18

“HIGH SPEED” AILERON ASSY P/N 52081T091 “L/H or T092 “R/H”: INCH-POUNDS OF IMBALANCE
FROM HINGE LINE, TRAILING EDGE LIGHT (AILERON INVERTED “FLAT SIDE FACING UP”).

INCH POUNDS
CONDITION MINIMUM MAXIMUM
MANUFACTURING 4.6 6.6
FIELD REPAIR 3.6 6.6

TABLE 7-19

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SECTION EIGHT
INSTRUMENTS

TABLE OF CONTENTS

INSTRUMENTS ....................................................................................................2
GENERAL DESCRIPTION................................................................................2
INSTRUMENT SYSTEM MAINTENANCE ........................................................2
FLIGHT INSTRUMENTS ...............................................................................3
PITOT-STATIC SYSTEM ..............................................................................3
MAINTENANCE ................................................................................................3
INSPECTION AND LEAKAGE TEST ................................................................3
ALTIMETER ......................................................................................................5
AIRSPEED INDICATOR ...................................................................................5
MAGNETIC COMPASS ....................................................................................5
MAGNETIC COMPASS COMPENSATION.......................................................5
BANK INDICATOR............................................................................................6
POWER PLANT INSTRUMENTS .....................................................................6
MISCELLANEOUS INSTRUMENTS ............................................................6
FUEL QUANTITY INDICATOR .........................................................................6
VOLTMETER ....................................................................................................6
AMMETER ........................................................................................................7
HOPPER QUANTITY ........................................................................................7
CALIBRATION OF REMOTE GAUGE ..............................................................7
TROUBLESHOOTING CHART ........................................................................9
AIRSPEED INDICATOR ...................................................................................9
ALTIMETER ....................................................................................................10
COMPASS ......................................................................................................12
ENGINE OIL PRESSURE GAUGE .................................................................13
ENGINE FUEL PRESSURE GAUGE..............................................................14
TACHOMETER ...............................................................................................14
FUEL QUANTITY INDICATOR .......................................................................15
ENGINE OIL TEMPERATURE GAUGE..........................................................16
INSTRUMENT MARKINGS – PT6A-60AG .........................................................18
INSTRUMENT MARKINGS – PT6A-45 SERIES ................................................19
INSTRUMENT MARKINGS – PT6A-65AG, -65B & -65AR .................................20
INSTRUMENT MARKSINGS – PT6A-67AG.......................................................21
INSTRUMENT MARKINGS PT6A-60AG, -67AG and –45 Series Engines.........22
LEVEL SENSING UNIT CHART .........................................................................23

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THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSTRUMENTS
GENERAL DESCRIPTION

The standard instruments are located on three panels in the cockpit. An upper panel, a left lower
panel, and a right lower panel. The left lower panel contains a clock, oil temperature gauge, oil
pressure gauge, fuel pressure gauge, air filter Delta “P” gauge, hour meter, airframe related
electrical switches and fuel quantity gauge. The right lower panel contains the voltmeter,
ammeter, and circuit breakers. The upper instrument panel contains the gas generator percent
tachometer (Ng), propeller tachometer (Np), torque pressure gauge, ITT (T5) indicator, boom
pressure gauge, air speed indicator, altimeter, fluid compass, engine warning lights, stall warning
light and bank indicator. All instruments are lighted with a post light or internally lighted and
controlled with rheostats located on the left lower panel.

Optional instruments and gauges are available upon request. A few of the optional instruments

are hopper quantity, Shadin Miniflo fuel flow, Micronair™ chemical flow meter, Crophawk™
chemical flow meter, encoding alt., artificial horizon, electric turn and bank, vertical speed, and
directional gyro.

INSTRUMENT SYSTEM MAINTENANCE


Unless otherwise specified, field maintenance of instrument systems is limited to removal and
replacement of defective instruments and transmitters; authorized in-service adjustment of
transmitters and instruments; and repair of instrument systems between the instrument and signal
source (transducer). Reliability of the various instruments and related systems can be sustained by
routine inspection of electrical wiring for chafing, and electrical connections for security. All fluid
pressure, pitot pressure, and static line connections must be tight at all times and lines must be
correctly routed and secured. Electrical wiring must be free from chafing, properly connected and
secured. Instrument ports and lines disconnected during system maintenance must be capped or
plugged immediately to prevent the entrance of foreign material and consequent instrument
malfunction. Maintenance procedures pertaining to a specific instrument or system are contained
in subsequent paragraphs. As a general rule, it is recommended that the instrument signal source
and means of transmission to the instrument be rung out before changing an instrument. If a new
instrument or a transducer is available, it may be expedient to utilize them in the system as required
to determine if the malfunction is in the instrument, signal source or interconnecting line.

Effective: 12/17/03 8-2


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FLIGHT INSTRUMENTS
Flight instruments consist of the magnetic compass, airspeed indicator, altimeter and bank
indicator. The pitot-static system provides pitot (impact) and static (atmospheric) air pressure to
the airspeed indicator and static air pressure to the altimeter indicator.

PITOT-STATIC SYSTEM
The pitot head installed near the wing tip of the right wing lower surface provides pitot pressure.
The pitot pressure line is connected to the airspeed indicator. A static pressure line is connected to
the altimeter and to the airspeed indicator. The static pressure ports are located on both sides of
the aft fuselage where they are connected through a yoke to a tube that runs forward along the
left side of the fuselage to the instruments.

MAINTENANCE

Flight instruments utilizing pitot-static pressure are highly sensitive to pressure variations.
Therefore, all tubing and line connections must be absolutely airtight to prevent erratic indications.
Moisture drains for the system are installed in the lines at two different locations; the most in-
board end of tubing in wing and in the aft fuselage just aft of the static ports. Drain the pitot-static
system periodically and whenever the system operates erratically. If after draining, and any of the
pitot-static instruments are still inoperative or erratic, clear the pitot-static vent lines of any
remaining restrictions with dry, low-pressure compressed air. Disconnecting the static line at the
altimeter and applying two to four psi air pressure to the static line may purge the lines.
Disconnecting the line from the airspeed indicator and applying two to four psi pressures to the line
may purge the pitot pressure line. Cap instrument inlets before attempting to clear lines.

** CAUTION **
Be sure air pressure is directed towards the pitot
head and not toward the instruments when purging
the system.

INSPECTION AND LEAKAGE TEST

The following procedure outlines inspection and testing of the static pressure system, assuming the
altimeter has been tested and inspected in accordance with current Federal Aviation
Administration Regulations.

A. Ensure the static system is free from entrapped moisture and restrictions.

B. Ensure no alterations or deformations to the static lines have occurred.

C. Attach a source of suction to static pressure source opening.

Effective: 12/17/03 8-3


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
D. Slowly apply suction until altimeter indicates a 1000-foot increase in altitude.

** CAUTION **

When applying or releasing suction, do not exceed the range of


the vertical speed indicator or airspeed indicator.

E. Cut off the suction source to maintain a closed system for one minute. Leakage shall not
exceed 100-foot of altitude loss as indicated on altimeter.

F. If leakage rate is within tolerance, slowly release suction source.

* NOTE *

If leakage rate exceeds the maximum allowable, first tighten all


connections then repeat the leakage test. If leakage rate still
exceeds the maximum allowable, use the following procedure.

G. Disconnect static pressure line from airspeed indicator to altimeter. Cap tee at altimeter so
that the altimeter is the only instrument still connected to static pressure system.

H. Repeat the leakage test to check whether the static pressure system or the removed
instruments are the cause of leakage. If instruments are at fault, they must be repaired by an
appropriately rated repair station or replaced. If the static pressure is at fault, use the
following procedure to locate the system leakage.

I. Attach a source of positive pressure to the static source opening.

** CAUTION **

Do not apply positive pressure with the airspeed indicator


connected to the static pressure system.

J. Slowly apply positive pressure until altimeter indicates a 1000-foot decrease in altitude and
maintain this altimeter indication while checking for leaks. Coat line connections, static
pressure fittings and static source external port opening with solution of mild soap and water,
watching for bubbles to locate leaks.

K. Tighten leaking connections. Repair or replace any parts found defective.

L. Reconnect airspeed indicator to the static pressure system and repeat leakage test per steps
C. through G.

Effective: 12/17/03 8-4


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
ALTIMETER

The altimeter is equipped with three concentrically arranged pointers with a range of 0 - 100,000
feet. The intermediate hand indicates altitude in hundreds of feet in 20-foot increments. The
shortest hand indicates altitude in thousands of feet and the longest pointer in tens of thousands
of feet. A moveable barometric scale, visible through a small window in the main dial, indicates
the barometric pressure in inches of Hg and millibars. An adjusting knob provides a means of
adjusting the three pointers and barometric scale simultaneously to correct for changes in
atmospheric pressure and to establish the proper reference to sea level. Barometric pressure is
sensed through the instrument static system.

AIRSPEED INDICATOR

The airspeed indicator registers airspeed in miles-per-hour and/or knots. The indicator is
operated by the pressure differential between impact air pressure from the pitot tube and
barometric pressure sensed through the static system.

MAGNETIC COMPASS

The magnetic compass is a semi-floating cylinder encased in a liquid filled case with expansion
provisions to compensate for temperature changes. The compass is mounted on the instrument
panel, is internally lighted, and is equipped with compensating magnets that are adjustable from
the front of the case. Covers on the face of the compass allow access to adjust the compensating
magnets. The compass should be swung and compensated at regular intervals and at any time
equipment installations are made that could cause compass deviation.

MAGNETIC COMPASS COMPENSATION

Locate the aircraft in area suitable for the method of magnetic compass compensation to be
used. Close doors and place flaps in a retracted position. Set the throttle at cruise position with
engine operating. Place all electrical switches, alternator, radio and other equipment in a mode
normally used in flight and proceed with the following:

A. Set adjustment screws of compensating magnets to zero. Zero position is when the dot
on the screw is lined up with the dot on the compass frame.

B. Position aircraft in a magnetically north direction. Adjust north-south adjustment screw


until compass reads exactly north.

C. Position aircraft in a magnetically east direction. Adjust east-west adjustment screw until
compass reads exactly east.

D. Position aircraft in a magnetically south direction. Notice the resulting south error. Adjust

Effective: 12/17/03 8-5


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
north-south adjustment screw so that one-half of the error has been removed.

E. Position aircraft in a magnetically west direction. Notice the resulting west error. Adjust
east-west adjustment screw so that one-half of the error has been removed.

F. Position aircraft in successive magnetically 30-degree directions and record all errors on
the deviation card furnished with the compass.

BANK INDICATOR

The bank indicator, installed in the center of the upper instrument panels is a curved, fluid-filled
tube containing a ball. The gravitational and centrifugal forces position the ball within the tube to
indicate correct lateral altitude for the degree of banking.

POWER PLANT INSTRUMENTS

This group consists of the oil temperature gauge, oil pressure and fuel pressure gauge, ITT
indicator, torque indicator, propeller RPM indicator, percent gas generator speed indicator, and
fuel quantity indicator. These instruments are operated by fluid pressure, variation in electrical
resistance created by a float operated transmitter, variations in electrical resistance from a
temperature probe, and by electrical variations from a tach-generator. See Figure 8-1 for
instrument markings.

MISCELLANEOUS INSTRUMENTS
FUEL QUANTITY INDICATOR

A fuel quantity indicator registers the amount of fuel in the system up to a maximum of 1 64 U.S.
gallons. Fuel from 165 to 230 U.S. gallons is un-gaugeable. The indicator is basically a
millivoltmeter that receives input signals from the fuel quantity transducers (liquid level senders).
The face of the fuel quantity indicator is marked in increments from empty to full. The indicator is
used in conjunction with two float-operated variableresistance transducers, one installed in each
tank. The full tank position of the transducer float produces a minimum resistance through the
transducer, permitting maximum current flow through the fuel quantity indicator and maximum
pointer deflection. As the fuel level of the tank is lowered, resistance in the transducer is increased,
producing a decreased current flow through the fuel quantity indicator and a small pointer
deflection. The fuel quantity indicating system is calibrated by adjusting the fuel quantity transducer
float arms and the indicator as outlined in Section V.

VOLTMETER

A voltmeter displays electrical system voltage when the master switch is on and allows the pilot to
monitor bus bar voltage. Normal voltmeter readings must be within the green arc (24.0 to 30.5

Effective: 12/17/03 8-6


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
volts). Insufficient voltage or overcharging is indicated by a lower red arc (minimum) 16.0 to 22.5
volts, and an upper red arc (maximum) 30.5 to 36.0 volts respectively. Continuous operation over
30.5 volts is detrimental to the life of the battery and could cause loss of electrical power. A yellow
arc from 22.5 to 24.0 volts indicates a caution range.

AMMETER

The ammeter displays current flow, in amperes, from the aircraft generator to the battery, or from
the battery to the electrical system. With the engine operating, the ammeter should indicate the
on charge side unless there is an aircraft generator malfunction, or if the electrical load demand
exceeds the aircraft generator output, the ammeter will indicate the discharge side. Continuous
operation on the discharge side will be detrimental to battery life and may cause loss of electrical
power.

HOPPER QUANTITY

The hopper quantity consists of three parts -- the level sensing element in hopper, FA-A control box
normally located on left side of cockpit, and quantity gauge located in instrument panel. The
gauge is adjustable between 0 gallons to 360 gallons and incorporates two lights, one amber light
for low quantity, and one red right for hopper empty. The system can be calibrated as per the
following instructions.

* NOTE *

A scale is provided to show the relationship of the remote gauge,


% scale on analog control unit type FA-A, and number of inches
the bottom of the floating ball is away from the top of the lower
stop collar. The column labeled ground shows how many gallons
are in the hopper with the aircraft in the ground attitude in
relationship to the remote gauge reading.

CALIBRATION OF REMOTE GAUGE

A. The remote hopper level gauge markings are an indication of hopper load in level flight.

B. A screw type adjuster located on the face of the gauge at the six o’clock position adjusts
the remote gauge 0 mark. Adjustment of the screw CW or CCW will move pointer left or
right.

C. With floating ball against lower stop collar, adjust screw adjuster until pointer is aligned
with 0 mark on gauge.

D. The 360-gallon mark is adjusted by turning a screw head located on a 20 K ohm

Effective: 12/17/03 8-7


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
potentiometer on a circuit board attached to rear of gauge.

E. With floating ball against the top stop of the sending unit; adjust the potentiometer until
pointer is aligned with 360 mark on gauge.

* NOTE *
Unit must be on to adjust 360 side of gauge.

* NOTE *

The small % scale on analog control unit Type FA-A will move in
direct relationship with the remote gauge.

F. Once steps 3 and 5 are completed, the unit is in calibration.

* NOTE *

Hopper loads above 360 gallons are un-gaugeable.

G. Also provided are two hopper-level warning lights -- one amber and one red. They both
have a pushto-test feature and a dimming capability. The lights are adjusted to come on
at any position (hopper level) that you may desire by potentiometers located under pop-
off caps on the face of the analog control unit Type FA-A. The amber light is adjusted to
come on by adjusting Pot 1 labeled set point 1, and the red light is adjusted to come on by
adjusting Pot 2 labeled set point 2.

H. The amber and red lights can be set at any position you may desire. Thrush Aircraft Inc
recommends setting the amber light to come on at 25 gallons, or 8 3/8" from top of lower
stop collar to bottom of floating ball, and the red light to come on at 6 1/2 gallons, or 2
1/2" from top of lower stop collar to bottom of floating ball.

Effective: 12/17/03 8-8


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLESHOOTING CHART
AIRSPEED INDICATOR

TROUBLE PROBABLE CAUSE REMEDY

Pitot pressure connection not Test line and connection for


Hand fails to respond
properly connected to pressure leaks. Repair or replace
line from pitot tube. damaged line, tighten
connections.

Pitot or static lines clogged. Check line for obstructions.


Blow out lines.

Incorrect indication or hand Leak in pitot or static line. Test lines and connections
oscillates. for leaks. Repair or replace
damaged lines, tighten
connections.

Substitute known-good
Defective mechanism.
instrument and check
reading. Replace
instrument.

Substitute known-good
Leaking diaphragm.
instrument and check
reading. Replace
instrument.

Hand Vibrates. Excessive vibration. Check instrument mounting


screws. Tighten mounting
screws.

Excessive tubing vibration. Check clamps and lines


connections for security.
Tighten clamps and
connections.

Effective: 12/17/03 8-9


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

Check line for obstructions.


Check static source. Blow
Instrument fails to operate. Static line plugged.
out lines. Clean static
source.

Substitute known-good
altimeter and check
Defective mechanism.
reading. Replace
instrument.

Incorrect indication. Hands not carefully set. Reset hands with know.

Substitute known-good
altimeter and check
Leaking diaphragm
reading. Replace
instrument.

Compare reading with


Pointers out of calibration. known-good altimeter.
Replace instrument.

Effective: 12/17/03 8-10


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ALTIMETER

TROUBLE PROBABLE CAUSE REMEDY

Check lines for obstructions or


leaks. Check static source. Blow
Hands oscillate. Static pressure irregular.
out lines, tighten connections.
Clean static source.

Check other instruments and


Leak in airspeed or vertical speed system plumbing for leaks and
indicator installations. obstructions. Blow out lines,
tighten connections.

Effective: 12/17/03 8-11


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

COMPASS

TROUBLE PROBABLE CAUSE REMEDY

Compass not properly


Excessive card error Swing compass and compensate.
compensated

External magnetic interference Locate and eliminate interference.

Excessive card oscillation Insufficient liquid Replace compass.

Excessive vibration of compass Remove cause of vibration.

Back compensating screws off to


Compass excessively
Card element not level, sluggish remove all compensation, then
compensated
recompensate compass.

Leaking float chamber due to


broken cover glass or case, or
Liquid leakage from case defective sealing gaskets, weak. or Replace compass
detached card magnets, pivot
friction, or broken jewel

Effective: 12/17/03 8-12


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE OIL PRESSURE GAUGE

TROUBLE PROBABLE CAUSE REMEDY

Gauge has erratic operation Worn or bent movement Replace instrument.

Dirty or corroded movement Replace instrument.

Pointer bent and rubbing on dial,


Replace instrument.
dial screw or glass

Check line for obstructions. Clean


Gauge does not register Pressure line clogged
line.

Check line for leaks and damage.


Leak in pressure line
Repair or replace damaged line.

Check line for leaks and damage.


Pressure line broken
Repair or replace damaged line.

Pointer loose on staff Replace instrument.

Damaged gauge movement Replace instrument.

Gauge pointer fails to return to Check line for obstructions. Clean


Foreign matter in line
zero line.

Effective: 12/17/03 8-13


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Gauge does not register properly Faulty mechanism Replace instrument.

ENGINE FUEL PRESSURE GAUGE

TROUBLE PROBABLE CAUSE REMEDY

Gauge inoperative or erratic. Restricted, broken or leaking Clear and clean line. Tighten
Low pressure or flow registered. line fittings or replace, if necessary.

Fuel pressure or fuel flow Start and run engine until


Vapor in fuel line
registered is high, low or erratic instrument registers normally.

Faulty relief valve in engine- See fuel pump in Power Plant


electric driven pump(s) or Section for replacement or relief
defective pump(s) valve adjustment instructions.

TACHOMETER

TROUBLE PROBABLE CAUSE REMEDY

Test generator for output.


Tachometer registers low, Tachometer generator/tachometer Overhaul or replace if necessary.
erratically, or no reading. defective Test instrument and replace, if
necessary.

Tachometer generator shaft


Replace tachometer generator.
sheared

Effective: 12/17/03 8-14


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

FUEL QUANTITY INDICATOR

TROUBLE PROBABLE CAUSE REMEDY

Check fuel quantity. Service


Failure to indicate Fuel tanks empty with proper grade and amount
of fuel.

No power to indicator or Check circuit breaker. Inspect


transmitter. for open circuit. Reset breaker,

(Pointer stays below E). repair or replace defective wire.

Check for partial ground


Grounded wire.
between transmitter and
(Pointer stays above F). indicator. Repair or replace
defective wire.

Check voltage at indicator.


Low voltage
Correct voltage.

Substitute known-good
Defective indicator
indicator. Replace indicator.

Defective sending unit Replace sending unit

Sticky or sluggish indicator Substitute known-good


Defective indicator
operation indicator. Replace indicator.

Check voltage at indicator.


Low voltage
Correct voltage.

Registers either full or empty Float arm stuck Free float arm.

Effective: 12/17/03 8-15


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ENGINE OIL TEMPERATURE GAUGE

TROUBLE PROBABLE CAUSE REMEDY

Replace instrument or
Gauge has erratic operation Defective indicator or transmitter
transmitter.

Check for partial ground


between transmitter and
Grounded wire
indicator. Repair or replace
defective wire.

Check circuit breaker. Inspect


No power to indicator or defective for open circuit. Reset breaker.
Gauge does not register
instrument or transmitter Repair or replace instrument
or transmitter.

Effective: 12/17/03 8-16


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMEDY

Disconnect wires and check


No indication on indicator Bad sensing element
resistance. Refer to Fig. 8- 2.

Resistance check bad. Replace


element (non-repairable).

Check power and ground


connections. Observe meter on
No indication and resistance
Bad indicator FA-A control unit. If meter works
checked good
with movement of ball, indicator or
wires to indicator are bad.

Check wiring. Wiring OK, replace


FA-A control. Pins 5, 8, 11 and 15
are power pins on FA-A unit. Pin
15 is attached to 1A C/B. Pins 8
No indication and resistance and 11 are jumped to pin 15. Pin 5
Bad FA-A control
checked good goes to + on rear of tank quantity
gauge. Grounds are located on
pins 4 and 16. Pin 4 is connected
to ground on rear of tank quantity
gauge. Pin 16 is chassis ground.

Effective: 12/17/03 8-17


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSTRUMENT MARKINGS – PT6A-60AG

UNIT RANGE DEPICTION MEANING

-40 Red Radial MINIMUM

-40 to 0 Yellow Arc CAUTION


Oil Temperature (°C)
0 to 110 Green Arc NORMAL

110 Red Radial MAXIMUM

60 Red Radial MINIMUM

60 to 90 Yellow Arc CAUTION


Oil Pressure (PSI)
90 to 135 Green Arc NORMAL

135 Red Radial MAXIMUM

5 Red Radial MINIMUM

Fuel Pressure (PSI) 5 to 50 Green Arc NORMAL

50 Red Radial MAXIMUM

400 to 775 Green Arc NORMAL

ITT (Degrees C.) 775 to 820 Yellow Arc CAUTION

820 Red Radial MAXIMUM

NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)

37.7 to 38.8 Yellow Arc CAUTION

Torque (PSI)
TAKE OFF RATING MAXIMUM
38.8 Red Radial
AT 1700 RPM

T.O. RATING MAXIMUM AT


43.4 Red Triangle
1521 RPM

Effective: 12/17/03 8-18


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

FIGURE 8-1a

INSTRUMENT MARKINGS – PT6A-45 SERIES


UNIT RANGE DEPICTION MEANING

-40 Red Radial MINIMUM

-40 to 0 Yellow Arc CAUTION


Oil Temperature (°C)
0 to 99 Green Arc NORMAL

99 Red Radial MAXIMUM

60 Red Radial MINIMUM

60 to 90 Yellow Arc CAUTION


Oil Pressure (PSI)
90 to 135 Green Arc NORMAL

135 Red Radial MAXIMUM

5 Red Radial MINIMUM

Fuel Pressure (PSI) 5 to 50 Green Arc NORMAL

50 Red Radial MAXIMUM

400 to 765 Green Arc NORMAL

ITT (Degrees C.) 765 to 800 Yellow Arc CAUTION

800 Red Radial MAXIMUM

NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)

37.7 to 38.8 Yellow Arc CAUTION

Torque (PSI) TAKE OFF RATING MAXIMUM


38.8 Red Radial
AT 1700 RPM

T.O. RATING MAXIMUM AT


43.3 Red Triangle
1521 RPM

FIGURE 8-1b

Effective: 12/17/03 8-19


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSTRUMENT MARKINGS – PT6A-65AG, -65B & -65AR


UNIT RANGE DEPTICTION MEANING

-40 Red Radial MINIMUM


-40 TO 0 Yellow Arc CAUTION
Oil Temperature(°C)
0 TO 110 Green Arc NORMAL
110 Red Radial MAXIMUM
60 Red Radial MINIMUM
60 to 90 Yellow Arc CAUTION
Oil Pressure (psi)
90 to 135 Green Arc NORMAL
135 Red Radial MAXIMUM
5 Red Radial MINIMUM
Fuel Pressure (psi) 5 to 50 Green Arc NORMAL
50 Red Radial MAXIMUM
400 to 810 Green Arc NORMAL
ITT (°C) PT6A-65AG None Yellow Arc CAUTION
810 Red Radial MAXIMUM
810 Green Arc NORMAL
810 Red Radial MAXIMUM
400 to 810 Green Arc NORMAL
ITT (°C) PT6A-65B 810 to 820 Yellow Arc CAUTION
820 Red Radial MAXIMUM
0 to 45.07 Green Arc NORMAL
Torque (psi) 45.07 to 48.03 Yellow Arc CAUTION
PT6A-65AG, -65AR 48.03 Red Radial MAXIMUM
None Red Triangle
0 to 43.34 Green Arc NORMAL
Torque (psi) None Yellow Arc CAUTION
PT6A-65B T.O. Rating Maximum
43.34 Red Radial
at 1700 RPM
FIGURE 8-1c

Effective: 8/5/05 8-20


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSTRUMENT MARKSINGS – PT6A-67AG


UNIT RANGE DEPICTION MEANING

-40 Red Radial MINIMUM

-40 to 0 Yellow Arc CAUTION


Oil Temperature (°C)
0 to 110 Green Arc NORMAL

110 Red Radial MAXIMUM

60 Red Radial MINIMUM

60 to 90 Yellow Arc CAUTION


Oil Pressure (PSI)
90 to 135 Green Arc NORMAL

135 Red Radial MAXIMUM

5 Red Radial MINIMUM

Fuel Pressure (PSI) 5 to 50 Green Arc NORMAL

50 Red Radial MAXIMUM

400 to 800 Green Arc NORMAL

ITT (Degrees C.) NONE Yellow Arc CAUTION

800 Red Radial MAXIMUM

NORMAL
0 to 45.07 Green Arc
(See Instrument Panel Placard)

Torque (PSI) 45.07 to 48.03 Yellow Arc CAUTION

48.03 Red Radial MAXIMUM

NONE Red Triangle

FIGURE 8-1d

Effective: 12/17/03 8-21


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

INSTRUMENT MARKINGS

PT6A-60AG, -67AG and –45 Series Engines

UNIT RANGE DEPICTION MEANING

0 to 1700 Green Arc NORMAL


Propeller RPM
1700 Red Radial MAXIMUM

56 to 104 Green Arc NORMAL


Gas Generator Speed (%)
104 Red Radial MAXIMUM

FULL FLAP OPERATING

RANGE:

84 to 143 White Arc Lower Limit is Maximum Weight


Stalling Speed and Upper Limit is
Maximum Speed with Flaps
Extended

NORMAL OPERATING RANGE:

Airspeed MPH IAS (Flaps-Up). Lower Limit is


88 to 206 Green Arc Maximum Weight Stalling Speed
and Upper Limit is Maximum
Structural Cruising Speed

CAUTION RANGE: Flight in this


206 to 219 Yellow Arc
Range is Limited to Smooth Air
Only.

219 Red Radial NEVER EXCEED: Design Limit

FIGURE 8-1e

Effective: 12/17/03 8-22


THRUSH AIRCRAFT, INC. – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

LEVEL SENSING UNIT

BLUE

BLACK WIRES COMING FROM TUBE

BROWN

APPROXIMATE RESISTANCE WITH FLOAT IN CENTER OF TUBE

BLACK
1. 3000 – 5000 OHMS
BLUE

BLACK
2. 2000 – 3000 OHMS
BROWN

BROWN
3. 2000 OHMS
BLUE

BLACK SMALLER OR EQUAL TO BLACK/BROWN PLUS


4.
BLUE RESISTANCE BETWEEN BROWN/BLUE

FIGURE 8-2

Effective: 12/17/03 8-23


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Section 9
DISPERSAL SYSTEMS

TABLE OF CONTENTS

DISPERSAL SYSTEMS ...................................................................................................................................2


GENERAL DESCRIPTION ............................................................................................................................2
HOPPER .......................................................................................................................................................3
HOPPER CARE ............................................................................................................................................3
HOPPER REPAIR .........................................................................................................................................3
HOPPER GATE BOX REMOVAL .................................................................................................................4
HOPPER GATE BOX INSTALLATION .........................................................................................................4
HOPPER ADAPTER BOX REMOVAL ..........................................................................................................5
HOPPER ADAPTER BOX INSTALLATION ..................................................................................................5
DISPERSAL EQUIPMENT ............................................................................................................................5
AGITATOR AND SPREADER .......................................................................................................................6

Effective: 12/17/03 9-1


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

DISPERSAL SYSTEMS

SECTION NINE

GENERAL DESCRIPTION
A 660 gallon reinforced fiberglass hopper is the principal part of both the solid and spray units. The
hopper top forms the cowling from the cockpit forward to the firewall. The hopper gate box is
designed to be liquid as well as dust tight. Emergency jettison controls permit the entire liquid load
to be dumped in approximately 8.4 seconds for the 660 gal. Hoppers.

The dispersal system has been designed to handle a wide range of dispersal equipment, and to
allow for a quick, easy changeover from one type of equipment to another. All dispersal plumbing is
externally mounted and equipped with quick-disconnects to allow for ease of maintenance and
cleaning. The streamlined aluminum extrusion spray booms are located below the wing trailing
edge and utilize the downwash from the wing to increase penetration. The booms are fitted with
spraying system diaphragm type nozzles and normally will use 35 nozzles for low volume output
and 70 nozzles for high volume output. In addition, the spray booms have large end plugs that can be
removed to aid in flushing the system.

The spray pump is located under the fuselage between the main landing gear struts. A three-way
suck-back spray valve located at the left, underside of the fuselage, controls the spray pressure and
flow. The valve is actuated from the cockpit to obtain the desired operating pressures for various
spray applications. Spray pressure is indicated by a gauge mounted on the upper instrument panel
and is controlled by a vernier adjustment on the liquid spray-operating handle. The spray pump is a
wind-driven fan type, and is controlled from the cockpit by means of a cable to adjust the fan blade
pitch to increase or decrease pump pressure.

Effective: 12/17/03 9-2


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

HOPPER (Figure 9-2)


HOPPER CARE

Regardless of the materials used in the construction or coating of the hopper, it should be thoroughly
washed after each day’s work. Use cold, clean water and any domestic detergent. Inspect the interior
of the hopper daily, for evidence of chemical attack, such as surface roughness or deterioration of the
resin. Look for cracks that may have started in the areas of highest stress, such as attach points and
stiffener center portions. Repairs may then be made at the beginning of the problem, rather than
after it has progressed to a serious degree.

* NOTE *

After washing, it is very important that the door and gate be left
open for good ventilation and complete drying. It is good practice to
rinse the hopper with cold water after use with chemicals, even if the
idle period ahead is going to be only a few hours.

HOPPER REPAIR
(Figure 9-1)

Hopper repair may be accomplished as follows:

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

Effective: 12/17/03 9-3


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

E. Curing temperature is 70°F minimum. Higher temperatures accelerate curing. A maximum


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

HOPPER GATE BOX REMOVAL (Figure 9-4)

Remove the aircraft skins to gain access to hopper gate box bolts and nuts. Disconnect dump fork,
spray tube, adapter box and vent, emergency shut off cable and spray pump. Remove the nuts and
bolts and pry off sump.

** CAUTION **

If bolts do not drive out easily, turn bolts to break glue, then
drive bolts out.

Clean off all old gasket material by scraping, being cautious not to damage adapter box lip.

HOPPER GATE BOX INSTALLATION (Figure 9-4)

Before installing gate box, be sure that all mating surfaces are clean and dry. For maximum
strength, apply 3M Scotch-Weld ™ DP-190 Translucent Epoxy adhesive evenly to both mating
surfaces and both sides of gaskets thoroughly. Using alignment pins to hold gaskets in place and
to help align gate box, install bolts and washers and tighten nuts.

* NOTE *

Excessive uncured adhesive can be cleaned up with keytone type


solvents. (When using solvents, extinguish all ignition sources and
follow the manufacturer’s precautions and directions for use for
handling such materials.) Application of adhesive to substrates should
be made within 75 minutes after mixing. Working life is 80 minutes.
Higher temperatures will reduce these times.

Allow 24 hours for sealer to cure before putting back into service. Reinstall tubes, controls and
cables and pump. Fill hopper and check for leaks. Water should be allowed to stay in hopper for a
minimum of two hours with no leaks.

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THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

HOPPER ADAPTER BOX REMOVAL (Figure 9-4)

Remove side loader tube and hopper vent tube. Remove all bolts that attach adapter box to
forward and rear hopper throats. Pry the adapter box from the hopper to release the grip created by
the sealer used during assembly. Clean off all old gasket material by scraping, being cautious
not to gouge hopper lip.

HOPPER ADAPTER BOX INSTALLATION (Figure 9-4)

Before installing adapter box, be sure that all mating surfaces are clean and dry. For maximum
strength, apply 3M Scotch-Weld ™ DP-190 Translucent Epoxy adhesive evenly to both mating
surfaces and both sides of gaskets thoroughly. Using alignment pins to hold gaskets in place and
to help align adapter box, install bolts using large area washer on hopper side and tighten nuts.

* NOTE *

Excessive uncured adhesive can be cleaned up with keytone type solvents. (When
using solvents, extinguish all ignition sources and follow the manufacturer’s
precautions and directions for use for handling such materials.) Application of
adhesive to substrates should be made within 75 minutes after mixing. Working life
is 80 minutes. Higher temperatures will reduce these times.

Allow 24 hours for sealer to cure before putting back into service. Reinstall side loader tube and
hopper vent. Fill hopper and check for leaks. Water should stay in hopper for a minimum of two
hours with no leaks evident.

DISPERSAL EQUIPMENT
Because of the variety of solid dispersal equipment available and the wide variety of dusts,
seeds, pellets and granular material that can be dispersed by the spreader, it is advised that the
manufacturer's instructions for the various types of dusting equipment be carefully followed for best
results. In conjunction with the manufacturer's instructions for maintenance of the spray dispersal
system, it is recommended that a periodic interval be established for accomplishment of the
following:

HOPPER AND SPRAY SYSTEM (FIG. 9-2 & 9-6)

A. Inspect the hopper baffles for security and condition.

B. Inspect hopper lid for condition of seal and security of latches.

Effective: 8/5/05 9-5


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

C. Inspect the hopper for indications of leaks and general condition.

D. Inspect hopper gate for evidence of leaks and proper operation.

E. Inspect hopper vent tube for evidence of corrosion and security.

F. Inspect emergency and 3-way valve handles and controls rods for cracks around welds.

G. Check condition of control rod boot.

H. Inspect liquid lines for leaks and hose deterioration.

I. Inspect all line supports and clamps for security or corrosion

J. Drain and clean spray strainer.

K. Inspect the pump, fan and brake assemblies for security and proper operation.

L. Refer to manufacturer's data for pump lubrication.

M. Inspect emergency on/off control and valve for security and proper operation.

N. Inspect 3-way pressure control valve for security and proper operation.

O. Inspect both booms and the support for each boom for security and evidence of corrosion.

P. Inspect all nozzle diaphragms for deterioration.

Q. Inspect all fan blades for cracks or nicks.

R. Inspect all nozzles for orifice erosion. Replace as necessary.

AGITATOR AND SPREADER (Figure 9-5)

A. Inspect gearbox for proper oil level (refer to manufacturer's data).

B. Inspect fan, gearbox, drive shaft, agitator and coupling for security and proper operation.

C. Inspect agitator shaft seal at hopper for evidence of leaks.

Effective: 8/5/05 9-6


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

D. Inspect spreader unit for cracks, loose rivets, loose or missing vanes and security to airframe.

E. Support spreader, connect rear support tubes. Raise front connection camloc fasteners to hopper sump a
latches. Spreader should be level, centered, and clear of door control arms.

Figure 9-1

Effective: 12/17/03 9-7


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 9-2

Effective: 12/17/03 9-8


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 9-3

Effective: 12/17/03 9-9


THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 9-4

Effective: 12/17/03 9 - 10
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Effective: 12/17/03 9 - 11
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 9-6

Effective: 12/17/03 9 - 12
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Section 10
ELECTRICAL SYSTEM

TABLE OF CONTENTS

ELECTRICAL SYSTEM ....................................................................................................................................2


GENERAL DESCRIPTION ...........................................................................................................................2
POWER DISTRIBUTION ...........................................................................................................................2
BATTERY AND EXTERNAL POWER .......................................................................................................2
BATTERY SERVICING ..............................................................................................................................2
SERVICING BATTERY INSTALLED IN AIRCRAFT .................................................................................4
GENERATOR SYSTEM .............................................................................................................................4
DIAGRAMS ................................................................................................................................................4
BATTERY OPERATION ............................................................................................................................4
BATTERY REMOVAL ................................................................................................................................4
BATTERY INSTALLATION ........................................................................................................................5
VOLTAGE REGULATION ..........................................................................................................................5
VOLTAGE REGULATOR REMOVAL ........................................................................................................5
VOLTAGE REGULATOR INSTALLATION ................................................................................................5
STARTER - GENERATOR MAINTENANCE .............................................................................................6
STARTER - GENERATOR REMOVAL ......................................................................................................6
STARTER-GENERATOR INSTALLATION ................................................................................................7
TROUBLESHOOTING CHART ..................................................................................................................8
BATTERY SYSTEM ...................................................................................................................................8
STARTER/GENERATOR - GENERATOR PHASE ..............................................................................................10
STARTER/GENERATOR - STARTER PHASE ....................................................................................................12
LOW BATTERY ..............................................................................................................................................................13

Effective: 12/17/03 10 - 1
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

ELECTRICAL SYSTEM

SECTION TEN
GENERAL DESCRIPTION
The aircraft 24-volt DC electrical system is designed to provide the utmost in reliability. Two 24-volt
storage batteries provide electric current for engine starting and a reserve source of electrical power
in the event of generator failure. A D.C. power receptacle provides a means for connecting external
power to the aircraft electrical system. To conserve battery life, external power should always be
used for starting engines when temperature is below 40°F or when performing maintenance
requiring electrical power. A generator installed on the engine supplies the primary source of
electrical power to the main bus. A voltage regulator protects the electrical system, reverse current
relay and circuit breakers. If generator output voltage is below bus voltage, the battery supplies the
busloads. The D.C. ammeter, installed in the instrument panel, indicates the discharge or charge on
the battery after the engine is started. All electrically operated motors, lighting systems and other
electrical component circuits are protected by push button thermal circuit breakers. Switches and
instruments required for operation of the aircraft electrical system are installed in the instrument panel
and engine control switch panel.

POWER DISTRIBUTION
The 24-volt D.C. electrical system depends upon electrical power from three different sources:
battery, external power and the generator. With the engine operating and the generator on the line,
electric power from the generator is provided through a circuit breaker to the main bus.

BATTERY AND EXTERNAL POWER

One or two 24-volt storage batteries provide power to the circuit breaker through relays. A two-
position (BAT OFF-ON) switch located on the engine control switch panel controls the relays.
Placing the battery switch in the ON position closes the relay to supply power to the circuit breaker
bus from the battery or external power. Placing the battery switch in the OFF position de-energizes
the battery relay and terminates the supply of power to the electrical system.

BATTERY SERVICING

INITIAL SERVICING OF A DRY CHARGE GE50C BATTERY IS AS FOLLOWS:

A. Remove seals (if present) from cells.

Effective: 12/17/03 10 - 2
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AIRCRAFT MAINTENANCE MANUAL

B. Fill each cell with 1.285 specific gravity sulfuric acid to bottom of split ring. Use only glass,
rubber or plastic materials for containing battery electrolyte fluid during servicing and wear
protective clothing and rubber gloves when handling electrolyte to prevent personal injury.
Use a solution of baking soda and water to neutralize any acid spilled on clothing, skin or
any damageable surface.

C. Sway the battery from side to side to release any trapped air. Re-adjust the electrolyte as
necessary.

C. Let battery sit unused for one hour.

E. Check and re-adjust electrolyte level as necessary by adding more electrolytes to obtain
proper level as stated in procedure B.

F. Install vent plugs tightly into each cell.

G. Clean and neutralize any spilled electrolyte on battery.

H. Charge battery until all cells are gassing freely and the charge voltage and specific gravity
of electrolyte are constant over three successive readings taken at one-hour intervals. (This
procedure may take 18 - 24 hours with a constant current charger.) During the period of
charging, the electrolyte temperatures shall be maintained between 60°F and 110°F
(15.6°C and 43.3°C). Charge rate is 3 amps. Reduce rate by 1/2 when cells start gassing.

** CAUTION **

Gasses given off by a battery under charging conditions are flammable.

I. When the battery is completely charged, the specific gravity should read between 1.285
and 1.295. At this point, if electrolyte level needs to be adjusted, remove or add electrolyte to
proper level and recharge for one hour.

* NOTE *

For more detailed instructions, see Gill Service Manual.

Effective: 12/17/03 10 - 3
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AIRCRAFT MAINTENANCE MANUAL

SERVICING BATTERY INSTALLED IN AIRCRAFT

The 24-volt battery is installed aft of the engine on the engine mount lower longerons and is
accessible through the removable cowling skins. Check the battery electrolyte level frequently,
especially during hot weather. If a visual check shows low cell level, add distilled water to bring the
cell(s) up to the proper lever. (See battery-servicing instructions)

1.285 - 1.295 CHARGED

1.275 - Less RECHARGE

GENERATOR SYSTEM
The generator system consists of a generator, voltage regulator, reverse current relay and circuit
breaker (See electrical diagrams). The generator is connected to the circuit breaker bus and will
supply the current demands when output voltage exceeds battery voltage.

DIAGRAMS

The Electrical Diagrams of the Model S2R-T660 aircraft is at the end of this section.
BATTERY OPERATION

Battery operation is controlled by a battery switch, placarded BATT-ON-OFF, located on the switch
panel in the cockpit. The battery is capable of assuming the complete electrical load for a limited
time at 70 amps max.

The batteries are located on the battery plate assembly on the engine mount aft of the engine. They
are installed with two-battery hold down rods through the battery cover. The battery case is vented
overboard to dispose of any electrolyte or hydrogen gas fumes discharged during normal charging
operation. Air enters the battery compartment from an air scoop located in the left cowl shin skin,
circulates throughout the battery compartment, and exist through a vent in the battery and drains
overboard through a vent located on the belly skins.

BATTERY REMOVAL

A. Verify that the BATT-ON-OFF switch is off. Disconnect external power.

Effective: 12/17/03 10 - 4
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AIRCRAFT MAINTENANCE MANUAL

B. Remove R.H. aft cowl skin.

C. Disconnect the quick disconnect from the battery and remove all safety wire.

Disconnect vent tubes.


D.
Remove nuts from battery hold down rods and remove batteries from compartment.

E.

BATTERY INSTALLATION

Reverse battery removal procedure.

VOLTAGE REGULATION
The generator output voltage is regulated by the voltage regulator circuitry. By using an integrated
circuit comparator amplifier with a regulated reference voltage, and difference between the
reference voltage and the generator voltage is amplified and supplied to the comparator circuit,
which controls the shunt field excitation of the generator. Prior to installation, the voltage regulator
is adjusted under NO load condition to maintain 26.5+-.2 volts DC generator output voltage. After
installation, the generator over voltage control should be adjusted to 27.5 VDC generator output
voltage at the bus with normal systems turned on.

VOLTAGE REGULATOR REMOVAL

Gain access to the voltage regulator by removing R.H. aft cowl skin. If removal is necessary,
proceed as follows:

A. Verify that the battery switch is OFF, that the external power is disconnected, and that the
batteries are disconnected.

B. Disconnect the retaining clips from the voltage regulator and remove voltage regulator from
voltage regulator base.

VOLTAGE REGULATOR INSTALLATION

A. Verify that the battery switch is OFF.

B. Brighten up all electrical contacts, both on the voltage regulator and the 6 each fingers on

the voltage regulator base, with Scotch-brite 07448 Ultra fine abrasive pad or

Effective: 12/17/03 10 - 5
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
equivalent.. Place the voltage regulator into position and snap it to the regulator base with
the retaining clips.

D. Connect the battery.

E. After installing, re-check voltage regulator for 27.5 VDC with engine running and normal
systems operating. Adjust as necessary.

STARTER - GENERATOR MAINTENANCE

* NOTE *

Refer to the starter-generator maintenance manual for specific


maintenance instructions.

STARTER - GENERATOR REMOVAL

A. Verify that the battery switch is OFF and that external power is disconnected. Disconnect
the batteries.

B. Open the upper aft engine cowling to gain access to the starter-generator.

D. Loosen the quick-disconnect clamps securing the starter-generator to the mounting adapter
and remove the starter-generator.

** CAUTION **
It is mandatory that the starter-generator be fully
supported from the time the retaining clamp is loosened
until the unit is removed from the engine. The starter-
generator must never be allowed to support its own weight
through the splined shaft engagement. If this precaution is
not observed, damage to the shaft shear section will resu
lt.

Effective: 12/17/03 10 - 6
THRUSH AIRCRAFT INC - T660 TURBO THRUSH AIRCRAFT MAINTENANCE MANUAL

STARTER-GENERATOR INSTALLATION

A. Verify that the battery switch is OFF and that external power is disconnected. Disconnect
batteries.

B. Install new “0” ring on starter-generator drive shaft. Lubricate “wet-type” splines with engine
oil.

C. Position the starter-generator on the mounting adapter and secure it in place with the quick-
disconnect clamp.

D. Close the clamp hinge over the T-bolt. Check with a mirror to make certain the clamp
groove fully captures both the flange on the quick-disconnect adapter and the flange on the
starter-generator around its entire circumference.

E. When the clamp is properly positioned and the hinge and T-bolt are closed, tighten the T-
bolt nut to a torque of 70 inch pounds. Tap circumference of clamp lightly with
plastic/rudder mallet. Re-torque T-bolt nut to 70 inch pounds and repeat until you achieve
70 inch pound of torque without nut moving.

F. Connect the electrical leads to the starter-generator as previously marked.

F. Secure the upper aft engine cowling and connect the batteries. Run the engine at idle speed for
at least two minutes. Shut down the engine and recheck the quick-disconnect clamp for
proper torque.

Effective: 12/17/03 10 - 7
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLESHOOTING CHART

BATTERY SYSTEM

TROUBLE PROBABLE CAUSE REMARKS

Battery fails to hold charge Battery defective Replace battery

Check voltage regulator


Battery will not come up to
Charging rate to low and adjust to 27.5+ .2
full charge
VDC

Battery consumes water Check voltage regulator


Charging rate too high
rapidly adjust to 27.5 +.2

Remove excess
Electrolyte runs out drain
Electrolyte level too high electrolyte & adjust
tube
specific gravity

Check voltage regulator


Excessive charging rate
for correct voltage

Vent caps loose or broken Tighten or replace caps

Remove battery and


Battery discharged Standing too long
recharge

Remove battery and


Equipment left on
recharge

Short circuit in wiring Check wiring and correct

Effective: 12/17/03 10 - 8
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMARKS

Adjust voltage regulator


Charging rate too high
to 27.5

INTENTIONALLY LEFT BLANK

No power indicated with Battery discharged, defective Check battery, recharge


battery switch on or disconnected or replace battery

Blown C/B in battery control Check C/B and reset if


circuit necessary

Continuity. Check
Defective wiring in battery circuitry and repair as
control circuit necessary

Check relay for proper


Defective battery relay operation and replace as
necessary

Check switch for proper


Battery switch defective operation. Replace if
necessary

Check switch and relay


Power on with battery switch
Shorted or sticking contacts for proper operation.
in OFF position
Replace if necessary.

Effective: 12/17/03 10 - 9
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

STARTER/GENERATOR - GENERATOR PHASE

TROUBLE PROBABLE CAUSE REMARKS

Check connections
Zero or low voltage indicated Loose connection
throughout system

Test resistance of field.


Open or shorted field circuit Check field circuit
in generator or defective connections. Replace
armature starter-generator if
defective.
Clean brushes and
Brushes not contacting holders with a clean,
commutator dry, lint-free cloth.
Replace weak springs.

Brushes worn Replace brushes

Dirty commutator Clean commutator

INTENTIONALLY LEFT BLANK

Effective: 12/17/03 10 - 10
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMARKS

Defective voltage regulator Adjust or replace


circuit regulator

Generator circuit breaker Check for short circuit and


No generator output tripped or 130 amp buss limit reset circuit breaker and /
fuse blown or replace buss limit fuse

Check connections
Improper connections
against wiring diagram

Check switch for proper


Defective generator control
operation and replace if
switch Continuity.
necessary.

With engine running,


check for 27.5vdc at both
Defective Reverse Current GEN and BATT terminals.
Relay If 27.5vdc at GEN and
24vdc at BATT, reverse
current relay is faulty.
Check generator with an
ohmmeter and replace
Defective generator
starter-generator if
necessary

Volt-ammeter does not Continuity. Check wiring


Defective wiring
indicate and repair as necessary

Defective meter Replace meter

Effective: 12/17/03 10 - 11
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

STARTER/GENERATOR - STARTER PHASE

TROUBLE PROBABLE CAUSE REMARKS

Check for short circuit


Starter inoperative Circuit breaker tripped
and reset circuit breaker

Check battery. Service


Low battery and recharge as
necessary

Check relay for operation


Starter relay inoperative
and replace if necessary

Check relay for operation


Battery relay inoperative
and replace if necessary

Continuity. Check and


Loose connection or faulty
repair starter as
ground in starter power circuit
necessary

Check brushes, springs


and condition of
commutator continuity.
Defective starter motor
Check starter windings
for open or short circuit.
Repair or replace

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

Effective: 12/17/03 10 - 12
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

TROUBLE PROBABLE CAUSE REMARKS

Check battery. Service


Starter produces low Ng Low battery and recharge if
necessary

Check resistance of each


connection. Maximum
resistance at any
connection is 0.001 ohm.
High resistance starter circuit Inspect connections for
evidence of heating.
Clean and tighten
connections as
necessary.

Check brushes, springs


and commutator.
Replace brushes and
Defective starter motor
springs and clean
commutator as
necessary.

Effective: 12/17/03 10 - 13
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-1
Standard Equipment
Flap System Wiring

Effective: 12/17/03 10 - 14
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-2
Standard Equipment
Fuel Quantity

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-3
Standard Equipment
Hour Meter

Effective: 12/17/03 10 - 16
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-4
Standard Equipment
Low Oil Light & Stall Warning

Effective: 12/17/03 10 - 17
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-5
Standard Equipment
Rudder Trim

Effective: 12/17/03 10 - 18
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-6
Standard Equipment
Windshield Washer/Wiper

Effective: 12/17/03 10 - 19
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-7
Standard Equipment
Strobe Lights

Effective: 12/17/03 10 - 20
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-8a
Standard Equipment
Navigation & Instrument Lighting

Effective: 12/17/03
10 - 21 10 - 21
Effective: 12/17/03
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-8b
Standard Equipment
Navigation & Instrument Lighting

Effective: 12/17/03 10 - 22
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-9
Engine / Pratt & Whitney
Beta & Chip Detector

Effective: 12/17/03 10 - 23
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-10
Engine / Pratt & Whitney
Aux Fuel Pump, Igniters & Prop Test

Effective: 12/17/03 10 - 24
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-11
Engine / Pratt & Whitney
ITT

Effective: 12/17/03 10 - 25
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-12
Engine / Pratt & Whitney
Power Distribution

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-13
Quick Disconnect

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-14
Quick Disconnect
QDA

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-15
Quick Disconnect
QDB

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-16
Quick Disconnect
QDC

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-17
Quick Disconnect
QDD

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-18
Quick Disconnect
QDE

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-17
Quick Disconnect
QDF

Effective: 12/17/03 10 - 33
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-18
Quick Disconnect
QDG

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-19
Quick Disconnect
QDH

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-20
Quick Disconnect
QDJ

Effective: 12/17/03 10 - 36
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-21
Quick Disconnect
QDL

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-22
Quick Disconnect
QDN

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-23
Quick Disconnect
QDP

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-25
Quick Disconnect
QDR

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-26a
Quick Disconnect
Wire Harness Routing

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-26b
Quick Disconnect
Wire Harness Routing

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-27
Optional
Auto Flagger

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AIRCRAFT MAINTENANCE MANUAL

Figure 10-28 Optional


Boom Pressure, Turn & Bank, DG

Effective: 12/17/03 10 - 44
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-29 Optional


Low Voltage Light, D.G. & Artificial Horizon

Effective: 12/17/03 10 - 45
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Figure 10-30
Optional Smoker &
Map Light

Effective: 12/17/03 10 - 46
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-31 Optional


Zee Air Conditioner

Effective: 12/17/03 10 - 47
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AIRCRAFT MAINTENANCE MANUAL

Figure 10-32 Optional


Hopper Rinse & Pitot Heat

Effective: 12/17/03 10 - 48
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-33 Optional


Micronair Flowmeter, Hopper Light & Agitator

Effective: 12/17/03 10 - 49
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-34
Optional
Avionics Buss

Effective: 12/17/03 10 - 50
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-35 Optional


Electric Fan Brake & Crop Hawk

Effective: 12/17/03 10 - 51
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-36 Optional


Hopper Quantity & Fuel Flow

Effective: 12/17/03 10 - 52
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-37 Optional


Hi Capacity Windshield Washer

Effective: 12/17/03 10 - 53
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-38 Optional


Night Working Light Control

Effective: 12/17/03 10 - 54
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-39a Optional


Night Working Lights

Effective: 12/17/03 10 - 55
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Figure 10-39b Optional


Night Working Lights

Effective: 12/17/03 10 - 56
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

Section 11

AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS

AIRWORTHINESS LIMITATIONS ....................................................................................................................2


GENERAL INFORMATION ...........................................................................................................................2
STRUCTURAL LIMITATIONS ......................................................................................................................2

Effective: 12/17/03 11 - 1
THRUSH AIRCRAFT INC - T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

AIRWORTHINESS LIMITATIONS

INTRODUCTION

GENERAL INFORMATION
The Airworthiness Limitations section is FAA approved and specifies maintenance
required under §43.16 and §91.403, (Reference FAR 23, Appendix G, G23.4) of
the Federal Aviation Regulations unless an alternative program has been FAA
approved.

The Life Limited Parts on the airframe are listed in the chart below and must be
renewed at the flight hours shown:

STRUCTURAL LIMITATIONS
IF ALWAYS IF EVER OPERATED
OPERATED AT FROM 12,500 TO
PART
PART DESCRIPTION 12,500 LBS., OR 14,150 LBS., THE
NUMBER
LESS, THE LIFE LIFE LIMITS ARE
LIMITS ARE: REDUCED TO:

Rear Spar, Doubler, Lower P/N 95627-3 20,000 Hours 11,000 Hours

Rear Spar, Inboard Left Hand P/N 95623-1 20,000 Hours 11,000 Hours

Rear Spar, Inboard Right Hand P/N 95623-2 20,000 Hours 11,000 Hours

Aft Main Spar Lug, Left Hand P/N 95605-1 21,750 Hours 11,000 Hours

Aft Main Spar Lug, Right Hand P/N 95605-2 21,750 Hours 11,000 Hours

Forward Main Spar Lug, Left Hand P/N 95606-1 20,000 Hours 11,000 Hours

Forward Main Spar Lug, Right Hand P/N 95606-2 20,000 Hours 11,000 Hours

Spar Cap Assembly, Left Hand Lower P/N 95603-1 26,625 Hours 13,680 Hours

Spar Cap Assembly, Right Hand Lower P/N 95603-2 26,625 Hours 13,680 Hours

Steel Doubler Plate P/N 95614-1 38,400 Hours 19,700 Hours

FAA APPROVED

_________________________________
FEDERAL AVIATION ADMINISTRATION
AIRCRAFT CERTIFICATION OFFICE
ATLANTA, GEORGIA

Effective: 1/10/05 11 - 2

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