Академический Документы
Профессиональный Документы
Культура Документы
Note: All serial numbers with the DC suffix indicate the dual cockpit configuration.
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
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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
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THRUSH AIRCRAFT INC – T660 TURBO THRUSH
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
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Effective: 8/05/05 ii
THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
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
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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
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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
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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
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Effective: 8/05/05 iv
THRUSH AIRCRAFT INC – T660 TURBO THRUSH
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.
Effective: 8/5/2005 v
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.
In this manual:
*** WARNING *** -- Indicates a strong possibility of severe personal injury or loss of life
if instructions are not followed.
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.
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
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
AREAS
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
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
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.
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.
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
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.
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
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.
Refer to S2R-T660 Flight Manual for aircraft weight and balance information.
Effective: 12/17/2003 1 - 10
THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
Figure 1-2
Effective: 12/17/2003 1 - 11
THRUSH AIRCRAFT INC – T660 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL
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
SECTION TWO
GROUND HANDLING
TOWING
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:
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.
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.
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.
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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G. Maintain the starter operation for the desired duration. The maximum starter duration is
3 minutes.
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.
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.
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
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** 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.
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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.
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 **
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.
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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.
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.
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.
** CAUTION **
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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.
** 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.
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.
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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.
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.
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.
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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.
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DEFUELING
During the defueling operation, jet fuel fumes are present; therefore, extreme caution must be
exercised to prevent fire hazards.
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.
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.
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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.
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.
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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*
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.
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INSPECTION CHART
PROPELLER
Daily
HRS
HRS
HRS
100
400
50
(Refer to Hartzell Manual #139 Propeller Owner’s Manual and Logbook.)
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.
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Daily
HRS
HRS
HRS
100
400
50
10. Check counterweight bolts for safety. X
12. Re-install spinner. Rotate prop and check alignment of low pitch X
stop collar. (.010 max. runout)
14. Check beta control valve clevis slot end for alignment with face X
of cap nut.
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.
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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
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ENGINE EXTERNALS
Daily
HRS
HRS
HRS
100
400
50
(Continued)
14. Check for evidence of oil and fuel leaks in accessory areas. X
** CAUTION **
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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.
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Daily
HRS
HRS
HRS
100
400
50
ENGINE FUEL SYSTEM
* 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.
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IGNITION SYSTEM
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.
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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.
Check the tires and tubes, wheels, and brake discs and lining
2. X X
for general condition.
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Check brake fluid level in each master cylinder and top off
6. X
with fresh MIL-H-5602 aviation hydraulic fluid as required.
TAIL GEAR
Inspect the tire, wheel body and bearings, spindle, and the
6. X
fork for general condition.
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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
HOPPER
4. Check the gate for evidence of leaks and for proper operation. X
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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.
WINGS
Check the boots at the aileron push rod entrance to the wing
2. X
root for condition and security.
Inspect the front and rear spar flanges, ribs, and other
5. X
structures for cracks and corrosion.
Check the pitot line in the right wing for security and for air
7. X
leaks. Drain the low spots.
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50 100 400
Daily
HRS HRS HRS
FUSELAGE FRAME
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.
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50 100 400
CONTROL SYSTEMS Daily
(Continued) HRS HRS HRS
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 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
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Inspect all the skins and ribs for cracks, loose rivets, general
3. X
condition, and corrosion.
Inspect the flap actuator motor and worm drive for general
5. X
condition and freedom of travel.
COCKPIT
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ELECTRICAL SYSTEM
5.
Check the battery’s vent hoses for security and deterioration. X
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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 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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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 **
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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Figure 2-1
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Figure 2-2
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Figure 2-3
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Figure 2-4
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Figure 2-5
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Figure 2-6
Lubrication Chart
Sheet 1 of 8
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Figure 2-6
Lubrication Chart
Sheet 2 of 8
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Figure 2-6
Lubrication Chart
Sheet 3 of 8
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Figure 2-6
Lubrication Chart
Sheet 4 of 8
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Figure 2-6
Lubrication Chart
Sheet 5 of 8
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Figure 2-6
Lubrication Chart
Sheet 6 of 8
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Figure 2-6
Lubrication Chart
Sheet 7 of 8
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Figure 2-6
Lubrication Chart
Sheet 8 of 8
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Section 3
HYDRAULICS
TABLE OF CONTENTS
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.
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.
SECTION 4
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.
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.
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.
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.
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 **
** CAUTION **
* NOTE *
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 *
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 **
C. Disconnect battery.
D. Remove propeller.
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 *
I. Disconnect the electrical leads and connector plugs at the locations noted.
Remove electrical harness clamps, as necessary, to allow engine removal.
* NOTE *
* NOTE *
* NOTE *
O. Hoist the engine unit clear of the fuselage nose section and install in a suitable
stand. Remove the engine sling.
** CAUTION **
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:
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 *
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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 *
K. Perform the engine ground test and checks. (Refer to procedures outlined later in
this section and Pratt & Whitney Maintenance Manual.)
** CAUTION **
PROPELLER
DESCRIPTION AND OPERATION
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*NOTE*
The Fuel Control Unit (FCU) is not included as it
is covered in the Engine Maintenance Manual
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.
For clarity and ease of understanding, the CSU is described in the five following sections:
A. Servo-oil Supply
E. Feathering
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.
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.
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.
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.
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.)
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.
A. The first function is to select the propeller RPM in takeoff, climb, and cruise
configurations.
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
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
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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D. Install the feedback ring-puller and pull the low pitch stop collar fully forward.
** CAUTION **
* NOTE *
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
** CAUTION **
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 *
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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.
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 **
H. Check the propeller reversing linkage on the front end of the engine for proper
rigging.
* NOTE *
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* NOTE *
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.
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A. Install a new gasket over the four studs on the governor-mounting pad.
** CAUTION **
C. Lightly coat the splined shaft of the governor with clean engine oil.
** CAUTION **
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.
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.
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.
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.)
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.
Details for assembly and disassembly of engine push-pull cable are contained in the
Engine Maintenance Manual.
** CAUTION **
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.
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.
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*
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.)
B. Feather propeller.
The overspeed governor is set to govern at 104% Np or approximately 1768 RPM and
should not normally require re-adjustment. To check:
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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
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.
D. Propeller speed rises to and steady between 1580 and 1650 RPM.
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*
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*NOTE*
Provides a positive lock to prevent unintentional movement of the power lever into beta or
reverse mode.
Provides a positive lock to prevent unintentional movement of fuel control lever to the fuel
cut off position.
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*
A. Record the stabilized outside air temperature accurately and set the altimeter
window to 29.92. Record the pressure altitude.
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C. With the propeller lever full forward, advance the power lever until 1600 RPM
propeller speed is obtained.
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**
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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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
*****
* 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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For PT6A-45A, -45B, -45R, -60AG, -65AG, -65AR and -65B with HC-B5MP-
3C/M10876AS or ANS 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.
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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
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Section 5
FUEL SYSTEM
TABLE OF CONTENTS
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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:
K. Always replace O-rings, seals, etc. when re-installing fuel system components.
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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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.
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.
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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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:
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.
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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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)
** CAUTION **
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.)
** CAUTION **
** CAUTION **
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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.
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.)
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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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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***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.
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.
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.
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.
No fuel quantity indication. Fuel tanks empty. with proper grade and amount
of fuel.
No fuel flow when auxiliary Defective electric auxiliary Check continuity of switch.
pump is turned on. fuel pump switch. Replace defective switch.
*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.
A. Remove spray pump and spray pump discharge line to spray valve. Tie-rap any wires or cables
to upper portion of pump mount.
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.
** CAUTION **
Operation instructions must be followed to operate
aircraft using ferry fuels.
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.
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.
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.
Figure 5-1
Figure 5-2
Figure 5-3
SECTION 6
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.
F. With the gear supported, lower it down off and away from the dowel pin. It may be necessary to pry the
gear apart.
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.
* 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.
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.
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).
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.
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.
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.
* 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.
Figure 6-1
Figure 6-1a
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.
To remove and disassemble a main landing gear wheel, proceed as follows: (Ref. Fig. 6-2 )
* NOTE *
A. Clean all parts in cleaning solvent and dry thoroughly. A soft bristle brush may be used to remove
hardened grease, dust or dirt.
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
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.
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.
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.
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.
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:
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
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
Figure 6-4
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.
1 The split shall not occur inside the crest of the clenched surface.
2 No more than two splits shall occur in a 90° area.
3 A total of no more than three splits shall be allowed.
Figure 6-5
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.
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.
Figure 6-5a
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.
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.
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.
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.
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.
* 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.
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
*NOTE*
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 **
Q. Check the wheel brake disc. See procedures under Inspection of Main Wheel Assembly.
Repair is limited to replacement of parts, cleaning and adjustment. Use clean hydraulic fluid MIL-H-5606 as a
INSTALLATION
To install the brake master cylinders, reverse the removal procedures and fill and bleed brakes as outlined in
this section.
BRAKE BLEEDING
* NOTE *
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.
Figure 6-7
TROUBLESHOOTING CHART
Section 7
FLIGHT CONTROLS
TABLE OF CONTENTS
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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.
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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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.
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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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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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.
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.
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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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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
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RUDDER RIGGING
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 *
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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.
*NOTE *
The new actuator will need to have knife splices
placed on wire.
*NOTE *
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)
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
ELEVATOR INSTALLATION
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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 *
** 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.
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)
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B. Remove rivets attaching trim tab hinge to elevator and remove trim tab.
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 *
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 **
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.
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
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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.
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
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THIS
PAGE
INTENTIONALLY
LEFT
BLANK.
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AIRCRAFT MAINTENANCE MANUAL
TROUBLESHOOTING CHART
AILERON SYSTEM
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.
Rig in accordance
Incorrect rigging of
with aileron rigging
bellcranks.
procedures.
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AIRCRAFT MAINTENANCE MANUAL
FLAP SYSTEM
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AIRCRAFT MAINTENANCE MANUAL
RUDDER SYSTEM
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AIRCRAFT MAINTENANCE MANUAL
Adjust cables in
Excessive resistance to
Cables too tight. accordance with rigging
rudder pedal movement.
procedures.
Rudder pedals not neutral Rudder cables incorrectly Rig in accordance with
when rudder is streamlined. rigged. rigging procedures.
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AIRCRAFT MAINTENANCE MANUAL
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.
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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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AIRCRAFT MAINTENANCE MANUAL
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
“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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AIRCRAFT MAINTENANCE MANUAL
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
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.
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.
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.
** CAUTION **
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.
* NOTE *
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.
** CAUTION **
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.
L. Reconnect airspeed indicator to the static pressure system and repeat leakage test per steps
C. through G.
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.
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.
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
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.
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
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. 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.
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.
* NOTE *
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.
TROUBLESHOOTING CHART
AIRSPEED INDICATOR
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.
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.
ALTIMETER
COMPASS
Gauge inoperative or erratic. Restricted, broken or leaking Clear and clean line. Tighten
Low pressure or flow registered. line fittings or replace, if necessary.
TACHOMETER
Substitute known-good
Defective indicator
indicator. Replace indicator.
Registers either full or empty Float arm stuck Free float arm.
Replace instrument or
Gauge has erratic operation Defective indicator or transmitter
transmitter.
NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)
Torque (PSI)
TAKE OFF RATING MAXIMUM
38.8 Red Radial
AT 1700 RPM
FIGURE 8-1a
NORMAL
0 to 37.7 Green Arc
(See Instrument Panel Placard)
FIGURE 8-1b
NORMAL
0 to 45.07 Green Arc
(See Instrument Panel Placard)
FIGURE 8-1d
INSTRUMENT MARKINGS
RANGE:
FIGURE 8-1e
BLUE
BROWN
BLACK
1. 3000 – 5000 OHMS
BLUE
BLACK
2. 2000 – 3000 OHMS
BROWN
BROWN
3. 2000 OHMS
BLUE
FIGURE 8-2
Section 9
DISPERSAL SYSTEMS
TABLE OF CONTENTS
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.
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)
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.
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.
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 *
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.
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.
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:
F. Inspect emergency and 3-way valve handles and controls rods for cracks around welds.
K. Inspect the pump, fan and brake assemblies for security and proper operation.
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.
B. Inspect fan, gearbox, drive shaft, agitator and coupling for security and proper operation.
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
Figure 9-2
Figure 9-3
Figure 9-4
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AIRCRAFT MAINTENANCE MANUAL
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AIRCRAFT MAINTENANCE MANUAL
Figure 9-6
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AIRCRAFT MAINTENANCE MANUAL
Section 10
ELECTRICAL SYSTEM
TABLE OF CONTENTS
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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.
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
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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.
E. Check and re-adjust electrolyte level as necessary by adding more electrolytes to obtain
proper level as stated in procedure B.
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 **
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 *
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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)
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
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C. Disconnect the quick disconnect from the battery and remove all safety wire.
E.
BATTERY INSTALLATION
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.
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.
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
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equivalent.. Place the voltage regulator into position and snap it to the regulator base with
the retaining clips.
E. After installing, re-check voltage regulator for 27.5 VDC with engine running and normal
systems operating. Adjust as necessary.
* NOTE *
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.
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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. 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.
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TROUBLESHOOTING CHART
BATTERY SYSTEM
Remove excess
Electrolyte runs out drain
Electrolyte level too high electrolyte & adjust
tube
specific gravity
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Continuity. Check
Defective wiring in battery circuitry and repair as
control circuit necessary
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Check connections
Zero or low voltage indicated Loose connection
throughout system
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Check connections
Improper connections
against wiring diagram
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Figure 10-1
Standard Equipment
Flap System Wiring
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Figure 10-2
Standard Equipment
Fuel Quantity
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Figure 10-3
Standard Equipment
Hour Meter
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Figure 10-4
Standard Equipment
Low Oil Light & Stall Warning
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Figure 10-5
Standard Equipment
Rudder Trim
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Figure 10-6
Standard Equipment
Windshield Washer/Wiper
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Figure 10-7
Standard Equipment
Strobe Lights
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Figure 10-8a
Standard Equipment
Navigation & Instrument Lighting
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10 - 21 10 - 21
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Figure 10-8b
Standard Equipment
Navigation & Instrument Lighting
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Figure 10-9
Engine / Pratt & Whitney
Beta & Chip Detector
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Figure 10-10
Engine / Pratt & Whitney
Aux Fuel Pump, Igniters & Prop Test
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Figure 10-11
Engine / Pratt & Whitney
ITT
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Figure 10-12
Engine / Pratt & Whitney
Power Distribution
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Figure 10-13
Quick Disconnect
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Figure 10-14
Quick Disconnect
QDA
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Figure 10-15
Quick Disconnect
QDB
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Figure 10-16
Quick Disconnect
QDC
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Figure 10-17
Quick Disconnect
QDD
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Figure 10-18
Quick Disconnect
QDE
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Figure 10-17
Quick Disconnect
QDF
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Figure 10-18
Quick Disconnect
QDG
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Figure 10-19
Quick Disconnect
QDH
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Figure 10-20
Quick Disconnect
QDJ
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Figure 10-21
Quick Disconnect
QDL
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Figure 10-22
Quick Disconnect
QDN
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Figure 10-23
Quick Disconnect
QDP
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Figure 10-25
Quick Disconnect
QDR
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Figure 10-26a
Quick Disconnect
Wire Harness Routing
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Figure 10-26b
Quick Disconnect
Wire Harness Routing
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Figure 10-27
Optional
Auto Flagger
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Figure 10-30
Optional Smoker &
Map Light
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Figure 10-34
Optional
Avionics Buss
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Section 11
AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
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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
FAA APPROVED
_________________________________
FEDERAL AVIATION ADMINISTRATION
AIRCRAFT CERTIFICATION OFFICE
ATLANTA, GEORGIA
Effective: 1/10/05 11 - 2