TWO-BLADED, EXTENDED HUB PROPELLER Figure 14-1. Propeller

9

TWO-BLADED, EXTENDED HUB PROPELLER

Figure 14-1. Propeller Installation (Sheet 2 of 4)

14-5

910

208

56

4 11

12

2

1413

15

e

a

THREE-BLADED PROPELLER


14-6 Change 1

9

7

6

12

4 11

1

3

19

1413

o

e

o

THREE-BLADED, EXTENDED HUB PROPELLER


14-7

12 USED ON TURBOCHARGED ENGINES

AND NON-TURBOCHARGED ENGINE00 ON THE MODEL U206

1. Propeller Governor 8

2. High RPM Stop Screw e3. Bearing Race4. Control Arm5. Nylon Bearing e s 06. Rivet7. Retainer8. Screw "'

s

9. Governor Arm -,

Figure 14-2. Governor Control Arm and Bearing Assembly

14-9. TROUBLE SHOOTING. When trouble shoot- 14-12. REMOVAL AND INSTALLATION.ing the propeller-governor combination, it is recom- a. Using a scribe, make aligning index marks onmended that a governor known to be in good condition governor arm (9) and end of governor serrated shaft.be installed to check whether the propeller or thegovernor is at fault. Removal and replacement, rig- NOTEging, high-speed stop adjustment, desludging and re-placement of the governor mounting gasket are not The governor arm (9) must be installed on themajor repairs and may be accomplished in the field. governor shaft in the same serration or theRepairs to propeller governors are classed as pro- governor speed will be changed approximatelypeller major repairs in Federal Aviation Regulations, 200 rpm.which also define who may accomplish such repairs.

b. Remove safety wire from governor arm screw14-10. REMOVAL. and from screws attaching governor head to gover-a. Remove cowling, nose cap and engine baffles nor.

as required for access to governor. c. Remove screws (8) that pass through the non-b. Disconnect governor control from governor. notched holes in the retainer (7),

d. Loosen, but do not remove, the four remainingNOTE screws so that retainer (7) may be rotated.

e. Loosen screw in governor arm (9) so that armNote EXACT position of all washers so that may be slipped toward end of serrated shaft.washers may be installed in the same posi- f. Slip governor arm toward end of serrated shafttion on reinstallation. and work retainer (7) and control arm (9) from gover-

nor (1).c. Disconnect intake manifold balance tube at

front of engine and move as required for clearance. NOTEd. Remove nuts and washers securing governor to

engine and pull governor fr,om mounting studs. If governor arm (9) becomes disengaged frome. Remove gasket from between governor and en- serrated shaft, align index marks and install

gine mounting pad. arm on serrated shaft. The control armspring has approximately 1-1/2 turns pre-

14-11. CONTROL ARM AND BEARING ASSEMBLY. load.Refer to figure 14-2.

g. Rotate and remove bearing race (3) from gover-nor (1).

14-8 Change 1

TYPE A 1

""NEGDNEN NNTNHETUMRBDOECLHA ED

1. Propeller Governor 42. High-RPM Stop Screw3. Governor Arm Extension O f4. Nut5. Control Rod End6. Governor Control

5 4 6

TYPE Ñ

1

USED ON TURBOCHARGED ENGINESAND NON-TURBOCHARGED ENGINE ,

ON THE MODEL U206 ', '

O o1. Propeller Governor2. High-RPM Stop Screw 33. Arm and Bearing Assembly4. Nut5. Control Rod End6. Governor Control

4

5 4 6

REFER TO FIGURE 14-2

Figure 14-3. Governor and Control Adjustments

Change 1 14-9

h. Reverse the preceding steps for reinstallation. the high-rpm at the maximum rated rpm fora particular aircraft. Due to climatic condi-

14-13. INSTALLATION. tions, field elevation, low-pitch blade anglea. Wipe governor and engine mounting pad clean. and other considerations, an engine may notb. Install a new gasket on the mounting studs. In- reach rated rpm on the ground. It may be

stall gasket with raised surface of the gasket screen necessary to readjust the governor stop aftertoward the governor. test flying to obtain maximum rated rpm when

c. Position governor on mounting studs, aligning airborne.governor drive splines with splines in the engine andinstall mounting nuts and washers. Do not force 14-15. RIGGING PROPELLER GOVERNOR CON-spline engagement. Rotate engine crankshaft slightly TROL.and splines will engage smoothly when properly a. Disconnect control end (5) from governor (1).aligned. b. Place propeller control in cabin, full forward,

d. Connect governor control to governor and rig then pull it back approximately 1/8 inch and lock incontrol as outlined in paragraph 14-15. this position. This will allow "cushion" to assure

e. Connect intake manifold balance tube, if removed• full contact with governor high-rpm stop screw.Ensure all clamps are tight. c. Place governor arm against high-rpm stop

f. Reinstall all items removed for access· screw.d. Loosen jam nuts and adjust control rod end

14-14. HIGH-RPM STOP ADJUSTMENT. Refer to until attaching holes align while governor arm isfigure 14-3. against high-rpm stop screw. Be sure to maintaina. Remove engine cowling. sufficient thread engagement of the control and rodb. (TYPE B.) Disconnect cabin heater inlet air end. If necessary, shift control in the clamps to

duct from nose cap. achieve this.c. (TYPE A.) Remove plug button from left front e. Attach rod end to the governor. Be sure all

baffle. washers are installed correctly.d. Remove safety wire and loosen the high-speed f. Operate the control to see that the governor arm

stop screw locknut. bottoms out against the low pitch stop and bottomse. Turn the stop screw IN to decrease maximum out against or a maximum of . 12" from the high pitch

rpm and OUT to increase maximum rpm. One full stop on the governor before reaching the end of con-turn of the stop screw causes a change of approxi- trol cable travel.mately 25 rpm.

f. Tighten stop screw locknut, safety wire stop NOTEscrew and make propeller control linkage adjustmentas necessary to maintain full travel. Non-turbocharged engines on the Model P206

g. Install cabin heater inlet air duct or plug button are equipped with an offset extension to theand install cowling. governor arm. The offset extension has an

h. Test operate propeller and governor· elongated slot to permit further adjustment.The preceding steps may still be used as an

NOTE outline in the rigging procedure. The resultof rigging, in all cases, is full travel of the

It is possible for either the propeller low governor arm (bottom out against both highpitch (high-rpm) stop or the governor high- and low pitch stops) with some "cushion" atrpm stop to be the high-rpm limiting factor· both ends of control travel.It is desirable for the governor stop to limit

O Refer to the inspection chart in Section 2for inspection and/or replacement inter-val for the propeller control.

SHOP NOTES:

14-10 Change 1

SECTION 15

UTILITY SYSTEMS

TABLE OF CONTENTS Page

UTILITY SYSTEMS . . . . . . . . . . . .15-1 Description . . . . . . . - · · · · 15-5

Heating System . . . . . . . . . . .

15-1 Maintenance Precautions . . . . . . .15-6

Description . . . . . . . . . . . .

15-1 Replacement of Components . . . . .

15-6Operation . . . . . . . . . . . . . .

15-1 Oxygen Cylinder GeneralTrouble Shooting . . . . . . . . . .

15-1 Information . . . . . . . . . . . .

15-6Removal and Installation of Oxygen Cylinder Service

Components . . . . . . . . . . . .

15-3 Requirements . . . . . . . . . . .15-10

Defroster System . . . . . . . . . . .15-3 Oxygen Cylinder Inspection

Description . . . . . . . . . . . .15-3 Requirements . . . . . . . . . . .

15-10Operation . . . . . . . . . . . .

15-3 Oxygen System ComponentTrouble Shooting . . . . . . . . . .

15-3 Service Requirements . . . . . . .

15-10Removal and Installation of Oxygen System Component

Components . . . . . . . . . . .

15-3 Inspection Requirements . . . . . .15-10

Ventilating System . . . . . . . . . . .15-3 Masks and Hose . . . . . . . . . . .

15-10Description . . . . . . . . . . . . .

15-3 Maintenance and Cleaning . . . . . .15-10

Operation . . . . . . . . . . . . .

15-3 System Purging . . . . . . . . . . .

15-11Trouble Shooting. . . . . . . . . . .

15-3 Functional Testing . . . . . . . . . .15-11

Removal and Installation of System Leak Test . . . . . . . . . .

15-11Components . . . . . . . . . . . .

15-3 System Charging . . . . . . . . . .15-11

Oxygen System . . . . . . . . . . .15-3

15-1. UTILITY SYSTEMS. control marked "CABIN HEAT", located on the in-strument panel, regulates the volume of heated air

15-2. HEATING SYSTEM. entering the system. Pulling the heater control fullout supplies maximum flow, and pushing it in grad-

15-3. DESCRIPTION. On non-turbocharged air- ually decreases flow, shutting off flow completelycraft, the heating system is comprised of the heat when the control is pushed full in.exchange section of the left exhaust muffler, a heat-er valve, mounted on the left forward side of the 15-5. TROUBLE SHOOTING. Most of the opera-firewall, a duct across the aft side of the firewall, tional troubles in the heating system are caused bya push-pull control on the instrument panel, and flex- sticking or binding air valves and their controls,ible ducts connecting the system. On aircraft with damaged air ducting, or defects in the exhaust muff-turbocharged engines, the heating system consists of ler. In most cases, valves or controls can be freedan opening in the left side of the nose cap, an exhaust by proper lubrication. Damaged or broken partsshroud, a heater valve, mounted on the left forward should be repaired or replaced. When checking con-side of the firewall, to which is attached an adapter trols, be sure valves respond freely to control move-and a tube extending downward and overboard. The ment, that they move in the correct direction, andsystem also includes a duct across the aft side of the that they move through their full range of travel andfirewall, a push-pull control on the instrument panel, seal properly. Check that hose are properly securedand flexible ducts connecting the system. and replace hose that are burned, frayed or crushed.

If fumes are detected in the cabin, a very thorough15-4. HEATER OPERATION. On airplanes with inspection of the exhaust muffler should be accom-non-turbocharged engines, ram air is ducted through plished. Refer to the applicable paragraph in Sectionan engine baffle and the heat exchange section of the 12 for the non-turbocharged engine exhaust systemleft exhaust muffler, to the heater valve at the fire- inspection, or for the turbocharged engine, refer towall. On aircraft with turbocharged engines, ram Section 12A. Since any holes or cracks may permitair is ducted through an opening in the left side of the exhaust fumes to enter the cabin, replacement of de-nose cap, through an exhaust shroud, to the heater fective parts is imperative because fumes constitutevalve at the firewall. On both models, heated air an extreme danger. Seal any gaps in heater ductsflows from the heater valve into a duct across the aft across the firewall with Pro-Seal #700 (Coast Pro-side of the firewall, where it is distributed into the Seal Co., Los Angeles, California) compound, orcabin. The heater valve, operated by a push-pull equivalent compound.

15-1

A THRU P20600644 & U20601614

2

BEGINNING WITH U20601615

112

514

15 .

13

10 A

Detail

20 )2210 '

25 ·

-. ...-

17

2221

etail An2e

NON-TURBOCHARGED 2g25

2627ENGINES 32

*NEOPRENE COATED ASBESTOS SEAL 14AND STAINLESS STEEL DOUBLER 3130BEGINNING WITH U20601637 220

1. Retainer 17. Left Air Duct2. Defroster Deflector 18. Tube3. Cowl Deck 19. Adapter 284. Defroster Outlet 20. Clamp5. Washer 21. Hose6. Cotter Pin 22. Shroud7. Nut 23. Ram Air Intake 218. Valve 24. Valve Plate 19 ADAPTER9. Screw 25. Valve Body AND TUBE10. Arm 26. Valve Seat USED ON11. Clamp Bolt 27. Valve Extension TURBO-

12. Shaft 28. Reinforcement CHARGED13. Right Air Duct 29. Shim ENGINES14. Cabin Heat Control 30. Spring15. Defroster Control 31. Block16. Defroster Hose 32. Roll Pin

33. Deflector Plate 9Detail (

Figure 15-1. Heating and Defrosting Systems (Sheet 1 of 2)

15-2 Change 3

35

44

36

43

45

3738 46

3940 41 42 r

34

47

Detail E

Detail F48

450

, E

55

o

GDetail G

34. Washer 41. Cover 49. Control Arm35. Valve and Nozzle 42. Plenum 50. Spring36. Arm Assembly 43. Retainer 51. Valve Plate37. Roll Pin 44. Outlet Cover 52. Valve Seat38. Shaft 45. Spacer 53. Nutplate39. Valve Assembly 46. Screen 54. Valve Extension40. Sta-Strap 47. Hose 55. Valve Body

48. Clamp

Figure 15-1. Heating and Defrosting Systems (Sheet 2 of 2)

Change 3 15-2A/(15-2B blank)

15-6. REMOVAL AND INSTALLATION OF COM- inboard leading edges of the wings. Each plenumPONENTS. Figure 15-1 may be used as a guide for chamber is equipped with a valve which meters theremoval and installation of components of the heater incoming cabin ventilation air. This provides asystem. Cut replacement hose to length and install chamber for the expansion of cabin air which greatlyin the original routing. Trim hose winding shorter reduces inlet air noise. Filters at the air inlets arethan the hose to allow hose clamps to be fitted. De- primarily noise reduction filters. Forward cabinfective heater valves should be repaired or replaced. ventilation is provided by two fresh airscoop doors,Check for proper operation of valves and their con- one on each side of the fuselage, just forward of thetrols after installation or repair. front seats. The left scoop door is operated by a

control in the instrument panel marked "CABIN AIR, "15-7. DEFROSTER SYSTEM. and the right scoop door is operated by a control in

the instrument panel marked "AUX CABIN AIR. "15-8. DESCRIPTION. The system is composed of Fresh air from the scoop doors is routed to the ducta duct across the aft side of the firewall, a defroster across the aft side of the firewall, where it is dis-outlet, mounted in the left side of the cowl deck im- tributed into the cabin. As long as the "CABINmediately aft of the windshield, a defroster control HEAT" control is pushed full in, no heated air canknob on the instrument panel, and flexible ducting enter the firewall duct; therefore, when the "CABINconnecting the system. AIR" or "AUX CABIN AIR" controls are pulled out,

only fresh air from the scoops will flow through the15-9. DEFROSTER OPERATION. Air from the duct duct into the cabin. As the "CABIN HEAT" controlacross the aft side of the firewall flows through a is gradually pulled out, more and more heated airflexible duct to the defroster outlet. The defroster will blend with the fresh air from the scoops and becontrol operates a damper in the outlet to regulate distributed into the cabin. All of the controls maythe amount of air deflected across the inside surface be set at any position from full open to full closed.of the windshield. The temperature and volume ofthis air is controlled by the settings of the cabin 15-15. TROUBLE SHOOTING. Most of the opera-heating system control. tional troubles in the ventilating system are caused

by sticking or binding of the lever in the inlet scoop15-10. TROUBLE SHOOTING. Most of the opera- door or its control. The spring or plate in the ple-tional troubles in the defrosting system are caused num chambers could also bind or stick, requiringby sticking or binding of the damper in the defroster repair or replacement of the plenum chamber.outlet or its control. Since the defrosting sykem Check the filter elements in the airscoops in thedepends on proper operation of the cabin heating sys- leading edges of the wings for obstructions. Thetem, refer to paragraph 15-5 for trouble shooting the elements may be removed and cleaned or replaced.heating and defrosting system. Since air passing through the filters is emitted into

the cabin, do not use a cleaning solution which would15-11. REMOVAL AND INSTALLATION OF COM- contaminate cabin air. The filters may be removedPONENTS. Figure 15-1 may be used as a guide for to increase air flow. However, their removal willremoval and installation of components of the de- cause a slight increase in noise level,frosting system. Cut replacement hose to length andinstall in the original routing. Trim hose winding 15-16. REMOVAL AND INSTALLATION OF COM-shorter than the hose to allow hose clamps to be fit- PONENTS. Figure 15-2 may be used as a guide forted. A defective defroster outlet should be repaired removal and installation of components of the venti-or replaced. Check for proper operation of defroster lating system. Cut replacement hose to length andoutlet and its control after installation or repair. install in the original routing. Trim hose winding

shorter than the hose to allow hose clamps to be fit-15-12. VENTILATING SYSTEM. ted. A defective plenum chamber should be repaired

or replaced. Check for proper operation of ventila-15-13. DESCRIPTION. The system is comprised of ting controls after installation or repair.two airscoops mounted in the inboard leading edge ofeach wing, an adjustable ventilator mounted on each 15-17. OXYGEN SYSTEM.side of the cabin near the upper corners of the wind-shield, two plenum chambers mounted in the left andright rear cabin wing root areas, two fresh airscoopdoors, one on each side of the fuselage, just forward Under NO circumstances should the ON-OFFof the front seats, a control on the instrument panel control on the oxygen regulator be turned tofor each of these scoop doors and flexible ducting the "ON" position with the outlet (low pres-connecting the system. sure) ports open to atmosphere. Operation

of these units in this manner will induce15-14. VENTILATING SYSTEM OPERATION. Air serious damage to the regulators and havingreceived from scoops mounted in the inboard leading the following results:edges of the wings is ducted to adjustable ventilators 1. Loss of outlet set pressure.mounted on each side of the cabin near the upper cor- 2. Loss of oxygen flow through the regula-ners of the windshield. Rear seat ventilation is pro- tor which will result in inadequate oxygen being fedvided by plenum chambers mounted in the left and through the aircraft system.right rear cabin wing root areas. These plenum 3. Internal leakage of oxygen through thechambers receive ram air from the airscoops in the regulator.

15-3

1 23

SEE SHEET 2

SEE SHEET 2

C1 9

1

10 2

13

1. Clamp 10. Screen 20. Seal2. Retainer 11. Air Valve Assembly 21. Washer3. Hose 12. Scoop Door 22. Washer4. Fitting Assembly 13. Fuselage Skin 23. Nut5. Air Scoop 14. Insert 24. Seal6. Silencer Assembly 15. Screw 25. Tube Assembly7. Inlet Assembly 16. Washer 26. Rib8. Auxiliary Cabin Air Control 17. Knob 27. Nut Plate9. Cabin Air Control 18. Outlet Assembly 28. Elbow Assembly

19. Bullet Catch

Figure 15-2. Forward and Overhead Ventilating System (Sheet 1 of 2)

Opening of the control lever with the outlet ports occur even by turning the control lever on and thenopen to atmosphere, results in an "overshoot" of turning it quickly off.the regulator metering device due to the extremeflow demand through the regulator. After over- A potential hazard exists to aircraft in the field whereshooting, the metering poppet device goes into oscil- inexperienced personnel might remove the cylinderlation, creating serious damage to the poppet seat and regulator assembly from the aircraft and for someand diaphragm metering probe. This condition can reason, attempt to turn the regulator to the "ON"

15-4 Change 3

SEE SHEET 1

Detail

GASKET 5BEGINNING 6WITH 7U20601755

'a NOTE

12 11 Tighten nut (4) securely, and13 cement to plate (6) with an

epoxy base adhesive. Dome(3) is sealed to body (16) atfinal assembly with an epoxy

1716 15 14

Detail

base adhesive.

18 I19 7 10 11 18

1. Silencer Assembly 7. Washer 14. Hose2. Bracket 8. Seal 15. Clamp3. Dome 9. Cap 16. Valve Body4. Nut 10. Spring 17. Escutcheon5. Star Washer 11. Shaft 18. Knob6. Plate 12, Spacer 19. Setscrew

13. Insulator

Figure 15-2. Overhead Ventilating System (Sheet 2 of 2)

position with the outlet ports open. Unfortunately, and right cabin wing root areas and two in the over-after the units have been improperly operated as head console, above the pilot and copilot. Oxygennoted, there is no outward appearance indicating that mask and line assemblies are furnished with the sys-damage has occurred. tem. The pilot's supply line is designed to provide

a greater flow of oxygen than the passenger's lines.Testing these regulators should be accomplished only The pilot's oxygen mask is equipped with a micro-after installation in the aircraft, with the "down- phone that is keyed by a switch button on the pilot'sstream" low pressure line attached. control wheel. A pressure gage is mounted in the

overhead console above the pilot and copilot. An ac-15-18. DESCRIPTION. The system is comprised of cess plate is provided on the left side of the tailcone,an oxygen cylinder and regulator assembly, filler just aft of the baggage door for filler valve accessvalve, pressure lines and six outlets, four in the left on turbocharged aircraft. On non-turbocharged air-

Change 3 15-5

craft, the filler valve is located on the rear cabin 15-20. REPLACEMENT OF COMPONENTS. Re-

bulkhead thru 1972 Models. Beginning with 1973, moval, disassembly, assembly and installation ofthe filler valve is located on the left tailcone. system components may be accomplished while using

figure 15-3 as a guide.

Oil, grease or other lubricants in contactwith high-pressure oxygen, create a seri- The pressure regulator, pressure gage andous fire hazard and such contact should be line and filler valve should be removed andavoided. Do not permit smoking or open replaced only by personnel familiar withflame in or near aircraft while work is per- high-pressure fittings. Observe the main-formed on oxygen systems· tenance precautions listed in the preceding

paragraph.15-19. MAINTENANCE PRECAUTIONS.a. Working area, tools and hands must be clean. NOTEb. Keep oil, grease, water, dirt, dust and all

other foreign matter from system. Oxygen cylinder and regulator assembliesc. Keep all lines dry and capped until installed. may not always be installed in the fieldd. Use only MIL-T-5542 thread compound or teflon exactly as illustrated in figure 15-3, which

lubricating tape on threads of oxygen valves, tubing shows factory installation. Importantconnectors, fittings, parts of assemblies which might points to remember are as follows.under any conditions, come in contact with oxygen.The thread compound must be applied sparingly and a. Before removing cylinder, release low-pres-carefully to only the first three threads of the male sure line by opening cabin outlets. Disconnect push-fitting. No compound shall be used on aluminum pull control cable, filler line, pressure gage lineflared fittings or on the coupling sleeves or on the and outlet line from regulator. CAP ALL LINESoutside of the tube flares. The teflon tape shall be IMMEDIATELY.used in accordance with the instructions listed fol- b. If it is necessary to replace filler valve O-rings,lowing this step. Extreme care must be exercised remove parts necessary for access to filler valve.to prevent the contamination of the thread compound Remove line from quick-disconnect valve at theor teflon tape with oil, grease or other lubricant. regulator, then disconnect chain, but do not remove

1. Lay tape on threads close to end of fitting. cap from filler valve. Remove screws securingClockwise on standard threads, opposite on valve and disconnect pressure line. Referring toleft hand threads. applicable figure, cap pressure line and seat. Dis-

2. Apply enough tension while winding so tape assemble valve, replace O-rings and reassembleforms into thread grooves. valve. Install filler valve by reversing procedures

3. After wrap is complete, maintain tension outlined in this step.and tear tape by pulling apart in direction c. A cabin outlet is illustrated in figure 15-3. Re-it was applied. Resulting ragged end is the pair kit, (part no. C166006-0108), available fromkey to the tape staying in place. (If sheared the Cessna Service Parts Center, may be used foror cut, tape may unwind.) replacement of components of the outlet assembly.

4. Press tape well into threads• d. To remove entire oxygen system, headliner5. Make connections· must be lowered and soundproofing removed to ex-

e. Fabrication of oxygen pressure lines is not pose lines. Refer to Section 3 for headliner re-recommended. Lines should be replaced by part moval.numbers called out in the aircraft Parts Catalog.

f. Lines and fittings must be clean and dry. One 15-21. OXYGEN CYLINDER GENERAL INFORMA-of the following methods may be used.

. TION. The following information is permanently1. Clean by degreasing with stabilized tri-

steel stamped on the shoulder, top head or neck ofchlorethylene, conforming to Federal SpecificationsO-T-634 or MIL-T-27602. These items can be ob- eaachC inednercys en

f ation, followed by servicetained from American Mineral Spirits of Houston, pressure (e.g. "ICC-3AA1800" and "ICC-3HT1850"Texas, for standard and light weight cylinders respectively).

NOTE NOTE

Most air compressors are oil lubricated, Effective 1 January, 1970, all newly-manu-and a minute amount of oil may be carried factured cylinders are stamped "DOT" (De-by the airstream. If only an oil lu. -icated partment of Transportation), rather thanair compressor is available, drying must "ICC" (Interstate Commerce Commission).be accomplished by heating at a tempera- An example of the new designation would be:ture of 250° to 300°F for a suitable period. "DOT-3HT1850".

NOTE b. Cylinder serial number is stamped below ordirectly following cylinder specification. The sym-

Cap lines at both ends immediately after bol of the purchaser, user or maker, if registereddrying to prevent contamination. with the Bureau of Explosives, may be located di-

15-6

1 2NON-TURBOCHARGED

3

6

5 2L

10g 5

THRU P20600603 AND U20601444 APPLY LOCKTITETO GAGE GRADE C

14

10

2

11 4 2

6

TURBOCHARGED 1213

1

Vent hole (11) in the regulator body must not be covered by control clamp installed around regulator body.Low pressure relief valve (10) should not be removed except for replacement; it is installed in a specificport only. Although the other three ports are common to each other, the low pressure relief valve portis not. High pressure relief valve (7) should not be removed except for replacement. Although all otherhigh pressure ports are common to each other, the thread size is different for the high pressure relief valve.

1. ON-OFF Control 5. Regulator 10. Low Pressure Relief Valve2. Cylinder 6. Low Pressure Line 11. Atmospheric Vent Hole3. Filler Valve 7. High Pressure Relief Valve 12. Clamp4. Quick-Disconnect Valve 8. Bracket 13. Mask Assembly

9. Plug

Figure 15-3. Oxygen System (Sheet 1 of 3)

rectly below or following the serial number. The first hydrostatic test (such as 4-69 for April 1969).cylinder serial number may be stamped in an alter- The dash between the month and the year figuresnate location on the cylinder top head. may be replaced with the mark of the testing or in-

c. Inspector's official mark near serial number. spection agency (e.g. 4L69).d. Date of manufacture: This is the date of the

15-7

2 3 P20600604 THRUNON-TURBOCHARGED 1 P20600648 ANDU20601445 THRU

4 U20601700

5

A e

BEGINNINGWITH U20601701

DetailP20600604 THRU 1P20600648 ANDU20601445 THRUU20601700 -2

3

A 4

TURBOCHARGED 5 g

BEGINNING yWITH U20601701 6

1

1. ON-OFF Control 3. Filler Valve 6. Low- Pressure Line2. Cylinder 4. Quick-Disconnect Valve 7. Plug

5. Regulator


15-8

TURBOCHARGEDTHRU P20600603 AND U20601444

10

1

12

1

132

FILLERVALVE DETAILS

NON-TURBOCHARGED 16

NOTE

3 When replacing O-rings (6), 110 4 order by part number listed

5 in Parts Catalog.6

OUTLETDetail

19 15

1. Adapter 14. Arm2. Spacer 15. Cover3. Housing 16. Knob 144. Filter 17. Outlet5. Poppet 18. Pressure Gage 166. O-Ring 19. Lock Ring7. Flange 20. Cover BEGINNING WITH P20600604 AND U206014458. Cap and Chain Assembly 21. Escutcheon9. Cover 22, Core

10. Pressure Gage Line 23. Spring11. Low Pressure Line 24. Jam Nut12. ON-OFF Control 25. Base13. Bracket


15-9

e. Hydrostatic test date: The dates of subsequent hydrostatic test.hydrostatic tests shall be steel stamped (month and b. FILLER VALVE. The valve shall be functional-year) directly below the original manufacture date. ly tested every two years and overhauled every fiveThe dash between the month and year figures can be years or at time of hydrostatic test.replaced with the mark of the testing agency. c. QUICK-RELEASE COUPLING. The coupling

f. A Cessna identification placard is located near shall be functionally tested every two years andthe center of the cylinder body. overhauled every five years or at time of hydrostatic

g. Halogen test stamp: "Halogen Tested", date of test.test (month, day and year) and inspector's mark d. PRESSURE GAGE. The gage shall be checkedappears directly underneath the Cessna identification for accuracy and overhauled by an FAA approvedplacard. facility every five years.

e. OUTLETS. The outlets shall be disassembled15-22. OXYGEN CYLINDER SERVICE REQUIRE- and inspected and the sealing core replaced, re-MENTS. gardless of condition, every five years.

a. Hydrostatic test requirements:1. Standard weight (ICC or DOT-3AA1800) 15-25. OXYGEN SYSTEM COMPONENT INSPEC-

cylinders must be hydrostatically tested to 5/3 their TION REQUIREMENTS.working pressure every five years commencing with a. Examine all parts for cracks, nicks, damagedthe date of the last hydrostatic test. threads or other apparent damage.

2. Light weight (ICC or DOT-3HT1850) cylin- b. Actuate regulator controls and valve to checkders must be hydrostatically tested to 5/3 their for ease of operation.working pressure every three years commencing c. Determine if the gage is functioning properlywith the date of the last hydrostatic test. by observing the pressure build-up and the return to

b. Service life requirements: zero when the system oxygen is bled off.1. Standard weight (ICC or DOT-3AA1800) d. Replace any oxygen line that is chafed, rusted,

cylinders have no age life limitations and may con- corroded, dented, cracked or kinked.tinue to be used until they fail hydrostatic test. e. Check fittings for corrosion around the thread-

2. Light weight (ICC or DOT-3HT1850) cylin- ed area where lines are joined together. Pressur-

ders must be retired from service after 12 years ize the system and check for leaks.or 4, 380 filling cycles after date of manufacture,whichever occurs first. 15-26. MASKS AND HOSE.

a. Check oxygen masks for fabric cracks and roughNOTE face seals. If the mask is a full-faced model, in-

spect glass or plastic for cleanliness and state ofThese test periods and life limitations are repair.established by the Interstate Commerce b. Flex the mask hose gently over its entirety andCommission Code of Federal Regulations, check for evidence of deterioration or dirt.Title 49, Chapter 1, Para. 73. 34. c. Examine mask and hose storage compartment

for cleanliness and general condition.15-23. OXYGEN CYLINDER INSPECTION REQUIRE-MENTS. 15-27. MAINTENANCE AND CLEANING.

a. Inspect the entire exterior surface of the cylin- a. Clean and disinfect mask assemblies after use,der for indication of abuse, dents, bulges and strap as appropriate.chafing.b. Examine the neck of cylinder for cracks, dis- NOTE

tortion or damaged threads.c. Check the cylinders to determine if markings Use care to avoid damaging microphone

are legible. assembly while cleaning and sterilizing.d. Check date of last hydrostatic test. If the peri-

odic retest date is past, do not return the cylinder b. Wash mask with a mild soap solution and rinseto service until the test has been accomplished. it with clear water.

e. Inspect the cylinder mounting bracket, bracket c. To sterilize, swab mask thoroughly with ahold-down bolts and cylinder holding straps for gauze or sponge soaked in a water/merthiolate so-cracks, deformation, cleanliness, and security of lution. This solution should contain 1/5 teaspoon ofattachment. merthiolate per one quart of water. Wipe the mask

f. In the immediate area where the cylinder is with a clean cloth and let air dry.stored or secured, check for evidence of any types d. Observe that each mask breathing tube end isof interference, chafing, deformation or deterio- free of nicks and that the tube end will slip into theration. cabin oxygen receptacle with ease and will not leak.

e. If a mask assembly is defective (leaks, does not15-24. OXYGEN SYSTEM COMPONENT SERVICE allow breathing or contains a defective microphone)REQUIREMENTS. it is advisable to return the mask assembly to the

a. PRESSURE REGULATOR. The regulator shall manufacturer or a repair station.be functionally tested every two years or 1, 000 hours f. Replace hose if it shows evidence of deterio-for aircraft operating under 15, 000 ft. and one year ration.for aircraft operating over 15, 000 ft. The regulator g. Hose may be cleaned in the same manner as theshall be overhauled every five years ao at time of mask.

15-10

15-28. SYSTEM PURGING. Whenever componentshave been removed and reinstalled or replaced, it isadvisable to purge the system. Charge oxygen sys- Do not attempt to tighten any connectionstem in accordance with procedures outlined in para- while the system is charged.graph 15-31. Plug masks into all outlets and turnthe pilot's control to ON position and purge system 15-31. SYSTEM CHARGING.by allowing oxygen to flow for at least 10 minutes.Smell oxygen flowing from outlets and continue topurge until system is odorless. Refill cylinders asrequired during and after purging. BE SURE TO GROUND AIRCRAFT AND

GROUND SERVICING EQUIPMENT BE-15-29. FUNCTIONAL TESTING. Whenever the reg- FORE CHARGING OXYGEN SYSTEM.ulator and cylinder assembly has been replaced oroverhauled, perform the following flow and internal a. Do not attempt to charge oxygen cylinders ifleakage tests to check that the system functions prop- servicing equipment fittings or filler valve areerly. corroded or contaminated. If in doubt, clean with

a. Fully charge oxygen system in accordance with stabilized trichlorethylene and let air dry. Do notprocedures outlined in paragraph 15-31. allow solvent to enter any internal parts.

b. Disconnect line and fitting assembly from pi- b. If cylinder is completely empty, do not charge,lot's mask and line assembly. Insert outlet end of as the cylinder must then be removed, inspectedline and fitting assembly into cabin outlet and attach and cleaned.opposite end of line to a pressure gage (gageshouldbe calibrated in one-pound increments from 0 to 100PSI). Place control lever in ON position. Gagepressure should read 75±10 PSI. A cylinder which is completely empty may

c. Insert mask and line assemblies into all re- well be contaminated. The regulator andmaining cabin outlets. With oxygen flowing from all cylinder assembly must then be disas-outlets, test gage pressure should still be 75±10 PSI. sembled, inspected and cleaned by an FAA

d. Place oxygen control lever in OFF position and approved facility, before filling. Con-allow test gage pressure to fall to O PSI. Remove tamination, as used here, means dirt, dustall adapter assemblies except the one with the pres- or any other foreign material, as well assure gage. The pressure must not rise above 0 PSI ordinary air in large quantities. If a gagewhen observed for one minute. Remove pressure line or filler line is disconnected and thegage and adapter from oxygen outlet. fittings capped immediately, the cylinder

will not become contaminated unless tem-NOTE perature variation has created a suction

within the cylinder. Ordinary air containsIf pressures specified in the foregoing pro- water vapor which could condense andcedures are not obtained, the oxygen reg- freeze. Since there are very small orificesulator is not operating properly. Remove in the system, it is very important thatand replace cylinder-regulator assembly this condition not be allowed to occur.with another unit and repeat test procedure.

c. Connect cylinder valve outlet or outside fillere. Connect mask and line assemblies to each cabin valve to manifold or portable oxygen cascade.

outlet and check each mask for proper operation. d. Slowly open valve on cascade cylinder or mani-f. Check pilot's mask microphone and control fold with lowest pressure, as noted on pressure gage,

wheel switch for proper operation. After checking, allow pressure to equalize, then close cascade cy-return all masks to mask case. linder valve.g. Recharge oxygen system in accordance with e. Repeat this procedure, using a progressively

procedures outlined in paragraph 15-31. higher pressure cascade cylinder, until system hasbeen charged to the pressure indicated in the chart

15-30. SYSTEM LEAK TEST. When oxygen is being immediately following step "f" of this paragraph.lost from a system through leakage, a sequence of f. Ambient temperature listed in the chart is thesteps may be necessary to locate the opening. Leak- air temperature in the area where the system is toage may often be detected by listening for the dis- be charged. Filling pressure refers to the pres-tinct hissing of escaping gas. If this check proves sure to which aircraft cylinders should be filled.negative, it will be necessary to soap-test all lines This table gives approximations only and assumesand connections with a castile soap and water so- a rise in temperature of approximately 25°F. duelution or specially compounded leak-test material. to heat of compression. This table also assumesMake the solution thick enough to adhere to the con- the aircraft cylinders will be filled as quickly as pos-tours of the fittings. At the completion of the leak- sible and that they will only be cooled by ambientage test, remove all traces of the leak detector or air; no water bath or other means of cooling be used.soap and water solution. Example: If ambient temperature is 70°F., fill

15 -11

NOTE

Each interconnected series of oxygen cylinders isequipped with a single gage. The trailer typecascade may also be equipped with a nitrogen cyl-inder (shown reversed) for filling landing gearstruts, accumulators, etc. Cylinders are not OXYGEN CYLINDER

available for direct purchase, but are usuallyleased and refilled by a local compressed gas NITROGEN CYLINDER

supplier.PRESSURE GAGE

OXYGEN PURIFIERW/REPLACEABLECARTRIDGE

Figure 15-4. Portable Oxygen Cascades

aircraft cylinders to approximately 1, 975 psi or as TABLE OF FILLING PRESSURESclose to this pressure as the gage may read. Uponcooling, cylinders should have approximately 1, 850 Ambient Filling Ambient Fillingpsi pressure. Temp. Press. Temp. Press.

F psig °F psig

0 1650 50 187510 1700 60 192520 1725 70 197530 1775 80 200040 1825 90 2050

SHOP NOTES:

15-12

SECTION 16

INSTRUMENTS AND INSTRUMENT SYSTEMS

TABLE OF CONTENTS Page

INSTRUMENTS AND INSTRUMENT SYSTEM 16-1 Description . . . . . . . . . . . .16-15

General . . . . . . . . . . . . . . .16-1 Trouble Shooting-Fuel Flow Indicator . 16-15

Instrument Panel . . . . . . . . . . .16-1 Trouble Shooting-Manifold Pressure

Description . . . . . . . . . . . . . 16-2 Gage • · - - - - - - . . . . . . . 16-16Removal and Installation . . . . . . .

16-2 Cylinder Head Temperature Gage . . . . 16-17Shock Mounts . . . . . . . . . . . . .

16-4 Description • • • • • • • • • . . . .16-17

Instruments . . . . . . . . . . . . . .16-4 Trouble Shooting . - · · · · · · · ·

16-17Removal . . . . . . . . . . . . . .

16-4 Oil Pressure Gage . . . . . . . . . .16-17

Installation . . . . . . . . . . . . .16-4 Description · · - · · · · · · · · ·

16-17Pitot and Static Systems . . . . . . . .

16-4 Trouble Shooting • - · · · · .. . . . 16-18Description . . . . . . . . . . . . .

16-4 Oil Temperature Gage . . . . . . . . .16-18

Maintenance . . . . . . . . . . . .16-5 Description • - · · · · · · · · · · 16-18

Static Pressure System Inspection and Fuel Quantity Indicating System . . . .16-18

Leakage Test . . . . . . . . . . .16-5 Description . • • • • • • • . . . .

16-18Pitot System Inspection and Trouble Shooting . . . . . . . . . .

16-18ALeakage Test . . . . . . . . . . .

16-5 Transmitter Calibration . . . . . . .16-18A

Blowing Out Lines . . . . . . . . . .16-5 Removal and Installation

Removal and Installation of . . . . .16-7 Fuel Quantity Transmitter . . . . .

16-18ATrouble Shooting-Pitot Static System .

16-7 Removal and Installation Heat Sink . .16-19

True Airspeed Indicator . . . . . . .16-7 Hourmeter . . . . . . . . . . . . . .

16-19Trouble Shooting-Airspeed Indicator . .

16-8 Description · · · · - · · · · · · . .16-19

Trouble Shooting-Altimeter. . . . . .

16-9 Economy Mixture Indicator . . . . . . .16-20

Trouble Shooting-Vertical Speed Description . . . . . . . . . . . .16-20

Indicator . . . . . . . . . . . . .16-9 Trouble Shooting . . . . . . . . . .

16-20Trouble Shooting-Pitot Tube Heater . .

16-10 Calibration . . . . . . . . . . . .16-20

Vacuum System . . . . . . . . . . . .16-10 Removal and Installation . . . . . .

16-20Description . . . . . . . . , . . . .

16-10 Magnetic Compass . . . . . . . . . . .

16-20Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .

16-20(Wet) . . . . . . . . . . . . . .

16-10 Stall Warning Horn and Transmitter . . . .16-20

Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .16-20

(Dry) . . . . . . . . . . . . . .16-12A Turn-and-Slip Indicator . . . . . . . . .

16-21Trouble Shooting-Gyros . . . . . . .

16-13 Description . . . . . . . . . . . . . .16-21

Trouble Shooting-Vacuum Pump (Wet) .16-14 Trouble Shooting . . . . . . . . . . .

16-21Trouble Shooting-Vacuum Pump (Dry) .

16-14 Turn Coordinator . . . . . . . . . . . .16-22

Removal and Installation of . . . . .16-14A Description . . . . . . . . . . . . . .

16-22Cleaning . . . . . . . . . . . . . .

16-14A Trouble Shooting . . . . . . . . . . .

16-22Vacuum Relief Valve Adjustment . . .

16-14A Electric Clock . . . . . . . . . . . . .16-23

Engine Indicators . . . . . . . . . . .16-15 Description . . . . . . . . . . . . .

16-23Tachometer ............

WingLeveler..............16-23Description . . . . . . . . . . . .

16-15 Description . . . . . . . . . . . . . .

16-23Manifold Pressure/Fuel Flow Indicator .

16-15 Rigging. . . . . . . . . . . . . . . .16-23

16-1. INSTRUMENT AND INSTRUMENT SYSTEMS. and correct them, up to the defective instrument it-self, at which point instrument technicians should

16-2. GENERAL. This section describes typical be called in. Some instruments, such as fuel quan-instrument installations and the systems operating tity and oil pressure gages, are so simple and inex-them, with emphasis on trouble shooting and correc- pensive repairs usually will be more costly than ative measures for the systems themselves. It does new instrument. On the other hand, aneroid andNOT deal with specific instrument repairs since this gyro instruments usually are well worth repairing.usually requires special equipment and data and The words "replace instrument" in the text, there-should be handled by instrument specialists. Federal fore, should be taken only in the sense of physicalAviation Regulations require malfunctioning instru- replacement in aircraft. Whether replacement isments be sent to an approved instrument overhaul to be with a new instrument, an exchange or orig-and repair station or returned to manufacturer for inal instrument is to be repaired must be decided onservicing. Our concern here is with preventive basis of individual circumstances.maintenance on various instrument systems and cor-rection of system faults which result in instrument 16-3. INSTRUMENT PANEL. (Refer to figuremalfunctions. The descriptive material, maintenance 16-1.)and trouble shooting information in this section is in-tended to help the mechanic determine malfunctions 16-4. DESCRIPTION. The instrument panel assem-

Change 1 16-1

12

34

3

16 >

15

12 11 7 10 Detail A6 G

17N4GMODELS

BEGINNING

MDE2LS

12 11 10 g1. Nut 11. Switch and Circuit Breaker Panel 152. Washer 12. Protective Padding3. Lock Washer 13. Windshield4. Shock Mount 14. Guide Pin5. Ground Strap 15. Velcro Hook6. Shock-Mounted Panel 16. Velcro Pile7. Radio Switch Panel 17. Shim 16 Detail A8. Fuel and Engine Instruments 18. Grommet9. Heating and Vent Controls 19. Decorative Cover THRU 1973 MODELS

10. Engine Controls 20. Instrument Panel

Figure 16-1. Typical Instrument Panel Installation

bly consists of a stationary, removable and shock- The shock mounted panel is secured to the removablemounted panel. The stationary panel, normally NOT panel with rubber shock-mounts. To remove flight in-considered removable, contains instruments such as strument panel proceed as follows:tachometer, manifold/fuel pressure, fuel and oil a. Thru 1971 Models remove retainer clips securinggages. The removable panel contains flight instru- decorative cover by carefully prying under clip buttons.ments such as airspeed, vertical speed and altimeter Beginning with 1972 Models covers are installed withwhich ARE NOT sensitive to vibration. The shock-

Velcro fasteners,beginning with 1974 models a comb-mounted panel, located in the removable panel, con-

ination of Velcro fasteners, guide pins andgrommettains the major flight instruments such as horizon¯ arrangement is used to install the decorative covers.tal and directional gyros which ARE affected by vi-To remove, pull gently on the cover until released.

bration. Most of the instruments are screw-mountedb. Remove control knobs or switches from panel ason the panel.

necessary and remove panel.16-5. REMOVAL AND INSTALLATION. The station- c. Remove screws securing panel to stationary

ary panel is secured to engine mount stringers and or- panel, tag and disconnect instrument wiring anddinarily not considered removable. The removable plumbing and pull panel straight back.

panel is secured to the stationary panel with screws.

16-2 Change 2

* P206-0520 AND ONU206-0276 THRU U20601596,

13 U20601619 THRU U20601632

** U20601597 THRU U20601618, ,

U20601633 AND ON'

12' 15

17 D

14 '

19

19**

STANDARD INSTALLATIONALTERNATE SOURCE INSTALLATION

A Detail 9

0 e 20

Detail

521

1011

---24

N12 11

Detail g 23 BEGINNING WITH 11 Detail DAIRCRAFT SERIAL BEGINNING WITH U20601661U20602236 THRU U20602235

1. Line (To Right Sump) 9. Spacer 17. Bracket2. Altimeter 10. Clamp 18. Line (To Sumps)3. Vertical Speed Indicator 11. Screw 19. Valve4. Airspeed Indicator 12. Sump 20. Static Port5. Line (To Pitot Tube) 13. Line (Airspeed to Left Sump) 21. Connector6. Line (Airspeed to Left Sump) 14. Insert 15. 22. Pitot Tube Mast Body7. Stringer 15. Line (To Instruments) 23. Heater Element8. Nutplate 16. Line (To Alternate Air) 24. Sta-Strap

Figure 16-2. Pitot-Static Systems

Change 1 16-3

NOTE7

Do not overtighten screws (2) and do notlubricate any parts.

Use spacers (6) as required for adequate5

friction on ring assembly (4).

1 NOTE

Specific airspeed indicators, listedby part number in applicable PartsCatalogs, must be used in the true air-speed installation. Internal mechanism,face plate, and calibration are differentfrom those of a standard instrument.

1. Instrument Panel Cover 5. Instrument Panel2. Mounting Screw 6. Spacer3. Retainer 7. Airspeed Indicator4. True Airspeed Ring 8. Nut

Figure 16-3. True Airspeed Indicator

NOTE to prevent thread damage and entrance of foreignmatter. Wire terminals should be insulated or tied

If panel is to be removed from aircraft, up so they will not ground accidentally or short-remove control wheel. circuit on another terminal.

d. To remove shock-mounted panel remove nuts 16-9. INSTALLATION. Generally, installation pro-from shock mounts and pull panel straight back. cedure is the reverse of removal procedure. Make

e. Reverse preceding steps for installation. sure mounting screw nuts are tightened firmly, butdo not overtighten, particularly on instruments hav-

NOTE ing plastic cases. The same rule generally appliesto connecting plumbing and wiring.

A light coat of paraffin, beeswax or soap onprongs of retainer clips will ease installation. NOTE

16-6. SHOCK MOUNTS. Service life of instruments All instruments (gagesand indicators), re-is directly related to adequate shock-mounting of quiring a thread seal or lubricant, shall bepanel. If removal of panel is necessary, check installed using teflon tape on male fittingsmounts for deterioration and replace as necessary. only. This tape is available through Cessna

Service Parts Center.16-7. INSTRUMENTS. (Refer to figure 16-1.)

When replacing an electrical gage in an instrument16-8. REMOVAL. Most instruments are secured to cluster assembly, avoid bending pointer or dialpanel with screws inserted through panel face, under plate. Distortion of dial or back plate could changedecorative cover. To remove an instrument, remove calibration of gages.decorative cover, disconnect plumbing or wiring toinstrument concerned, remove retainer screws and 16-10. PITOT AND STATIC SYSTEMS. (Refer totake instrument out from behind, or, in some cases figure 16-2.)from front of instrument panel. Instrument clustersare installed as units, secured by a screw on each 16-11. DESCRIPTION. The pitot system conveyscorner of cluster. Cluster must be removed from ram air pressure to the airspeed indicator. Thepanel to replace an individual gage. In all cases static system vents vertical speed indicator, alti-when an instrument is removed, lines or wires meter and airspeed indicator to atmospheric pres-disconnected from it should be protected. Cap open sure through plastic tubing connected to static ports.lines and cover pressure connections on instrument

16-4

A static line sump is installed at each source button 100 feet of altitude loss as indicated on altimeter.to collect condensation in static system. Beginning h. If leakage rate is within tolerance, slowly re-with 1974 models a new smaller diameter static line lease suction source, then remove tape used tosump is installed and is located on the firewall. An seal static source.

alternate static source may be installed and is usedonly in emergencies. When used as a static source NOTEon Aircraft Serials thru U20601632 the cabin airbecomes another source of static air and the external If leakage rate exceeds maximum allowable,source is not shut off unless totally obstructed. Be- first tighten all connections, then repeatginning with Serial U20601633 the static source valve leakage test. If leakage rate still exceedsis so connected to the system that when the control is maximum allowable, use following procedure.pulled on the external source is mechanically shut offand the cabin air becomes the only source of static i. Disconnect static pressure lines from airspeedair. When used as a static source, cabin pressure is indicator and vertical speed indicator. Use suitablesubstituted for atmospheric pressure, causing instru- fittings to connect lines together so altimeter is thement readings to vary from normal. Refer to Owner's only instrument still connected into static pressureManual for flight operation using alternate static system.source pressure. A pitot tube heater and stall warn- j. Repeat leakage test to check whether static pres-ing heater may be installed. The heating elements sure system or the removed instruments are cause ofare controlled by a switch at the instrument panel and leakage. If instruments are at fault, they must bepowered by the electrical system. repaired by an "appropriately rated repair station"

or replaced. If static pressure system is at fault,16-12. MAINTENANCE. Proper maintenance of use following procedure to locate leakage.pitot and static system is essential for proper opera_ k. Attach a source of positive pressure to statiction of altimeter, vertical speed and airspeed indi- source opening. Figure 16-4 shows one method ofcators. Leaks, moisture and obstructions in pitot obtaining positive pressure.system will result in false airspeed indications,while static system malfunctions will affect readingsof all three instruments. Under instrument flightconditions, these instrument errors could be hazar- Do not apply positive pressure with airspeeddous. Cleanliness and security are the principal indicator or vertical speed indicator connect-

rules for system maintenance. The pitot tube and ed to static pressure system.static ports MUST be kept clean and unobstructed.

1. Slowly apply positive pressure until altimeter16-13. STATIC PRESSURE SYSTEM INSPECTION indicates a 500-foot decrease in altitude and main-

AND LEAKAGE TEST. The following procedure tain this altimeter indication while checking for leaks.outlines inspection and testing of static pressure Coat line connections, static pressure alternatesystem, assuming altimeter has been tested and in- source valve and static source flange with solution ofspected in accordance with current Federal Aviation mild soap and water, watching for bubbles to locateRegulations. leaks.

a. Ensure static system is free from entrapped m. Tighten leaking connections. Repair or replacemoisture and restrictions. parts found defective.

b. Ensure no alterations or deformations of air n. Reconnect airspeed and vertical speed indicatorsframe surface have been made which would affect into static pressure system and repeat leakage testthe relationship between air pressure in static pres- per steps "c" thru "h".sure system and true ambient static air pressure forany flight configuration. 16-14. PITOT SYSTEM INSPECTION AND LEAKAGE

c. Seal off one static pressure source opening with TEST. To check pitot system for leaks, fasten aplastic tape. This MUST be an air-tight seal. piece of rubber or plastic tubing over pitot tube, close

d. Close static pressure alternate source valve, if opposite end of tubing and slowly roll up tube untilinstalled. airspeed indicator registers in cruise range. Se-

e. Attach a source of suction to remaining static cure tube and after a few minutes recheck airspeedpressure source opening. Figure 16-4 shows one indicator. Any leakage will have reduced the pres-method of obtaining suction. sure in system, resulting in a lower airspeed indi-

f. Slowly apply suction until altimeter indicates a cation. Slowly unroll tubing before removing it, so1000-foot increase in altitude. pressure is reduced gradually. Otherwise instru-

ment may be damaged. If test reveals a leak in sys-tem, check all connections for tightness.

When applying or releasing suction, do not 16-15. BLOWING OUT LINES. Although pitot sys-exceed range of vertical speed indicator or tem is designed to drain down to pitot tube opening,airspeed indicator. condensation may collect at other points in system

and produce a partial obstruction. To clear line,g. Cut off suction source to maintain a "closed" disconnect at airspeed indicator. Using low pres-

system for one minute. Leakage shall not exceed sure air, blow from indicator end of line towardpitot tube.

Change 1 16-5

THICK-WALLEDSURGICAL HOSE PRESSURE

AIR BULB

RREESSUREBSLEEDED-OFF

WITH CHECK ye

VALVES

CLAMP

CLAMPTHICK-WALLEDSURGICAL HOSE

CHECK VALVE

NOTE

Air bulb with check valves may be obtainedlocally from a surgical supply company.

SUCTION CHECK VALVE This is the type used in measuring bloodpressure.

TO APPLY SUCTION:

1. Squeeze air bulb to expel as much air as possible.

2. Hold suction hose firmly against static pressure source opening.

3. Slowly release air bulb to obtain desired suction, then pinch hose shut tightly to trap suction insystem.

4. After leak test, release suction slowly by intermittently allowing a small amount of air to enterstatic system. To do this, tilt end of suction hose away from opening, then immediately tilt itback against opening. Wait until vertical speed indicator approaches zero, then repeat. Con-tinue to admit this small amount of air intermittently until all suction is released, then removetest equipment.

TO APPLY PRESSURE:

(CAUTION)

Do not apply positive pressure with airspeed indicator or vertical speedindicator connected into static system.

1. Hold pressure hose firmly against static pressure source opening.

2. Slowly squeeze air bulb to apply desired pressure to static system. Desired pressure may bemaintained by repeatedly squeezing bulb to replace any air escaping through leaks.

3. Release pressure by slowly opening pressure bleed-off screw, then remove test equipment.

Figure 16-4. Static System Test Equipment

16-6

16-16. REMOVAL AND INSTALLATION.(Refer to figure 16-2.) To remove pitot mast

Never blow through pitot or static lines toward remove four mounting screws on side of

instruments. connector (21) and pull mast out of connector farenough to disconnect pitot line (5). Electrical con-

Like pitot lines, static pressure lines must be kept nections to heater assembly (if installed) may be

clear and connections tight. All models have static disconnected through wing access plate just inboard

source sumps which collect moisture and keep sys of mast. Pitot and static lines are removed in thetem clear. However, when necessary, disconnect usual manner, after removing wing access plates,

static line at first instrument to which it is connect- lower wing fairing strip and upholstery as required.

ed, then blow line clear with low-pressure air. Installation of tubing will be simpler if a guide wireis drawn in as tubing is removed from wing. The

NOTE tubing may be removed intact by drawing it outthrough cabin and right door. When replacing com-ponents of pitot and static pressure systems, useOn aircraft equipped with alternate static anti-seize compound sparingly on male threads onsource, use same procedure, opening both metal and plastic connections. Avoid excessalternate static source valve momentaril compound which might enter lines. Tighten con-to clear line, then close valve and clear

remainder of system nections firmly, but avoid overtightening and dis-torting fittings. If twisting of plastic tubing is

Check all static pressure line connections for ti ht- encountered when tightening fittings, VV-P-236

n If h (USP Petrolatum), may be applied sparingly betweeness. oses or hose connections are used, checkfor general condition and clamps for security. Re- tubing and fittings.place hoses which have cracked, hardened or showother signs of deterioration.

16-17. TROUBLE SHOOTING--PITOT STATIC SYSTEM.

TROUBLE PROBABLE CAUSE REMEDY

LOW OR SLUGGISH AIRSPEED Pitot tube obstructed, leak or Test pitot tube and line for leaksINDICATION. (Normal altimeter obstruction in pitot line. or obstructions. Blow out tubeand vertical speed.) and line, repair or replace dam-

aged line.

INCORRECT OR SLUGGISH Leaks or obstruction in static Test line for leaks and obstruc-RESPONSE. (all three line. tions. Repair or replace line,instruments, ) blow out obstructed line,

16-18. TRUE AIRSPEED INDICATOR. A true air- on adjustable ring aligns with 120 mph on indicator.speed indicator may be installed. This indicator, Holding this setting, move retainer (3) until 60°F

equipped with a conversion ring, may be rotated until aligns with zero pressure altitude, then tightenpressure altitude is aligned with outside air tempera- mounting screws (2) and replace decorative cover.ture, then airspeed indicated on instrument is readas true airspeed on adjustable ring. Refer to figure NOTE16-3 for removal and installation. Upon installation,before tightening mounting screws (2), calibrate the On indicators graduated in knots, use 105instrument as follows: Rotate ring (4) until 120 mph knots instead of 120 miles per hour in the

SHOP NOT ES:above calibration procedure.

Change 3 16-7

16-19. TROUBLE SHOOTING--AIRSPEED INDICATOR.


HAND FAILS TO RESPOND. Pitot pressure connection not Test line and connection for leaks.properly connected to pres- Repair or replace damaged line,sure line from pitot tube. tighten connections.

Pitot or static lines clogged. Check line for obstructions. Blowout lines.

INCORRECT INDICATION Leak in pitot or static lines. Test lines and connections forOR HAND OSCILLATES. leaks. Repair or replace dam-

aged lines, tighten connections.

Defective mechanism or Substitute known-good indicatorleaking diaphragm. and check reading. Replace

instrument.

Leaking diaphragm. Substitute known-good indicatorand check reading. Replaceinstrument.

Alternate static source valve Check visually. Close foropen. THRU U20601596, normal operation.

(Refer to Paragraph 16-11) U20601619 THRU U20601632AND THRU P20601587.

HAND VIBRATES. Excessive vibration. Check panel shock mounts. Re-place defective shock mounts.

Excessive tubing vibration. Check clamps and line connectionsfor security. Tighten clamps andconnections, replace tubing withflexible hose.

SHOP NOTES:

16-8 Change 1

16-20. TROUBLE SHOOTING--ALTIMETER


INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.OPERATE. Blow out lines.

Defective mechanism. Substitute known-good alti-meter and check reading.Replace instrument.

INCORRECT INDICATION. Hands not carefully set. Reset hands with knob.

Leaking diaphragm. Substitute known-good alti-meter and check reading.Replace instrument.

Pointers out of calibration. Compare reading with known-good altimeter. Replaceinstrument.

HAND OSCILLATES. Static pressure irregular. Check lines for obstructionor leaks. Blow out lines,tighten connections.

Leak in airspeed or vertical Check other instruments andspeed indicator installations. system plumbing for leaks.

Blow out lines, tighten con-nections.

16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR.


INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.OPERATE. Blow out lines.

Static line broken. Check line for damage, con-nections for security. Re-pair or replace damaged line,tighten connections.

INCORRECT INDICATION. Partially plugged static line. Check line for obstructions.Blow out lines.

Ruptured diaphragm. Substitute known-good indicatorand check reading. Replaceinstrument.

Pointer off zero. Reset pointer to zero. Resetpointer to zero.

POINTER OSCILLATES. Partially plugged static line. Check line for obstructions.Blow out lines.

16-9

16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR. (Cont)


POINTER OSCILLATES. (cont). Leak in static line. Test lines and connections forleaks. Repair or replace dam-aged lines, tighten connections.

Leak in instrument case. Substitute known-good indicatorand check reading. Replaceinstrument.

HAND VIBRATES. Excessive vibration. Check shock mounts. Replacedefective shock mounts.

Defective diaphragm. Substitute known-good indicatorand check for vibration. Re-place instrument.

16-22. TROUBLE SHOOTING--PITOT TUBE HEATER.


TUBE DOES NOT HEAT OR Switch turned "OFF." Turn switch "ON."CLEAR ICE.

Blown fuse. Check fuse. Replace fuse.

Break in wiring. Test for open circuit. Repairwiring.

Heating element burned out. Check resistance of heatingelement. Replace element.

16-23. VACUUM SYSTEM (Refer to Figure 16-5) the system. A discharge tube is connected to thepump to expell the air from the pump overboard. A

16-24. DESCRIPTION. Through Aircraft Serial suction relief valve is used to control system pres-U20601956 suction to operate the gyros is provided sure and is connected between the pump inlet and theby an engine-driven vacuum pump, gear-driven instruments. In the cabin, the vacuum line is routedthrough a spline-type coupling. The vacuum pump from the gyro instruments to the relief valve at thedischarge air passes through an oil separator, where firewall. A central air filtering system is utilized.the oil, which passes through the pump for lubrica- The reading of the suction gage indicates net differ-tion, is returned to the engine and the air is expelled ence in suction before and after air passes throughoverboard. Beginning with Aircraft Serial U20601957 a gyro. This differential pressure will graduallya dry vacuum system is installed. This system uti- decrease as the central air filter becomes dirty,lizes a sealed bearing, engine-driven vacuum pump, causing a lower reading on the suction gage.which eliminates the oil separation components from

16-25. TROUBLE SHOOTING--VACUUM SYSTEM --THRU U20601956 (WET SYSTEM)


HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, than valve. Com-valve screen clogged, relief pare gage readings with new gage.valve malfunction. Clean screen, reset valve. Re-

place gage.

16-10 Change 1

13

NOTE

Refer to paragraph16-30 for relief valveadjustment.

FIREWALL

Detail

1212

6

11 8

10

10

9

8

BEGINNING WITH 1972 MODELS THRU 1971 MODELS

Detail 6 Detail 61. Oil Separator 7. Filter Element 13. Relief Valve2. Vent 8. Wing Nut 14. Vacuum Adjust3. Bracket 9. Suction Hose 15. Tube Locator4. Oil Return (To Engine) 10. Suction Gage 16. Firewall5. Vacuum Pump 11. Directional Gyro 17. O-Ring6. Bracket 12. Gyro Horizon 18. Fitting

THRU AIRCRAFT 19. Cross AssemblySERIAL U20602199

Figure 16-5. Vacuum System (Sheet 1 of 3) Wet System

Change 3 16-11

10

NOTE oco a o

Refer to paragraph g Detail D16-30 for relief valveadjustment. THRU U20603020

2

5

13

16

Detail Û

BEGINNING WITH9 5 AIRCRAFT SERIAL

U20601957(DRY SYSTEM) D#FOR TU206 MODELS, VENT

TUBE IS POSITIONED AS SHOWN

Figure 16-5. Vacuum System (Sheet 2 of 3) Dry System

16-12 Change 3

7

19

Detaii D

BEGINNING WITH U20603021

Figure 16-5. Vacuum System (Sheet 3 of 3) Dry System

Change 3 16-12A

16-25. TROUBLE SHOOTING--VACUUM SYSTEM--THRU U20601956 (WET SYSTEM) (cont)


NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter asREADING, SLUGGISH OR necessary.ERRATIC GYRO RESPONSE.

LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnectREADINGS. instruments and relief valve, and test pump. Repair or replace

relief valve out of adjustment, lines, adjust or replace reliefdefective pump, restriction valve, repair or replace pump.in oil separator or pump clean oil separator.discharge line.

Central air filter dirty. Clean or replace filter asnecessary.

SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.valve. Replace gage. Clean sticking

valve with Stoddard solvent.Blow dry and test. If valvesticks after cleaning, replacevalve.

OIL COMES OVER IN PUMP Oil seperator clogged, oil return Check oil seperator, return line.DISCHARGE LINE. line obstructed, excessive oil flow Check that pump oil return rate

through pump. does not exceed 120 cc/hour(approx. 8 drops/minute), at 50psi oil pressure. Clean oil sepa-rator is Stoddard solvent, blowdry. Blow out lines. If pump oilconsumption is excessive, re-place oil metering collar and pinin pump.

16-25A. TROUBLE SHOOTING--VACUUM SYSTEM--BEGINNING WITH U20601957 (DRY SYSTEM)


HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, then valve. Com-valve screen clogged, relief pare gage readings with new gage.valve malfunction. Clean screen, reset valve. Re-

place gage.

NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter asREADING, SLUGGISH OR necessary.ERRATIC GYRO RESPONSE.

LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnectREADINGS. instruments and relief valve, and test pump. Repair or replace

relief valve out of adjustment, lines, adjust or replace reliefdefective pump. valve, repair or replace pump.

Central air filter dirty. Clean or replace filter asnecessary

16-12B Change 3

16-25A. TROUBLE SHOOTING--BEGINNING WITH U20601957 DRY SYSTEM (Cont)


SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.valve. Replace gage. Clean sticking

valve with Stoddard solvent.Blow dry and test. If valvesticks after cleaning, replacevalve.

16-26. TROUBLE SHOOTING--GYROS.


HORIZON BAR FAILS TO Central filter dirty. Check filter. Clean or replaceRESPOND. filter.

Suction relief valve improperly Adjust or replace relief valve.adjusted.

Faulty suction gage. Substitute known-good suctiongage and check gyro response.Replace suction gage.

Vacuum pump failure. Check pump. Replace pump.

Vacuum line kinked or leaking. Check lines for damage and leaks.Repair or replace damaged lines,tighten connections.

HORIZON BAR DOES NOT Defective mechanism. Substitute known-good gyro andSETTLE. check indication. Replace in-

strument.

Insufficient vacuum. Adjust or replace relief valve.

Excessive vibration. Check panel shock-mounts.Replace defective shock-mounts.

HORIZON BAR OSCILLATES Central filter dirty. Check filter. Clean or replaceOR VIBRATES EXCESSIVELY. filter.

Suction relief valve im- Adjust or replace relief valve.properly adjusted.

Faulty suction gage. Substitute known-good suctiongage and check gyro indication.Replace suction gage.

Defective mechanism. Substitute known-good gyro andcheck indication. Replace in-strument.

Excessive vibration. Check panel shock-mounts. Re-place defective shock-mounts.

Change 1 16-13

16-26. TROUBLE SHOOTING--GYROS. (Cont).


EXCESSIVE DRIFT IN Central air filter dirty. Check filter. Clean or replaceEITHER DIRECTION. filter.

Low vacuum, relief valve Adjust or replace relief valve.improperly adjusted.

Faulty suction gage. Substitute known-good suctiongage and check gyro indication.Replace suction gage.

Vacuum pump failure. Check pump. Replace pump.

Vacuum line kinked or Check lines for damage andleaking. leaks. Repair or replace dam-

aged lines, tighten connections.

DIAL SPINS IN ONE Operating limits have been Replace instrument.DIRECTION CONTINU- exceeded.OUSLY.

Defective mechanism. Substitute known-good gyroand check indication. Replaceinstrument.

16-27. TROUBLE SHOOTING--VACUUM PUMP (Wet System)


EXCESSIVE OIL IN DISCHARGE. Damaged engine drive seal. Replace gasket.

Oil separator clogged, oil Clean oil separator with Stoddardreturn line obstructed, ex- solvent, then blow dry. Blow outcessive oil flow through pump. lines. If pump oil consumption is

excessive, replace oil meteringpin in pump.

HIGH SUCTION. Suction relief valve Clean or replace screen.screen clogged.

LOW SUCTION. Relief valve leaking. Replace relief valve.

Vacuum pump failure. Replace vacuum pump.

16-27A. TROUBLE SHOOTING -- VACUUM PUMP (Dry System)


OIL IN DISCHARGE. Damaged pump drive seal. Replace gasket.

16-14 Change 1

16-27A. TROUBLE SHOOTING--VACUUM PUMP (Wet System) (Cont)


HIGH SUCTION. Suction relief valve Clean or replace screen.screen clogged.

LOW SUCTION. Relief valve leaking. Replace relief valve.

Vacuum pump failure. Replace vacuum pump.

16-28. REMOVAL AND INSTALLATION OF COM- 16-29. CLEANING. Low pressure, dry compressed

PONENTS. Through Aircraft Serial U20601956 the air should be used in cleaning vacuum system com-

various components of the vacuum system are se- ponents. The suction relief valve should be washed

cured by conventional clamps, mounting screws and with Stoddard solvent then dried with low-pressurenuts. To remove a component, remove mounting air. Refer to Section 2 for central air filter. Checkscrews and disconnect inlet and discharge lines. hose for collapsed inner liners as well as external

When replacing a vacuum system component, ensure damage.connections are made correctly. Use thread lubri-cant sparingly and only on male threads. Avoid over-tightening connections. Before reinstalling a vacuum Never apply compressed air to lines or com-pump, probe oil passages in pump and engine, to ponents installed in aircraft. The excessivemake sure they are open. Place mounting pad gasket pressures will damage gyros. If an obstruc-in position over studs and ensure it does not block oil ted line is to be blown out, disconnect at bothpassages. Coat pump drive splines lightly with a ends and blow from instrument panel out.high-temperature grease such as Dow Silicone #30(Dow-Corning Co., Midland, Mich.). After install- 16-30. VACUUM RELIEF VALVE ADJUSTMENT.ing pump, before connecting plumbing, start engine A suction gage reading of 5. 3 inches of mercury isand hold a piece of paper over pump discharge to desirable for gyro instruments. However, a rangecheck for proper lubrication. Proper oil flow through of 4. 6 to 5. 4 inches of mercury is acceptable. Topump is one to four fluid ounces per hour. adjust relief valve, remove control air filter, run

engine to 2200 rpm on ground and adjust relief valve16-28A. REMOVAL AND INSTALLATION OF COM- to 5. 3 ± . 1 inches of mercury.

PONENTS. Beginning with U20601957 the variouscomponents of the vacuum system are secured by con-ventional clamps, mounting screws and nuts. To re-move a component, remove mounting screws and dis- Do not exceed maximum engine temperature.connect inlet and discharge lines. Cap open lines and NOTEfitting to prevent dirt from entering the system.When replacing a vacuum system component, ensure The relief valve on turbocharged aircraftconnections are made correctly. Use no lubricants is alitude compensated by an internal an-on any components when assembling a dry vacuum eroid. Operation of the compensatingsystem. Avoid over-tightening connections. Before mechanism is automatic. Standard reliefinstalling the vacuum pump, place mounting pad gas- valve adjustment applies to the compens-ket in position over studs. Be sure all lines and fit- ated relief valve.tings are open and caps are removed.

Be sure filter element is clean before installing. If

SHOPNOTES : reading drops noticeably, install new filter element.

Change 1 16-14A/16-14B(blank)

16-30. VACUUM RELIEF VALVE ADJUSTMENT. NOTEA suction gage reading of 5. 3 inches of mercury isdesirable for gyro instruments. However, a range Before replacing a tachometer cable in hous-of 4.6 to 5.4 inches of mercury is acceptable. To ing, coat lower two thirds with AC Type ST-adjust relief valve, remove control air filter, run 640 speedometer cable grease or Lubriplateengine to 2200 rpm on ground and adjust relief valve No. 110. Insert cable in housing as far asto 5. 3 ± . 1 inches of mercury. possible, then slowly rotate to make sure it

is seated in engine fitting. Insert cable intachometer, making sure it is seated in driveshaft, then reconnect housing and torque to

Do not exceed maximum engine temperature. 50 pound-inches (at instrument).

Be sure filter element is clean before installing. If 16-34. MANIFOLD PRESSURE/FUEL FLOW INDI-reading drops noticeably, install new filter element. CATOR.

16-31. ENGINE INDICATORS. 15-35. DESCRIPTION. The manifold pressure andfuel flow indicators are in one instrument case.

16-32. TACHOMETER. However, each instrument operates independently.The manifold pressure gage is a barometric instru-

16-33. DESCRIPTION. The tachometer is a mechan- ment which indicates absolute pressure in the intakeical indicator driven at half crankshaft speed by a manifold inches of mercury. The fuel flow indicatorflexible shaft. Most tachometer difficulities will be is a pressure instrument calibrated in gallons perfound in the drive-shaft. To function properly, the hour, indicating approximate gallons of fuel meteredshaft housing must be free of kinks, dents and sharp per hour to the engine. Pressure for operating thebends. There should be no bend on a radius shorter indicator is obtained through a hose from the fuelthan six inches and no bend within three inches of manifold valve. The fuel flow indicator is vented toeither terminal. If a tachometer is noisy or pointer atmospheric pressure with standard engines and tooscillates, check cable housing for kinks, sharp turbocharger outlet pressure on turbocharged en-bends and damage. Disconnect cable at tachometer gines.and pull it out of housing. Check cable for wornspots, breaks and kinks.

16-36. TROUBLE SHOOTING -- FUEL FLOW INDICATOR.


DOES NOT REGISTER. Pressure line clogged. Blow out line.

Pressure line broken. Repair or replace damaged line.

Fractured bellows or Replace instrument.damaged mechanism.

Clogged snubber orifice. Replace instrument.

Pointer loose on staff. Replace instrument.

POINTER FAILS TO RETURN Foreign matter in line. Blow out line.TO ZERO.

Clogged snubber orifice. Replace instrument.

Damaged bellows or Replace instrument.mechanism.

INCORRECT OR ERRATIC Damaged or dirty mechanism. Replace instrument.READING.

Pointer bent, rubbing on dial Replace instrument.or glass.

Leak or partial obstruction Blow out dirty line, repairin pressure or vent line. or tighten loose connections.

16-15

16-37. TROUBLE SHOOTING -- MANIFOLD PRESSURE INDICATOR.


EXCESSIVE ERROR AT EXIST- Pointer shifted. Replace instrument.ING BAROMETRIC PRESSURE.

Leak in vacuum bellows. Replace instrument.

Loose pointer. Replace instrument.

Leak in pressure line. Repair or replace damagedline, tighten connections.

Condensate or fuel in line. Blow out line.

JERKY MOVEMENT OF Excessive internal friction. Replace instrument.POINTER.

Rocker shaft screws tight. Replace instrument.

Link springs too tight. Replace instrument.

Dirty pivot bearings. Replace instrument.

Defective mechanism. Replace instrument.

Leak in pressure line. Repair or replace damagedline, tighten connections.

SLUGGISH OPERA TION OF Foreign matter in line. Blow out line.POINTER.

Damping needle dirty. Replace instrument.

Leak in pressure line. Repair or replace damaged line,tighten connections.

EXCESSIVE POINTER VIBRA- Tight rocker pivot bearings. Replace instrument.TION.

Excessive vibration. Tighten mounting screws.

IMPROPER CALIBRATION. Faulty mechanism. Replace instrument.

NO POINTER MOVEMENT. Faulty mechanism. Replace instrument.

Broken pressure line. Repair or replace damagedline.

16-16

16-38. CYLINDER HEAD TEMPERATURE GAGE. on the gage for calibration purposes.

16-39. DESCRIPTION. The temperature bulb regu- NOTElates electrical power through the cylinder head tem-perature gage. The gage and bulb require little or no A Cylinder Head Temperature Gage Calibra-maintenance other than cleaning, making sure lead is tion Unit, SK182-43 is available and may beproperly supported and all connections are clean, tight ordered through the Cessna Service Partsand properly insulated. A potentiometer is installed Center.

16-40. TROUBLE SHOOTING.


GAGE INOPERATIVE. No current to circuit. Repair electrical circuit.

Defective gage, bulb or Repair or replace defectivecircuit. items.

GAGE FLUCTUATES Loose or broken wire per- Repair or replace defectiveRAPIDLY. mitting alternate make and wire.

break of gage circuit.

GAGE READS TOO HIGH High voltage. Check "A" terminal.ON SCALE.

Gage off calibration. Recalibrate or replace gage.

GAGE READS TOO LOW Low voltage. Check voltage supply andON SCALE. "D" terminal.

Gage off calibration. Recalibrate or replace gage.

GAGE READS OFF SCALE Break in bulb. Replace bulb.AT HIGH END.

Break in bulb lead. Replace bulb.

Internal break in gage. Replace gage.

OBVIOUSLY INCORRECT Defective gage mechanism. Replace gage.READING.

Incorrect calibration. Recalibrate .

16-41. OIL PRESSURE GAGE. main oil gallery. The oil pressure line from the in-strument to the engine should be filled with kerosene,

16-42. DESCRIPTION. The Bourdon tube-type oil especially during cold weather operation, to attainpressure gage is a direct-reading instrument, opera- an immediate oil indication.ted by a pressure pickup line connected to the engine

16-17



GAGE DOES NOT REGISTER. Pressure line clogged. Check line for obstructions. Cleanline.

Pressure line broken. Check line for leaks and damage.Repair or replace damaged line.

Fractured Bourdon tube. Replace instrument.

Gage pointer loose on staff. Replace instrument.

Damaged gage movement. Replace instrument.

GAGE POINTER FAILS Foreign matter in line. Check line for obstructions.TO RETURN TO ZERO. Clean line.

Foreign matter in Bourdon Replace instrument.tube.

Bourdon tube stretched. Replace instrument.

GAGE DOES NOT REGISTER Faulty mechanism. Replace instrument.PROPERLY.

GAGE HAS ERRATIC Worn or bent movement. Replace instrument.OPERATION.

Foreign matter in Bourdon Replace instrument.tube.

Dirty or corroded movement. Replace instrument.

Pointer bent and rubbing on Replace instrument.dial, dial screw or glass.

Leak in pressure line. Check line for leaks and dam-age. Repair or replacedamaged line.

16-44. OIL TEMPERATURE GAGE. operated variable-resistance transmitter in eachfuel tank. The full position of float produces a mini-

16-45. DESCRIPTION. The oil temperature gage is mum resistance through transmitter, permittinga Bourdon-type pressure instrument connected by maximum current flow through the fuel quantity indi-armored capillary tubing to a temperature bulb in the cator and maximum pointer deflection. As fuel levelengine. The temperature bulb, capillary tube and is lowered, resistance in transmitter is increased,gage are filled with fluid and sealed. Expansion and producing a decreased current flow through fuel quan-contraction of fluid in the bulb with temperature tity indicator and a smaller pointer deflection. Be-changes operates gage. Checking capillary tube for ginning with Serial U206-01573, a heat sink assemblydamage and fittings for security is the only mainte- (Voltage Regulator) is incorporated into the fuel quan-nance required. Since the tube's inside diameter tity indicating system of aircraft equipped with a 24-

is small, small dents and kinks which would be quite volt system. The unit is mounted on top of the gloveacceptable in larger tubing ma y partially or completly box thru U20602199 and is located under the gloveclose off capillary, making gage inoperative. box beginning with U20602200. The unit converts 28-

volt current flow from the bus to a 14-volt current16-46. FUEL QUANTITY INDICATING SYSTEM. flow to the fuel quantity indicators and transmitters.

Refer to the 24-volt part of Section 20 in this Service16-47. DESCRIPTION. The magnetic type fuel quan- Manual for a schematic wiring diagram of the Heattity indicators are used in conjunction with a float- Sink Assembly.

16-18 Change 1



FAILURE TO INDICATE. No power to indicator or trans- Check fuse and inspect for openmitter. (Pointer stays below E.) circuit. Replace fuse, repair

or replace defective wire.

Grounded wire. (Pointer stays Check for partial ground betweenabove F.) transmitter and gage. Repair or

replace defective wire.

Low voltage. Check voltage at indicator.Correct voltage.

Defective indicator. Substitute known-good indicator.Replace indicator.

OFF CALIBRATION. Defective indicator. Substitute known-good indicator.Replace indicator.

Defective transmitter. Substitute known-good transmitter.Recalibrate or replace.

Low or high voltage. Check voltage at indicator.Correct voltage.

STICKY OR SLUGGISH Defective indicator. Substitute known-good indicator.INDICATOR OPERATION. Replace indicator.

Low voltage. Check voltage at indicator.Correct voltag

ERRATIC READINGS. Loose or broken wiring on Inspect circuit wiring.indicator or transmitter. Repair or replace defective wire.

Defective indicator or trans- Substitute known-good component.mitter. Replace indicator or transmitter.

Defective master switch. Replace switch.

16-49. TRANSMITTER CALIBRATION. Chances of arm to rest against lower float arm stop and readtransmitter calibration changing in normal service indicator. The pointer should be on E (empty) posi-is remote, however, it is possible that float arm or tion. If not, adjust lower stop so pointer indicatorfloat arm stops may become bent if transmitter is is on E (empty). Raise float until arm is againstremoved from cell. Transmitter calibration is ob- upper stop and adjust stop to permit indicator point-tained by adjusting float travel. Float travel is er to be on F (full). Install transmitter in accordancelimited by float arm stops. with Paragraph 16-49A and Section 13.

16-49A, REMOVAL AND INSTALLATION FUELQUANTITY TRANSMITTERS. (Refer to Section 13,

Use extreme caution while working with electri- figure 13-5.) Observe precautions of Section 13-3cal components of fuel system. The possi- when working with fuel components.bility of electrical sparks around an "emptyn a. Drain fuel from cell.fuel cell creates a hazardous situation. b. Remove wing root fairing.

c. Disconnect electrical lead and ground strap fromBefore installing transmitter, attach electrical wires transmitter,and place master switch in "ON" position. Allow float d. Remove screws through transmitter and wing

root rib, and remove transmitter.

Change 1 16-18A/16-18B(blank)

HEAT SINK ASSEMBLY

GLOVE BOX COVER

Figure 16-6. Heat Sink Assembly (Voltage Regulator) Installation

e. Install transmitter by reversing preceding steps. b. Disconnect 3 wires from heat sink assembly andNo gasket paste should be used. tag for identification.

f. Fill fuel cell. Check for leaks and correct fuel c. Remove nuts, screws and washers attaching unitquantity indication. to glove box and remove the unit.

d. Reverse preceding steps to install the heat sinkNOTE unit.

Be sure grounding is secure and in accordance 16-50. HOURMETER.with figure 13-5.

16-51. DESCRIPTION. The hourmeter is electri-cally operated instrument, actuated by a pressure

16-49B. REMOVAL AND INSTALLATION HEAT switch in the oil pressure gage line. ElectricalSINK. (Refer to figure 16-6.) power is supplied through a one-amp fuse from the

a. Turn off master switch or disconnect battery electrical clock circuit, and therefore will operateleads. independent of master switch.

SHOP NOTES:

Change 1 16-19

16-52. ECONOMY MIXTURE INDICATOR. desirable fuel-air mixture for cruising flight atless than 75°/o power. Exhaust gas temperature (EGT)

16-53. DESCRIPTION. The economy mixture indi- varies with ratio of fuel-to-air mixture enteringcator is an exhaust gas temperature (EGT) sensing engine cylinders. Refer to Owner's Manual fordevice which is used to aid pilot in selecting most operating procedure of system.



GAGE INOPERATIVE. Defective gage, probe or Repair or replace defectivecircuit. part.

INCORRECT READING. Indicator needs calibrating. Calibrate indicator in accordancewith paragraph 15-56.

FLUCTUATING READING. Loose, frayed or broken Tighten connections and re-lead, permitting alternate pair or replace defectivemake and break of circuit. leads.

16-55. CALIBRATION. A potentiometer adjustment 16-57. MAGNETIC COMPASS.screw is provided behind the plastic cap at the backof the instrument for calibration. This adjustment 16-58. DESCRIPTION. The magnetic compass isscrew is used to position the pointer over the refer- liquid-filled, with expansion provisions to compen-ence increment line (4/5 of scale) at peak EGT. Es- sate for temperature changes. It is equipped withtablish 659'epower in level flight, then carefully lean compensating magnets adjustable from the front ofthe mixture to peak EGT. After the pointer has peaked, the case. The compass is internally lighted, con-using the adjustment screw, position pointer over the trolled by the panel lights rheostat. No maintenancereference increment line (4/5 of scale). is required on the compass except an occasional

check on a compass rose and replacement of the lamp.NOTE The compass mount is attached by three screws to a

base plate which is bonded to the windshield withThis setting will provide relative tempera- methylene chloride. A tube containing the compassture indications for normal cruise power light wires is attached to the metal strip at the top ofsettings within range of the instrument. the windshield. Removal of the compass is accom-

plished by removing the screw at the forward end ofTurning the screw clockwise increases the meter the compass mount, unfastening the metal strip at thereading and counterclockwise decreases the meter top of the windshield and cutting the two wire splices.reading. There is a stop in each direction and dam- Removal of the compass mount is accomplished byage can occur if too much torque is applied against removing the outside air temperature probe and re-stops. Approximately 600°F total adjustment is pro- moving the three screws attaching mount to the basevided. The adjustable yellow pointer on the face of plate. Access to the inner screw is gained through athe instrument is a reference pointer only. hole in the bottom of mount, through which a thin

screwdriver may be inserted. When installing the16-56. REMOVAL AND INSTALLATION. Removal compass, it will be necessary to splice the compassof the indicator is accomplished by removing the light wires.mounting screws and disconnecting the leads. Tagleads to facilitate installation. The thermocouple 16-59. STALL WARNING HORN AND TRANSMITTER.probe is secured to the exhaust stack with a clamp.When installing probe, tighten clamp to 45 pound- 16-60. DESCRIPTION. The stall warning horn isinches and safety as required. mounted on the glove box. It is electrically operated

16-20 Change 1

and controlled by a stall warning transmitter mount- 16-62. DESCRIPTION. The turn-and-slip indicatored on leading edge of left wing. For further infor- is operated by the aircraft electrical system andmation on warning horn and transmitter, refer to operates ONLY when the master switch is on. ItsSection 17. circuit is protected by an automatically-resetting

circuit breaker.16-61. TURN-AND-SLIP INDICATOR.



INDICATOR POINTER FAILS TO Automatic resetting circuit Check circuit breaker.RESPOND. breaker defective. Replace circuit breaker.

Master switch "OFF" or Check switch "ON." Replaceswitch defective. defective switch.

Broken or grounded lead to Check circuit wiring. Repairindicator. or replace defective wiring.

Indicator not grounded. Check ground wire. Repairor replace defective wire.

Defective mechanism. Replace instrument.

HAND SLUGGISH IN Defective mechanism. Replace instrument.RETURNING TO ZERO.


POINTER DOES NOT INDICATE Defective mechanism. Replace instrument.PROPER TURN.

HAND DOES NOT SIT Gimbal and rotor out of balance. Replace instrument.ON ZERO.

Hand incorrectly sits on rod. Replace instrument.

Sensitivity spring adjustment Replace instrument.pulls hand off zero.

IN COLD TEMPERATURES, Oil in indicator becomes too Replace instrument.HAND FAILS TO RESPOND thick.OR IS SLUGGISH.

Insufficient bearing end play. Replace instrument.


NOISY GYRO. High voltage. Check voltage at indicator.Correct voltage.

Loose or defective rotor Replace instrument.bearings.

16-21

16-64. TURN COORDINATOR. motion roll and yaw axes which is projected on asingle indicator. The gyro is a non-tumbling type re-

16-65. DESCRIPTION. The turn coordinator is an quiring no caging mechanism and incorporates anelectrically operated, gyroscopic, roll-rate turn a.c. brushless spin motor with a solid state inver-indicator. Its gyro simultaneously senses rate of ter.



INDICATOR DOES NOT Friction caused by contamination Replace instrument.RETURN TO CENTER. in the indicator damping.

Friction in gimbal assembly. Replace instrument.

DOES NOT INDICATE A Low voltage. Measure voltage at instrument.STANDARD RATE TURN Correct voltage.(TOO SLOW).

Inverter frequency changed. Replace instrument.

NOISY MOTOR. Faulty bearings. Replace instrument.

ROTOR DOES NOT START. Faulty electrical connection. Check continuity and voltage.Correct voltage or replacefaulty wire.

Inverter malfunctioning. Replace instrument.

Motor shorted. Replace instrument.

Bearings frozen. Replace instrument.

IN COLD TEMPERATURES, Oil in indicator becomes Replace instrument.HAND FAILS TO RESPOND too thick.OR IS SLUGGISH.

Insufficient bearing end play. Replace instrument .

Low voltage. Check voltage at instrument.Correct voltage.

NOISY GYRO. High voltage. Check voltage to instrument.Correct voltage.

Loose or defective rotor Replace instrument.bearings.

16-22

1 23

4 51 sh Id

12

4

ass Card8. Compass9. Mount

10. Lockwasher11. Washer12. Electrical Lead

6 y13. Metal Strip

BEGINNING MTH1973 THRU 1972 1

4 1

Detail 12

Figure 16-7. Magnetic Compass Installation

16-67. ELECTRIC CLOCK. Manual override of the system may be accomplishedwithout damage to the aircraft or system. The

16-68. DESCRIPTION. The electric clock is con- ON-OFF valve (11) controls vacuum supply to distri-nected to the battery through a one-ampere fuse butor valve, but does not affect electrically operatedmounted adjacent to the battery box. The electrical turn coordinator gyro. Installation of wing levelercircuit is separate from the aircraft electrical sys- does not change vacuum relief valve settings. Refertem and will operate when the master switch is OFF. to appropriate publication issued by manufacturer for

trouble shooting procedures.16-69. WING LEVELER. (Refer to figure 16-8).THRU AIRCRAFT SERIAL U20602199. 16-71. RIGGING.

a. Remove access plates as necessary to expose16-70. DESCRIPTION. The wing leveler control components.system, consisting of a turn coordinator (9), pneuma- b. Check distance between clamp (7) and swagedtic servos (3), connecting cables (4) and hose (1 and ball (8). Adjust to 10.94 inches and tighten clamp2) may be installed. The turn coordinator gyro sen- on cable.ses changes in roll attitude, then electrically meters c. Position aileron in full UP position.vacuum power from engine-driven vacuum pump to d. Adjust turnbuckle (5) until servo seal is fullycylinder-piston servos, operating ailerons for lat- extended but not stretched. Spring (6) should noweral stability. Manual control of system is afforded have cable (4) and clamp (7) pulled away from itsby the roll trim knob (10). Roll trim should not be normal angle approximately one inch.used to correct faulty rigging or "wing heaviness".

Change 1 16-23

NOTE

Restrictor valve (16), inverter (14)and turn coordinator (9) must be re-placed as a matched set.

1 * For field adjustment of.

::, restrictor valve item (16)-. refer to Brittian Level-

---.

... Matic Operation and -/ j...Service manual. .3:r'

A

1 14 15 16 10 45

611 Detail B

1. Right Aileron Vacuum Hose2. Left Aileron Vacuum Hose

/ 3. Servo4. Servo Cable5. Turnbuckle

13 6. Spring7. Clamp8. Swaged Ball9. Turn Coordinator

10. Roll Trim Knob11. ON-OFF Control12. Filter

12 2 13. Relief Valve HoseTHRU AIRCRAFT 14. Inverter

Detail SERIAL U20602199 15. Gyro Hose16. Restrictor Valve

Figure 16-8. Wing Leveler Control System

16-24 Change 1

SECTION 17

ELECTRICAL SYSTEMS

TABLE OF CONTENTS PageTransistorized Voltage Regulator

ELECTRICAL SYSTEMS . . . . . . . . . .

17-2 24 Volt . . . . . . . . . . .17-19

General................17-2 Description .........17-19

Electrical Power Supply System . . . . .

17-2 Adjustment . . . . . . . . .17-19

Description . . . . . . . . . . . .

17-2 Trouble Shooting . . . . . . .17-19

Split Bus Bar . . . . . . . . . . .

17-2 Removal and Installation (12 Volt) 17-19Description . . . . . . . . . . .

17-2 Removal and Installation (24 Volt) 17-19Split Bus Power Relay . . . . . . .

17-2 Over-Voltage Warning CircuitDescription ...........17-2 24Volt

...........

17-21Master Switch . . . . . . . . . . .

17-3 Description . . . . . . . . .17-21

Description ...........17-3 Adjustment .........17-21

Ammeter . . . . . . . . . . . . .17-3 Removal and Installation . . .

17-21Description . . . . . . . . . . .

17-3 Over-Voltage Sensor and WarningBattery Power System . . . . . . . . .

17-3 Light-12 Volt (Beginning 1972Battery..............17-3 Models ...........

17-21Description ...........17-3 Description .........

17-21Trouble Shooting . . . . . . . . .

17-3 Rigging Throttle Operated Micro-Removal and Installation (12 Volt). .

17-4 Switch . . . . . . . . . . . . .17-21

Removal and Installation (24 Volt). .17-4 Auxiliary Electric Fuel Pump Flow

Cleaning the Battery . . . . . .17-10 Rate Adjustment . . . . . . . .

17-21Adding Electrolyte or Water Aircraft Lighting System . . . . . . .

17-22

to the Battery . . . . . . . .

17-10 Description . . . . . . . . . . .

17-22

Testing the Battery . . . . . . .17-10 Trouble Shooting . . . . . . . . .

17-27Charging the Battery . . . . . .

17-10 Landing and Taxi Lights . . . . . .17-27

Battery Box . . . . . . . . . . .17-10 Description . . . . . . . . . .

17-27Description . . . . . . . . . .

17-10 Removal and InstallationRemoval and Installation of thru 1971 Models

. . . . . . .17-27

12 Volt Battery Box . . . . .17-11 Removal and Installation

Removal and Installation of Beginning with 1972 Models . .17-27

24 Volt Battery Box . . . . .17-11 Navigation Lights . . . . . . . . .

17-27Maintenance of Battery Box . . .

17-11 Description 17-27Battery Contactor . . . . . . . .

17-11 Removal and Installation . . . .17-27

Description . . . . . . . . . .17-11 Anti-Collision Strobe Lights . . . .

17-27Removal and Installation 17-11 Description . . . . . . . . . .

17-27Battery Contactor Closing Operational Requirements . . . .

17-27Circuit . . . . . . . . . . . .


Description . . . . . . . . . .17-11 Flashing Beacon Light . . . . . .

17-28Ground Service Receptacle . . . .

17-12 Description . . . . . . . . . .17-28

Description . . . . . . . . . .


Trouble Shooting . . . . . . . .17-12 Instrument Lighting . . . . . . . .

17-30Removal and Installation . . . .

17-13 Description . . . . . . . . . .

17-30Alternator Power System . . . . .

17-13 Removal and Installation . . . .

17-30Description . . . . . . . . . .

17-13 Removal and Installation ofAlternator . . . . . . . . . .

17-13 Transistorized Light Dimming .

17-30Description . . . . . . . . .

17-13 Electroluminescent Panel Lighting .17-30

Alternator Reverse Voltage Description . . . . . . . . . .

17-30Damage . . . . . . . . . .

17-13 Pedestal Lights . . . . . . . . .17-35

Trouble Shooting . . . . . . . .17-15 Description . . . . . . . . . .


17-18 Removal and Installation . . . .

17-35Alternator Field Circuit Instrument Post Lighting . . . . .

17-35Protection . . . . . . . . . .

17-18 Description . . . . . . . . . .17-35

Alternator Voltage Regulator-12 Removal and Installation . . . .17-38

Volt ............17-18 CourtesyLights .........

17-38Description . . . . . . . . .

17-18 Description . . . . . . . . . .17-38

Change 3 17-1

Removal and Installation. . . .


Interior Lighting . . . . . . . . .17-38 Cigar Lighter . . . . . . . . . .


17-38 Description . . . . . . . . . .17-44

Control Wheel Map Lighting . . . .17-38 Removal and Installation . . . .

17-44Description . . . . . . . . . .

17-38 SkydivingKit. . . . . . . . . . .17-45

Removal and Installation Description . . . . . . . . . .17-45

Thru U206-1444. . . . . . .


Removal and Installation Emergency Locator Transmitter . .17-46

U20601445 thru U20601700 . . .17-38 Description . . . . . . . . . .

17-46Removal and Installation Operation . . . . . . . . . . .

17-46U20601701 thru U20601757 . . .

17-38 Checkout Interval. . . . . . . .17-46

Removal and Installation Removal and Installation ofBeginning with U20601758 Transmitter . . . . . . . . .

17-48and All Service Parts Beginning Removal and Installation ofwith U20601701 . . . . . . .

17-40 Antenna . . . . . . . . . . .17-48

Compass and Radio Dial Lights. . .17-40 Removal and Installation of Magne-

Description . . . . . . . . . .17-40 sium Six Cell Battery Pack . .

17-48Electric Clock . . . . . . . . . .

17-43 Removal and Installation of LithiumDescription . . . . . . . . . .

17-43 Four Cell Battery Pack . . . .17-48

Stall Warning System . . . . . . .17-43 Trouble Shooting . . . . . . . .

17-49Description . . . . . . . . . .

17-43 Electrical Load Analysis Chart . .17-51

Pitot and Stall Warning Heaters . .

17-44Description . . . . . . . . . .

17-44

17-1. ELECTRICAL SYSTEMS. 17-5. SPLIT BUS BAR.

17-2. GENERAL. This section contains service in- 17-6. DESCRIPTION. Electrical power is suppliedformation necessary to maintain the Aircraft Electri- through a split bus bar. One side of the bus bar sup-cal Power Supply System, Battery and External Power plies power to the electrical equipment while the otherSupply System, Alternator Power System, Aircraft side supplies the electronic installations. When theLighting System, Pitot Heater, Stall Warning, Cigar master switch is closed the battery contactor engagesLighter and Electrical Load Analysis. and battery power is supplied to the electrical side of

the split bus bar. The electrical bus feeds battery17-3. ELECTRICAL POWER SUPPLY SYSTEM- power to the electronics bus through a normally-

closed relay; this relay opens when the starter switch17-4. DESCRIPTION. Electrical energy for the air- is engaged or when an external power source is used,craft is supplied by a 14-volt or optional 24-volt, preventing transient voltages from damaging the semi-direct-current, single wire, negative ground electri- conductor circuitry in the electronic installations.cal system. A single 33 Amp-Hour 12-volt battery (Refer to figure 17-1.)or optional 17 Amp-Hour, 24-volt battery suppliespower for starting and furnishes a reserve source of 17-7. SPLIT BUS POWER RELAY.power in the event of alternator failure. An engine-driven alternator is the normal source of power dur- 17-8. DESCRIPTION. A power relay is installeding flight and maintains a battery charge controlled behind the instrument panel on all aircraft utilizingby a voltage regulator. An external power source a split bus bar. The relay is a normally-closedreceptacle is offered as optional equipment to supple- type, opening when external power is connected orment the battery alternator system for starting and when the starter is engaged, thus removing batteryground operation. power from the electronic side of the split bus bar

and preventing transient voltages from damaging theelectronic installations. (Refer to figure 17-1.)

17-2 Change 3

17-9. MASTER SWITCH. between the battery and the aircraft bus. The meterindicates the amount of current flowing either to or

17-10. DESCRIPTION. On models prior to 1970, from the battery. With a low battery and the enginethe operation of the battery and alternator system is operating at cruise speed the ammeter will show thecontrolled by a single master switch. The switch is full alternator output when all electrical equipment isa rocker type with double-pole, single-throw con- off. When the battery is fully charged and cruisetacts. The switch, when operated, connects the bat- RPM is maintained with all electrical equipment off,tery contactor coil to ground and the alternator field the ammeter will show a minimum charging rate.circuit to the battery, activating the power systems.On 1970 models and on, a new master switch is uti- 17-13. BATTERY POWER SYSTEM.lized. This switch is an interlocking split rockerwith the battery mode on the right hand side and the 17-14. BATTERY.alternator mode on the left hand side. This arrange-ment allows the battery to be on the line without the 17-15. DESCRIPTION. On 14-volt systems, thealternator, however, operation of the alternator battery is 12-volts and is approximately 33 ampere-without the battery on the line is not possible. The hour capacity. On all 14-volt aircraft the battery isswitch is labeled "BAT" and "ALT" below the switch mounted on the forward, left side of the firewall.and is located on the left hand side of the switch panel.

On the 1971 & on optional 28-volt systems, the bat-17-11. AMMETER. tery is 24-volts and is approximately 17 ampere-

hour capacity. On 28-volt aircraft thru 1973 models17-12. DESCRIPTION. The ammeter is connected the battery is mounted below the engine in the nose

wheel tunnel. Beginning with 1974 models the batteryis mounted on the left hand side of the firewall.



BATTERY WILL NOT SUPPLY Battery discharged. 1. Measure voltage at "BAT"POWER TO BUS OR IS INCAP- terminal of battery contactorABLE OF CRANKING ENGINE with master switch and a suit-

able load such as a taxi lightturned on. Normal battery willindicate 11. 5 volts or more ona 14 volt system or 23 volts ormore on a 28 volt system. Ifvoltage is low proceed to step2. If voltage is normal, pro-ceed to step 3.

Battery faulty. 2. Check fluid level in cellsand charge 12-volt battery at14 volts or 24-volt battery at28 volts for approximately 30minutes or until battery voltagerises to 14 volts on 12-volt bat-tery or 28 volts on 24-volt bat-tery. If tester indicates a goodbattery, the malfunction may beassumed to be a discharged bat-tery. If the tester indicates afaulty battery, replace thebattery.

Faulty contactor or wiring. 3. Measure voltage at masterbetween contactor and master switch terminal (smallest) onswitch. contactor with master switch

closed. Normal indication iszero volts. If voltage readszero, proceed to step 4. If avoltage reading is obtained,check wiring between contactorand master switch. Also checkmaster switch.

Change 1 17-3

17-16. TROUBLE SHOOTING. (Cont.)


BATTERY WILL NOT SUPPLY Open coil on contactor. 4. Check continuity betweenPOWER TO BUS OR IS INCAP- "BAT" terminal and masterABLE OF CRANKING ENGINE switch terminal of contactor.(Cont.) Normal indication on 14 volt

aircraft is 16-24 ohms. Nor-mal indication on 28 volt air-craft is 50-70 ohms. If ohm-meter indicates an open coil,replace contactor. If ohm-meter indicates a good coil,proceed to step 5.

Faulty contactor contacts. 5. Check voltage on "BUS"side of contactor with masterswitch closed. Meter nor-mally indicates battery voltage.If voltage is zero or intermit-tent, replace contactor. Ifvoltage is normal, proceed tostep 6.

Faulty wiring between con- 6. Inspect wiring between con-tactor and bus. tactor and bus. Repair or

replace wiring.

17-17. REMOVAL AND INSTALLATION OF 12 VOLT thus causing damage to the battery and bat-BATTERY. (Refer to figure 17-2.) tery box support assembly.

a. To gain access to the battery, remove the upperleft half of cowling. e. Remove the upper engine cowling half to gain

b. Remove the battery box lid and disconnect the access to the nuts, washers and bolts securing thebattery ground cable. battery support assembly and ground strap to the

tunnel walls.f. Remove the nut securing the ground strap to the

right side of the tunnel wall and push the bolt thruAlways remove the ground cable first and con- the tunnel hole to ensure the ground strap is free fornect it last to prevent accidentally shorting the removal.battery to the airframe with tools. g. Remove three nuts and washers from each side of

the tunnel which secure the battery support assembly.c. Disconnect the positive cable from the battery h. Inside the tunnel, remove the three bolts from

and remove the battery from aircraft. each side of the tunnel which secure the battery sup-d. To install a battery, reverse this procedure. port assembly to the tunnel walls.

j. To reinstall the battery, reverse this procedure.17-18. REMOVAL AND INSTALLATION OF 24 VOLTBATTERY. (Refer to figure 17-2.) 17-18A. REMOVAL AND INSTALLATION. (28 VOLT

a. Turn Master Switch to OFF position. BEGINNING WITH 1974 MODELS.) (Refer to figureb. Remove lower cowling access plate from tunnel 17-2.)

located under the engine. a. To gain access to the battery, remove the upperc. Remove drain tube from battery box assembly. left half of the engine cowling.d. Remove quick disconnect cable assembly from b. Remove the battery box lid and disconnect the

battery box by loosening knob on the cable assembly. battery ground cable.

icAulL M icaulL MPlace a stand under the battery box and sup- Always remove the ground cable first and con-port assembly before removing the nuts, nect it last to prevent accidentally shortingwashers and bolts securing the battery sup- the battery to the airframe with tools.port assembly to the tunnel. When thesenuts, washers and bolts are removed, the c. Disconnect the positive cable from the batterycomplete battery and battery box support and remove the battery from the aircraft.assembly will fall free from the aircraft, d. To install the battery, reverse this procedure.

17-4 Change 1

3 42 3

1 6

1. Split Bus Power Relay2. Washer3. Screw4. Radio Light Rheostat5. Bracket - Relay Mounting6. Nut7. Tandem Rheostat Assembly8. Bracket - Rheostat Mounting9. Diode Assembly Board

10. Spacer

610

6 9 8

987654 13 21

20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL

11. Master Switch 26. Cabin Light Circuit Breaker12. Fuel Pump Switch 27. Flap Circuit Breaker13. Magneto Switch 28. Fuel Pump Circuit Breaker14. Console Light Switch (Opt) 29. Beacon Light Circuit Breaker15. Oil Dilution Switch (Opt) 30. Electronics Bus Bar16. Pitot Heat Switch (Opt) 31. Radio #4 Circuit Breaker (Opt)17. Navigation Light Switch 32. Radio #3 Circuit Breaker (Opt)18. Flashing Beacon Light Switch 33. Radio #2 Circuit Breaker (Opt)19. Landing Light Switch 34. Radio #1 Circuit Breaker (Opt)20. Generator Circuit Breaker 35. Auto Pilot Circuit Breaker (Opt)21. Landing Light Circuit Breaker 36. Audio Amp Circuit Breaker (Opt)22. Primary Bus Bar 37. Automatic Circuit Breaker, Gen.23. Navigation Lights Circuit Breaker Field24. Pitot Heat Circuit Breaker (Opt) 38. Automatic Circuit Breaker, Turn25. Instrument Light Circuit Breaker Coordinator and Stall Horn

THRU 1969 MODELS ONLY

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 1 of 3) A

Change 1 17-5

1. Screw 12. Washer 23. Bracket - Relay Mounting 14. Set Screw 35. Instrument Light Control 56. Engine - Radio Light Control 47. Lower Panel Light Control g8. Rheostat 79. Spacer

10. Diode Assembly Board .-

SNulitBus Power Relay

12

* NOTE

1

10

42 ‡

Beginning with aircraft serialsP20600635 and U20601493. 11

Detail

21 20 9 8 7 8 15 4

22 23 24 25 28 27 28 29 30 31 32 33 34 35 38 37 38 39 40 41 23

VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL

13. Master Switch 28. Cabin Light Circuit Breaker14. Fuel Pump Switch 29. Flap Circuit Breaker15. Magneto Switch 30. Fuel Pump Circuit Breaker16. Console Light Switch (Opt) 31. Flashing Beacon Light Circuit Breaker (Opt)17. Oil Dilution Switch (Opt) 32. Electronics Bus Bar18. Pitot Heat Switch (Opt) 33. Radio #4 Circuit Breaker (Opt)19. Navigation Light Switch 34. Radio #3 Circuit Breaker (Opt)20. Flashing Beacon Light Switch (Opt) 35. Radio #2 Circuit Breaker (Opt)21. Landing Light Switch 36. Radio #1 Circuit Breaker (Opt)22. Alternator Circuit Breaker 37. Auto Pilot Circuit Breaker (Opt)23. Primary Bus Bar 38. Audio Amp Circuit Breaker (Opt)24. Landing Light Circuit Breaker 39. Alt - Reg Circuit Breaker (Opt)25. Navigation Lights Circuit Breaker 40. Turn Coordinator Circuit Breaker (Opt)26. Pitot Heat Circuit Breaker (Opt) 41. Stall Warning Circuit Breaker (Opt)27. Instrument Light Circuit Breaker 42. Resistor

1970 MODELS THRU 1973

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 2 of 3)

17-6 Change 1

1 12O

O BEGINNING WITH U20603020 e i

A THRU U20602724 ON '.

24 VOLT AIRCRAFT

1. Bolt 5 g2. Washer3. Split Bus Relay4. Rheostat 45. Nut

'6. Set Screw7. Instrument Light Control 38. Engine-Radio Light Control 1 49. Lower Panel (EL Panel) Light Control

10. Resistor

10

Detail

12

3 14 15 16 7 18 19 20 21 2

11

43 23 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL (TYPICAL INSTALLATION)

11. Jumper Wire 28. Audio Amp Circuit Breaker12. Diode 29. Autopilot Circuit Breaker13. Landing Light Switch 30. Radio #1 Circuit Breaker14. Taxi Light Switch 31. Radio #2 Circuit Breaker15. Strobe Light Switch 32. Electronics Bus Bar16. Flashing Beacon Light Switch 33. Radio #3 Circuit Breaker17. Navigation Light Switch 34. Radio #4 Circuit Breaker18. Pitot Heat Switch 35. Flashing Beacon Circuit Breaker19. Post Light and Flood Light Switch 36. Fuel Pump Circuit Breaker20. Magneto Switch 37. Flap Circuit Breaker21. Fuel Pump Switch 38. Cabin Light Circuit Breaker22. Master Switch 39. Instrument Light Circuit Breaker23. Primary Bus Bar 40. Pitot Heat Circuit Breaker24. Strobe Light Circuit Breaker 41. Naviagtion Light Circuit Breaker25. Stall Warning Circuit Breaker 42. Landing Light Circuit Breaker26. Turn Coordinator Circuit Breaker 43. Alternator Circuit Breaker27. Alt-Reg Circuit Breaker 44. Spacer

BEGINNING WITH 1974 MODELS

Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 3 of 3)

Change 3 17-6A

11

10

1

13

1214 2 1

12-VOLT SYSTEMS ONLY

1. Nut 6. Bolt 12. Power Cable2. Lockwasher 7. Ground Cable 13. Clock Wire3. Gnd Ser Recpt Cable 8. Fuse 14. Diode Wire4. Starter Contactor Cable 9. Cap-Fuse 15. Battery Solenoid5. Washer 10. Battery Box 16. Master Switch Wire

11. Fasteners

Figure 17-2. Battery Installation (Sheet 1 of 3)

17-6B Change 1

24-VOLT INSTALLATION9

10

15

14

Detail13

12

THRU 1973 MODELS

1. Battery Box 6. Bolt 12. Cable - Ground2. Drain Hose 7. Contactor Assembly 13. Bolt3. Screw 8. Cover - Terminal 14. Diode Assembly4. Shield 9. Cable - Negative Terminal 15. Cable Assembly5. Nut 10. Cable - Positive Terminal 16. Grommet

11. Battery


Change 1 17-7

18 6

1311

15

16

o ,

1

1514

1016

1517

1. Support Assembly2. Bolt3. Washer4. Nut 45. Strap Assembly6. Strap Assembly7. Placard8. Lid - Battery Box 2Ž9. Battery Box

10 Adapter Assembly 24-VOLTINSTALLATION ---21

11. Screw12. Screw13. Spacer

aacheerr 23

16. Nut17. Nut18. Cable Assembly - Positive19. Cable Assembly - Negative20. Bolt21. Hose - Drain22. Clamp THRU 1973 MODELS23. Grommet


17-8 Change 1

24-VOLT INSTALLATION S: i

A

4 10

Detail A5

Detail A(Cover Removed)


1. Battery Box 5. Bolt 9. Cable Assembly-Negative2. Grommet 6. Diode 10. Battery3. Clip 7. Contactor 11. Cable Assembly-Positive4. Firewall 8. Fuse 12. Hose Drain


Change 1 17-9

17-19. CLEANING THE BATTERY. For maximum BATTERY HYDROMETER READINGSefficiency, the battery and connections should be keptclean at all times. 1. 280 Specific Gravity 100% Charged

a. Remove the battery in accordance with preceding 1.250 Specific Gravity 75% Chargedparagraph. 1.220 Specific Gravity 50% Charged

b. Tighten battery cell filler caps to prevent the 1. 190 Specific Gravity 25% Chargedcleaning solution from entering the cells. 1.160 Specific Gravity Practivally Dead

c. Wipe battery cable ends, battery terminals andentire surface of the battery with a clean cloth mois- NOTEtened with a solution of bicarbonate of soda (bakingsoda) and water. All readings shown are for an electrolyte

d. Rinse with clear water, wipe off excess water temperature of 80° Fahrenheit. For higherand allow battery to dry, temperatures the readings will be slightly

e. Brighten up cable ends and battery terminals loWer. For cooler temperatures the read-with emery cloth or a wire brush. ings will be slightly higher. Some hydrome-

f. Install the battery according to the preceding ters have a built-in temperature compensa-paragraph, tion chart and a thermometer. If this type

g. Coat the battery terminals and the cable ends tester is used, disregard this chart.with petroleum jelly.

17-20. ADDING ELECTROLYTE OR WATER TOTHE BATTERY. A battery being charged and dis- If a specific gravity reading indicates that the batterycharged with use will decompose the water from the is not fully charged, the battery should be charged onelectrolyte by electrolysis. When the water is de- 12-volt systems at 14-volts, or on 24-volt systems atcomposed, hydrogen and oxygen gases are formed 28-volts for approximately 30 minutes, or until bat-which escape into the atmosphere through the battery tery voltage rises to 14-volts on 12-volt systems orvent system. The acid in the solution chemically 28-volts on 24-volt systems. After charging, a loadcombines with the plates of the battery during dis- tester will give more meaningful results. A specialcharge or is suspended in the electrolyte solution gravity check can be used after charging but the checkduring charge. Unless the electrolyte has been spill- cannot spot cells which short under load, broken con-ed from a battery, acid should not be added to the nectors between plates of a cell, etc.solution. The water will decompose into gases andshould be replaced regularly. Add distilled water as 17-22. CHARGING THE BATTERY. When the bat-necessary to maintain the electrolyte level even with tery is to be charged, the level of electrolyte shouldthe horizontal baffle plate inside the battery. When be checked and adjusted by adding distilled water to"dry charged" batteries are put into service, fill as cover the tops of the internal battery plates. The bat-directed with electrolyte. However, as the electro- tery cables and connections should be clean.lyte level falls below normal with use add only dis-tilled water to maintain the proper level. The bat- WARNINGtery electrolyte contains approximately 25c/osulphu-ric acid by volume. Any change in this volume will When a battery is charging, hydrogen and oxy-hamper the proper operation of the battery. gen gases are generated. Accumulation of

these gases can create a hazardous explosivecondition. Always keep sparks and open flameaway from the battery. Allow unrestricted ven-

Do not add any type of "battery rejuvenator" tilation of the battery area during charging.to the electrolyte. When acid has beenspilled from a battery, the acid balance may The main points of consideration during a batterybe adjusted by following instructions pub- charge are excessive battery temperature and violentlished by the Association of American Battery gassing. Under a reasonable rate of charge, the bat-

Manufacturers. tery temperature should not rise over 125°F norshould gassing be so violent that acid is blown from

17-21. TESTING THE BATTERY. The specific grav- the vents.ity check method of testing the battery is preferredwhen the condition of the battery is in a questionable 17-23. BATTERY BOX.state-of-charge. However, when the aircraft hasbeen operated for a period of time with an alternator 17-24. DESCRIPTION. On 12-volt aircraft, theoutput voltage which is known to be correct, the ques- battery is enclosed in a metal battery box which istion of battery capability may be answered more cor- painted with acid proof paint and is riveted to therectly with a load type tester. If testing the battery forward side of the firewall. On 24-volt aircraft,is deemed necessary, the specific gravity should be thru 1973 models, the battery is enclosed in a acidchecked first and compared with the following chart. resistant plastic box which is mounted in the tunnel

17-10 Change 1

below the engine. Beginning with 1974 models the 17-29. DESCRIPTION. The battery contactor on24-volt aircraft, the battery box is mounted on the 12-volt systems is bolted to the firewall below theleft hand firewall and constructed of metal covered battery box. Thru 1973 models on the 24 volt systemwith acid proof paint. On all three systems, the bat- the battery contactor is bolted to the tunnel wall be-tery box completely encloses the battery preventing low the engine, beginning with 1974 models on theany spillage of electrolyte or accumulation of battery 24 volt system the battery contactor is bolted to thegases inside the aircraft. All three battery boxes battery box support bracket on the firewall. Theare vented by a tube which attaches to the bottom of contactor is a solenoid plunger type, which is actu-the battery box and extends downward through the ated by turning the master switch on. Beginning

,bottom of the fuselage· with U20601912 a vented battery contactor is installed.

When the master switch is off, the battery is dis-17-25. REMOVAL AND INSTALLATION OF 12 VOLT connected from the electrical system. A siliconBATTERY BOX. (Refer to figure 17-2.) The battery diode is used to eliminate spiking of the transistor-box is riveted to the firewall. The rivets must be ized radio equipment. The cathode (+) terminal ofdrilled out to remove the box. When a battery box is the diode connects to the battery terminal of the bat-installed and riveted into place, all rivets and scratch- tery contactor. The anode (-) terminal of the diodees inside the box should be painted with acid-proof connects to the same terminal on the contactor aslacquer, Part No. CES1054-381, available from the the master switch wire. This places the diodeCessna Service Parts Center. directly across the contactor solenoid coil so the

inductive spikes originating in the coil are clipped17-26. REMOVAL AND INSTALLATION OF 24 VOLT when the master switch is opened. Refer to figureBATTERY BOX. (Refer to figure 17-2.) 17-2 for pictorial installation of the battery contactor

a. Use paragraph 17-18 as a guide for removal and and diode.replacement of the battery box.

17-30. REMOVAL AND INSTALLATION. (Refer toNOTE figure 17-2.)

a. On 12-volt aircraft and 24-volt aircraft begin-If rivets are removed from battery box, new ning with 1974 models, open battery box and dis-rivets should be painted with acid-proof lac- connect negative battery terminal. Pull cable clearquer, Part No. CES1054-381, available from of aircraft.the Cessna Service Parts Center. b. On 24-volt aircraft thru 1973 models, remove

the quick disconnect cable assembly from the battery17-27. MAINTENANCE OF BATTERY BOX. The box by loosening the knob on the cable assembly.battery box should be inspected and cleaned periodi-

c. Refer to figure 17-2 as a guide for removal andcally. The box and cover should be cleaned with a installation.strong solution of bicarbonate of soda (baking soda) d. For installation of battery contactor, reverseand water. Hard deposits may be removed from a this procedure.metal box with a wire brush or from a plastic boxwith a plastic scraper. When all corrosive deposits a. On 12-volt aircraft, open battery box and dis-

have been removed from the box, flush it thoroughly connect negative battery terminal. Pull cable clear

with clean water. of aircraft.b. On 24-volt aircraft, remove the quick disconnect

WA RNING cable assembly from the battery box by loosening theknob on the cable assembly.

Do not allow acid deposits to come in contact c. Refer to figure 17-2 and use as a guide for re-

with skin or clothing. Serious acid burns moval.may result unless the affected area is washed d. For replacement of battery contactor, reverseimmediately with soap and water. Clothing this procedure.will be ruined upon contact with battery acid.

17-31. BATTERY CONTACTOR CLOSING CIRCUIT.Inspect the cleaned box and cover for physical dam-age and for areas lacking proper acid proofing. A 17-32. DESCRIPTION. This circuit consists of abadly damaged or corroded box should be replaced. fuse, a resistor and a diode mounted on the groundIf the box or lid require acid proofing, paint the area service receptacle bracket. This serves to shunt awith acid-proof black lacquer, Part No. CES1054- small charge around the battery contactor so that381, available from the Cessna Service Parts Center. ground power may be used to close the contactor

when the battery is too dead to energize the contactor17-28. BATTERY CONTACTOR. by itself. Refer to figure 17-3.

Change 1 17-11

17-33. GROUND SERVICE RECEPTACLE. NOTE

17-34. DESCRIPTION. A ground service receptacle When using ground power to start the air-is installed to permit the use of external power for craft, close the master switch before re-cold weather starting or when performing lengthy moving the ground power plug. This willelectrical maintenance. A reverse polarity protec- ensure closure of the battery contactortion system is utilized whereby ground power must and excitation of the alternator field in thepass through an external power contactor to be con- event that the battery is completely dead.nected to the bus. A silicon junction diode is con-nected in series with the coil on the external powercontactor so that if the ground power source is inad-Vertently connected with a reversed polarity, the Failure to observe polarity when connectingexternal power contactor will not close. This feature an external power source directly to the bat-protects the diodes in the alternator, and other semi- tery or directly to the battery side of the bat-conductor devices used in the aircraft, from possible tery contactor, will damage the diodes in thereverse polarity damage. alternator and other semiconductor devices

NOTEin the aircraf

Maintenance of the electronic installationscannot be performed when using external External power receptacle must be function-power. Application of external power opens ally checked after wiring, or after replace-the relay supplying voltage to the electronics ment of components of the external power orbus. For lengthy ground testing of electronics split bus systems. Incorrect wiring or mal-systems, connect a well regulated and filtered functioned components can cause immediatepower supply directly to the battery side of engagement of starter when ground servicethe battery contactor. Adjust the supply for plug is inserted.14-volts on 12-volt systems or 28-volt on24-volt systems and close the master switch,

i.7-35. TROUBLE SHOOTING.


STARTER ENGAGES WHEN Shorted or reversed diode in Check wiring to, and conditionGROUND POWER IS CON- split bus-bar system. of diode mounted on the splitNECTED. bus relay bracket adjacent to

the magneto switch. Correctwiring. Replace diode boardassembly.

GROUND POWER WILL NOT Ground service connector 1. Check for voltage at allCRANK ENGINE. wired incorrectly. three terminals of external

power contactor with groundpower connected and masterswitch off. If voltage is pre-sent on input and coil termin-als but not on the output ter -

minal, proceed to step 4. Ifvoltage is present on the inputterminal but not on the coilterminal, proceed to step 2.If voltage is present on all threeterminals, check wiring betweencontactor and bus.

2. Check for voltage at smallterminal of ground service re-

ceptacle. If voltage is not pre-sent, check ground service plugwiring. If voltage is present,proceed to step 3.

17-12

17-35. TROUBLE SHOOTING. (Cont).


GROUND POWER WILL NOT Open or mis-wired diode on 3. Check polarity and continuityCRANK ENGINE. (Cont). ground service diode board of diode on diode board at rear

assembly. of ground service receptacle. Ifdiode is open or improperly wired,replace diode board assembly.

Faulty external power con- 4. Check resistance from smalltactor. (coil) terminal of external power

contactor to ground (master switchoff and ground power unplugged).Normal indication is 16-24 ohms.on 12-volt system or 50-70 ohmson the 24-volt systems.If resistance indicates an opencoil, replace contactor. Ifresistance is normal, proceedto step 5.

Faulty contacts in external 5. With master switch off andpower contactor. ground power applied, check for

voltage drop between two largeterminals of external power(turn on taxi light for a load).Normal indication is zero volts.If voltage is intermittently pres-ent or present all the time,replace contactor.

17-36. REMOVAL AND INSTALLATION. (Refer 17-40. DESCRIPTION. The 60-ampere alternatorto figure 17-3.) used on the aircraft are three-phase, delta connected

a. On 12-volt systems, open the battery box and with integral silicon diode rectifiers. The alternatordisconnect the ground cable from the negative termi- is rated at 14-volts or 28-volts at 60-amperes con-nal of the battery and pull the cable free of the box. tinuous output. The moving center part of the alter-b. On 24-volt systems, remove the quick-discon- nator (rotor) consists of an axial winding with radial

nect cable assembly from the battery box assembly interlocking poles which surround the winding.by loosening the knob on the cable assembly.

c. Remove the nuts, washers, ground strap, bus With excitation applied to the winding through slipbar and diode board from the studs of the receptacle rings the pole pieces assume magnetic polarity. Theand remove battery cable. rotor is mounted in bearings and rotates inside the

d. Remove the screws and nuts holding the recep- stator which contains the windings in which the actacle; ground strap will then be free from the bracket. current is generated. The stator windings are three-

e. To install a ground service receptacle, reverse phase, delta connected and are attached to two diodethis procedure. plates, each of which contains three silicon diodes.

The diode plates are connected to accomplish full-17-37. ALTERNATOR POWER SYSTEM. wave, rectification of the ac. The resulting de output

is applied to the aircraft bus and sensed by the volt-17-38. DESCRIPTION. The alternator system con- age regulator. The regulator controls the excitationsists of an engine driven alternator, a voltage regu- applied to the alternator field thus controlling the out-lator and a circuit breaker located on the instrument put voltage of the alternator.panel. The system is controlled by the left hand por-tion of the split rocker, master switch labeled ALT. 17-41. ALTERNATOR REVERSE VOLTAGE DAM-Beginning with 1972 models an over-voltage sensor AGE. The alternator is very susceptible to reverseswitch and red warning light labeled HIGH VOLTAGE polarity damage due to the very low resistance of theare incorporated to protect the system, (refer to output windings and the low resistance of the siliconparagraph 17-57). The aircraft battery supplies the diodes in the output. If a high current source, suchsource of power for excitation of the alternator, as a battery or heavy duty ground power cart is at-

tached to the aircraft with the polarity inadvertently17-39. ALTERNATOR. reversed, the current through the alternator will flow

almost without limit and the alternator will be imme-diately damaged.

Change 1 17-13

1

5

12 4 1110

Detail

13 1 3 14 1 315 5

2318

22 1 3 2120 6

18

1719

1. Nut 9. Diode 17. Cover Plate2. Lockwasher 10. Wire to Ext. Pwr. Recept. 18. Screw3. Washer 11. Solder Terminal 19. Receptacle4. Insulating Washer 12. Spacer 20. Ground Strap5. Fuse 13. Diode Board 21. Ext. Power Contactor6. Bracket 14. Bus Bar 22. Cover - Late Airplanes7. Wire to Battery Contactor 15. Nipple - Used before 23. Power Cable8. Resistor-.75 ohm resistor was added 24. Contactor Control Wire

16. Doubler

Figure 17-3. Ground Service Receptacle Installation

17 -14



AMMETER INDICATES HEAVY Shorted field in alternator. 1. Remove plug from regulatorDISCHARGE WITH ENGINE with master switch on and ob-NOT RUNNING OR ALTERNA- serve if heavy drain persists.TOR CIRCUIT BREAKER OPENS If heavy drain is reduced, pro-WHEN MASTER SWITCH IS ceed to step 2. If heavy drainTURNED ON. is not reduced, proceed to step 3.

2. Check resistance from ter-minal "F" on alternator to thealternator case. Normal indi-cation on 12-volt systems is6-7 ohms of 11-12 ohms on24-volt systems. If resistanceis too low, repair or replacealternator.

Shorted radio noise filter 3. Remove cable from outputor shorted wire. terminal of alternator. Check

resistance from end of cableto ground (MASTER SWITCHMUST BE OFF). If resistancedoes not indicate a direct short,proceed to step 6. If resistanceindicates a direct short, proceedto step 4.

4. Remove cable connectionsfrom radio noise filter. Checkresistance from the filter inputterminal to ground. Normalindication is infinite resistance.If reading indicates a directshort, replace filter. If noshort is evident, proceed tostep 5.

5. Check resistance from groundto the free ends of the wires whichwere connected to the radio noisefilter (or alternator if no noisefilter is installed). Normal indi-cation does not show a direct short.If a short exists in wires, repairor replace wiring.

Shorted diodes in alternator. 6. Check resistance from out-put terminal of alternator toalternator case. Reverse leadsand check again. Resistancereading may show continuity inone direction but should showan infinite reading in the otherdirection. If an infinite readingis not obtained in at least onedirection, repair or replacealternator.

17 -15

17-42. TROUBLE SHOOTING (Cont).


ALTERNATOR SYSTEM Regulator faulty or improp- 1. Start engine and adjust forWILL NOT KEEP BAT- erly adjusted. 1500 RPM. Ammeter shouldTERY CHARGED. indicate a heavy charge rate

with all electrical equipmentturned off. Rate should taperoff in 1-3 minutes. On 12-

volt aircraft a voltage check atthe bus should indicate a read-ing consistant with the voltagevs temperature chart on page17-19. If charge rate tapers offvery quickly and voltage isnormal, check battery for mal-function. If ammeter shows alow charge rate or any dischargerate, and voltage is low, proceedto step 2.

2. Stop engine, remove cowl,and remove cover from voltageregulator. Turn master switchON/OFF several times and ob-serve field relay in regulator.Relay should open and closewith master switch and smallarc should be seen as contactsopen. If relay is inoperative,proceed to step 3. If relay op-erates, proceed to step 4.

3. Check voltage at "S" terminalof regulator with master switchclosed. Meter should indicatebus voltage. If voltage is present,replace regulator. If voltage isnot present, check wiring betweenregulator and bus.

4. Remove plug from regulatorand start engine. Momentarilyjumper the "A+" and "F" termi-nals together on the plug. Air-craft's ammeter should showheavy rate of charge. If heavycharge rate is observed, replaceregulator. If heavy charge rateis not observed, proceed to step 5.

Faulty wiring between alter- 5. Check resistance from "F"nator and regulator, or terminal of regulator to "F" ter-faulty alternator. minal of alternator. Normal in-

dication is a very low resistance.If reading indicates no, or poorcontinuity, repair or replace wir-ing from regulator to alternator.

17-16

17-42. TROUBLE SHOOTING.(Cont).


ALTERNATOR SYSTEM Faulty wiring between alter- 6. Check resistance from "F"WILL NOT KEEP BAT- nator and regulator, or terminal of alternator to alter-TERY CHARGED. (Cont). faulty alternator. (Cont). nator case. Normal indication

on 12-volt systems is 6-7 ohmsor 11-12 ohms on 24-volt systems.If resistance is high or low, re-pair or replace alternator.

7. Check resistance from case ofalternator to airframe ground.Normal indication is very low re-sistance. If reading indicates no,or poor continuity, repair orreplace alternator ground wiring.

ALTERNATOR OVERCHARGES Regulator faulty or improp- Check bus voltage with engineBATTERY - BATTERY USES erly adjusted. running. Normal indicationEXCESSIVE WATER. agrees with voltage vs temper-

ature chart on page 17-13. Ob-serve aircraft's ammeter, am-meter should indicate near zeroafter a few minutes of engineoperation. Replace regulator.

OVER-VOLTAGE WARNING Faulty regulator. Reset over-voltage relay byLIGHT STAYS ON. (24-VOLT). turning master switch (ALT

side) off and on. Checkregulator by replacement.Replace regulator.

Over-voltage relay out of Warning light comes on withoutadjustment. over-voltage. Adjust over-volt

relay assembly, thru 1973 models.

Faulty over-voltage relay. Repair or replace. Substituterelay.

Faulty field wiring. Test wiring - look for fieldwire shorted to primaryvoltage. Repair.

OVER-VOLTAGE WARNING Regulator faulty or improperly 1. With engine running turn offLIGHT ON. (12 VOLT) adjusted. Faulty sensor switch. and on battery portion of the

master switch. If the light stayson shut down engine then turn onthe "BAT" and "ALT" portions ofthe master switch. Check forvoltage at the "S" terminal of thevoltage regulator. If voltage ispresent adjust or replace regula-tor. If voltage is not presentcheck master switch and wiringfor short or open condition. Ifwiring and switch are normalreplace sensor.

Change 1 17-17

17-43. REMOVAL AND INSTALLATION. (Refer to resettable circuit breaker located on the switch panelfigure 17-4.) is provided to protect the alternator field circuit.

a. Make sure that the master switch remains inthe off position or disconnect the negative lead from 17-45. ALTERNATOR VOLTAGE REGULATOR.the battery. 12 VOLT AIRCRAFT ONLY.

b. Disconnect the wiring from the alternator.c. Remove the safety wire from the upper adjust- 17-46. DESCRIPTION. The alternator voltage regu-

ing bolt and remove the bolt from the alternator. lator contains two relays. The field relay is actuatedd. Remove the nut and washer from the lower by the aircraft master switch and connects the regu-

mounting bolt. lator to the battery. The voltage limiter relay is ae. Remove the alternator drive belt and lower two-stage, voltage sensitive device, which is used to

mounting bolt to remove the alternator. control the current applied to the field winding of thef. To replace alternator, reverse this procedure. alternator. When the upper set of contacts on theg. Adjust belt tension to obtain 3/8" deflection at the voltage regulator relay are closed, full bus voltage is

center of the belt when applying 12 pounds pressure to applied to the field. This condition will exist when thethe belt. After belt is adjusted and bolt is safety battery is being heavily charged or when a very heavywired, tighten the bottom bolt to 100-140 lb.in. torque load is applied to the system. When the upper con-

to remove any play between alternator mounting foot tacts open, as the voltage begins to rise toward nor-

and the U-shaped support assembly. mal bus voltage, the voltage to the alternator field isreduced through a resistor network in the base of theregulator, thus reducing the output from the alterna-tor. As the voltage continues to rise, assuming a

When new belt in installed, belt tension should very light load on the system, the lower contacts willbe checked withih 10 to 25 hours of operation. close and ground the alternator field and shut the alter-

nator completely off. Under lightly loaded conditionsNOTE the voltage relay will vibrate between the intermediate

charge rate and the lower (completely off) contacts.When tightening the alternator belt, apply pry Under a moderate load, relay will vibrate betweenbar pressure only to the end of the alternator intermediate charge and upper (full output) contacts.nearest to the belt pulley. The voltage relay is temperature compensated so that

the battery is supplied with the proper charging volt-17-44. ALTERNATOR FIELD CIRCUIT PROTECe age for all operating temperatures. With the batteryTION. On models prior to 1970, a 2-amp automatic fully charged (ship's ammeter indicating at or nearresetting circuit breaker located on the back of the zero) and a moderate load applied to the system (ainstrument panel is provided to protect the alterna- taxi light turned on), the voltage at the bus bar shouldtor field circuit. On 1970 models and on, a manually- be within the range shown according to the air tem-

12asher 3

2 21

3. Adjusting Bracket4 Alternator

6 Supph rt Assembly2 21

NOTE

' When replacement of the alternator

5 ' support bracket is required refer toCessna Single-engine Service Letter

2 SE71-42, dated, December 10, 1971.

On Models manufactured prior to mid 19711 should alternator thru-bolt loosening or

breaking occur, Cessna Service Letter

2SE71-40 dated November 24, 1971 shouldbe complied with. On models manufactured

2 after mid 1971 a new high strength thru-5 bolt and a K shaped retainer are installed.

G Torque bolts 45 to 55 pound-inches.

Figure 17-4. Alternator Installation

17-18 Change 2

perature on the temperature and bus voltage chart. Transistor regulator calibration can be changed byscrewdriver adjustment of potentiometer. Adjusting

Beginning with U20602200 a solid state voltage regu- the potentiometer performs the same function as ad-lator is installed. The Voltage Limiter relay in this justing the voltage limiter armature spring tensionregulator is replaced by a circuit board. The regu- on a mechanical regulator.Iator is a remove and replace item and not repairable.The regulator may be adjusted by removing the cover A capacitor, in series with two resistors, causes theand adjusting the potentiometer either up or down. driver transistor and the power transistor to switch

on and off faster, for proper flip-flop action.12-VOLT SYSTEM

The remaining resistors in the unit provide properTEMPERATURE BUS VOLTAGE operating voltages for the zener diode and the two

transistors.60 -

75°F 13. 8 - 14.. 175 -

90°F 13.7 - 14.0 17-49. TRANSISTORIZED REGULATOR ADJUST-91 -

100°F 13.6 - 13.9 MENTS - 24 VOLT AIRCRAFT ONLY. Regulatorvoltage limiter adjustments.

The voltage regulator is adjustable but adjustmentson the aircraft is not recommended. A bench adjust- The only adjustment on the transistorized alternatorment procedure is outlined in the Cessna Alternator regulator is the voltage limiter adjustment. TheCharging Systems Service/Parts Manual. voltage setting can be tailored to meet the require-

ments of a given aircraft in order to maintain proper17-47. TRANSISTORIZED VOLTAGE REGULATOR. battery specific gravity. Never shift the voltage set-(24-VOLT AIRCRAFT ONLY.) ting by more than 0. 3 volt from the previous setting.

Always allow an adequate time interval between each17-48. DESCRIPTION. The transistorized voltage new voltage setting in order to obtain an accurateregulator controls the alternator output in a similar reading of battery specific gravity.manner to a mechanical voltage regulator: by regu-lating the alternator field current. The regulation NOTEis accomplished electronically with the use of trans-istors and diodes rather than by a vibrating arma- Clockwise adjustment decreases voltage andture relay. The voltage sensing component is a counterclockwise adjustment increases vol-zener diode which has the characteristic of suddenly tage. Refer to the Cessna Alternator Charg-changing its resistance when a specified voltage is ing Systems Manual for bench testing.reached.

17-50. TROUBLE SHOOTING THE VOLTAGE REG-When the engine is started, battery current is sup- ULATOR. For trouble shooting the voltage regulator,plied to the field through a "bias" diode, and power refer to paragraph 17-42.transistor. The bias diode aids high temperaturestability of the power transistor. A second diode, 17-51. REMOVAL AND INSTALLATION - 12-VOLTconnected from the field terminal to common ground, AIRCRAFT ONLY (Refer to Figure 17-5.)absorbs undesirable field voltage peaks more effici- a. Make sure that the master switch is off or dis-ently than the resistor used in electro-mechanical connect the negative lead from the battery.regulators. As the alternator begins to supply cur- b. Remove the connector plug from the regulator.rent, battery voltage will increase. When battery c. Remove two screws holding the regulator on thevoltage reaches approximately 28 volts, the zener firewall.diode suddenly reduced its resistance and turns on d. To replace the regulator, reverse this proced-the driver transistor. When the driver transistor ure. Be sure that the connections for grounding theturns on, the power transistor is caused to turn off. alternator, wiring shields and the base of the regu-Battery voltage is reduced slightly because the alter- lator are clean and bright before assembly. Other-nator output was reduced when the power transistor wise, poor voltage regulation and/or excessive radioturned off the field current. Zener diode voltage is noise may result.reduced at the same time as battery voltage, causingthe zener diode to increase its resistance and turn 17-52. REMOVAL AND INSTALLATION OF TRANS-off the driver transistor. The power transistor is ISTORIZED VOLTAGE REGULATOR - 24-VOLT AIR-caused to turn on again, resulting in a complete cycle CRAFT ONLY.of events. The transistors alternate in the on-off a. Ensure that the master switch is off.action. When the driver transistor turns on the pow- b. Remove the quick-disconnect cable assemblyer transistor turns off. from the battery box assembly by loosening the knob

on the cable assembly.The temperature compensating resistor is made of c. Remove the upper cowling to gain access to thea special material that changes its resistance with regulator mounted on the forward left side of the fire-temperature in such a manner that during cold weath- wall.er the battery charging voltage is increased. This d. Disconnect wiring from regulator and label wires.resistor performs the same function as the bimetal e. Remove the three mounting bolts and nuts.hinge on the voltage limiter armature of a mechan- f. To replace the regulator, reverse this procedure.ical regulator.

Change 1 17-19

12-VOLT SYSTEM ONLY (TYPICAL)

NOTE

Beginning with 1974 Models 10a solid state voltage regulatoris installed on the 12 voltsystem. 11

12 12

24-VOLT SYSTEM ONLYBEGINNING WITH 1974MODELS. 24-VOLT SYSTEM ONLY

THRU 1973 MODELS

1. Filter - Radio Noise 6. Wire Shields to Ground 10. Support Assembly - Regulator2. Wire to Master Switch 7. Wire to Alternator "F" 11. Bolt3. Shield - Ground 8. Wire to Alternator "A+" 12. Alternator Regulator4. Screw 9. Wire to Alternator Ground 13. Regulator Ground Wire5. Voltage Regulator 14. Alternator Ground Wire

Figure 17-5. Voltage Regulator Installation

17 -20 Change 3

17-53. OVER-VOLTAGE WARNING CIRCUIT - 24- 17-57. OVER-VOLTAGE SENSOR AND WARNINGVOLT AIRCRAFT ONLY. (Refer to Figure 17-6.) LIGHT. (12 VOLT AIRCRAFT ONLY, BEGINNING

WITH 1972 MODELS.)17-54. DESCRIPTION. Thru 1973 models the over-voltage warning system consists of a relay assembly, 17-58. DESCRIPTION. The over-voltage system con-condenser and red indicator light. The relay is volt- sists of a over-voltage sensor switch and a red warn-age sensitive, opening the alternator field circuits ing light labeled, "HIGH VOLTAGE", on the instru-and turning on a red warning light if excessive volt- ment panel. When an over-voltage tripoff occurs theage is present. Simultaneously with lamp illumina- over-voltage sensor turns off the alternator systemtion, the alternator will automatically shut down. To and the red warning light comes on. The ammeterturn the over-volt light out, the ALT side of the mas- will show a discharge. Turn off both sections of theter switch must be turned OFF and then back ON to Master Switch to recycle the over-voltage sensor.reset the system. Monitor the output of the alterna- If the over-voltage condition was transient, the nor-tor on the ammeter and shut off enough electronic mal alternator charging will resume and no furtherequipment to bring the reading below full scale. Be- action is necessary. If the over-voltage tripoutginning with 1974 models the system operation re- recurs, then a generating system malfunction hasmains the same except the relay and capacitor are occurred such that the electrical accessories mustreplaced by a new type relay. This relay is a remove be operated from the aircraft battery only. Conser-and replace item and not adjustable. Vation of electrical energy must be practiced until

the flight can be terminated. The over-voltage red17-55. ADJUSTMENT OF OVER-VOLTAGE RELAY warning light filament may be tested at any time byASSEMBLY. (THRU 1973 MODELS, 24 VOLT). turning off the "Alternator" portion of the MasterConnect a well filtered D. C. supply to terminals Switch and leaving the "Battery" portion turned on.E (negative) and B (positive) of the relay. Connect This test does not induce an over-voltage conditiona 28 volt light bulb between terminals B and F of the on the electrical system.relay. Increase the voltage of the supply until thelamp lights. The lamp should come on when the NOTEpower supply voltage reaches 31. 5 volts. The relaymay be adjusted with a screwdriver until proper pull- Should nuisance trip-outs occur on aircraftin voltage is obtained. prior to U20601751, Single-engine Service

letter SE72-15, Dated April 21, 1972 should17-56. REMOVAL AND INSTALLATION OF OVER- be complied with.VOLTAGE RELAY ASSEMBLY.

a. Turn Master Switch (BAT side) to OFF position. 17-58A. RIGGING THROTTLE OPERATED MICRO-b. Label wires for identification and use figure 17-6 SWITCH. Refer to Section 13.

as a guide for removal and replacement.17-58B. AUXILIARY ELECTRIC FUEL PUMPFLOW RATE ADJUSTMENT. Refer to Section 13.

1. Overvolt Relay 42. Housing - Plug 43. Ground Wire Detail 7 84. Screw 24 VOLT 12

65. Capacitor BEGINNING WITH 106. Battery Box 1974 MODELS Detail7. Overvolt Sensor8. Tie Strap 11 3 24 VOLT9. Wire Bundle n THRU 1973 MODELS

10. Grommet Detail D11. Wire - To Circuit Breaker 12 VOLT12. Wire - To Master Switch

Figure 17-6. Overvolt Relay Installation

Change 3 17-21

17-59. AIRCRAFT LIGHTING SYSTEM. light, compass and radio dial lights.On the 1969 model, snap-in type rocker switches are

17-60. DESCRIPTION. The aircraft lighting system introduced. These switches have a design featureconsists of landing and taxi lights, navigation lights, which permits them to snap into the panel from theanti-collision strobe lights, flashing beacon light, panel side and can subsequently be removed for easyinterior and instrument panel flood lights, electro- maintenance. These switches also feature spadeluminescent panel lighting, instrument post lighting, type slip-on terminals.pedestal lights, courtesy lights, control wheel map

17-61. TROUBLE SHOOTING


1. Inspect circuit breaker. IfLANDING AND TAXI LIGHTS Short circuit in wiring. circuit breaker is open, proceedOUT. to step 2. If circuit breaker is

OK, proceed to step 3.

Defective wiring. 2. Test each circuit separatelyuntil short is located. Repairor replace wiring.

Defective switch. 3. Check voltage at lights withmaster and landing and taxi lightswitches ON. Should read bat-tery voltage. Replace switch.

LANDING OR TAXI LIGHT Lamp burned out. 1. Test lamp with ohmmeter orOUT. new lamp. Replace lamp.

Open circuit in wiring. 2. Test wiring for continuity.Repair or replace wiring.

1. Inspect circuit breaker. IfFLASHING BEACON DOES Short circuit in wiring. circuit breaker is open, proceedNOT LIGHT. to step 2. If circuit breaker is

OK, proceed to step 3.

Defective wiring. 2. Test circuit until short is 10-cated. Repair or replace wiring.

Lamp burned out. 3. Test lamp with ohmmeter ora new lamp. Replace lamp. Iflamp is good, proceed to step 4.

Open circuit in wiring. 4. Test circuit from lamp toflasher for continuity. If nocontinuity is present, repair orreplace wiring. If continuity ispresent, proceed to step 5.

Defective switch. 5. Check voltage at flasher withmaster and beacon switch on.Should mad battery voltage.Replace switch. If voltage ispresent, proceed to step 6.

Defective flasher. 6. Install new flasher.

FLASHING BEACON Defective flasher, 1. Install new flasher.CONSTANTLY LIT.

17-22 Change 3

17-61. TROUBLE SHOOTING (Cont.)


1. Inspect circuit breaker. IfALL NAV LIGHTS OUT. Short circuit in wiring. circuit breaker is open, proceed

to step 2. If circuit breaker isOK, proceed to step 3.

Defective wiring. 2. Isolate and test each nav lightcircuit until short is located.Repair or replace wiring.

Defective switch. 3. Check voltage at nav light withmaster and nav light switches on.Should read battery voltage. Re-place switch.

ONE NAV LIGHT OUT. Lamp burned out. 1. Inspect lamp. Replace lamp.

Open circuit in wiring. 2. Test wiring for continuity.Repair or replace wiring.

ONE ANTI-COLLISION Flash tube burned out. Test with new flash tube. ReplaceSTROBE LIGHT WILL flash tube.NOT LIGHT. THRU1972 MODELS. Faulty wiring. Test for continuity. Repair or

replace.

Faulty trigger head. Test with new trigger head.Replace trigger head.

BOTH ANTI-COLLISION Circuit breaker open. Inspect. Reset.STROBE LIGHTS WILLNOT LIGHT. THRU1972 MODELS.

Faulty power supply. Listen for whine in power supplyto determine if power is operating.

Faulty switch. Test for continuity. Repair orreplace.

Faulty wiring. Test for continuity. Repair orreplace.

The anti-collision system is a high voltage device. Do not removeor touch tube assembly while in operation. Wait at least 5 minutesafter turning off power before starting work.

BOTH ANTI-COLLISION Open circuit breaker. 1. Check, if open reset. IfSTROBE LIGHTS WILL circuit breaker continues toNOT LIGHT. BEGINNING open proceed to step 2.WITH 1973 MODELS.

Change 3 17-23

17-61. TROUBLE SHOOTING (Cont.)


BOTH ANTI-COLLISION Open circuit breaker. Cont. 2. Disconnect red wire be-STROBE LIGHTS WILL tween aircraft power supplyNOT LIGHT. BEGINNING (battery/external power) andWITH 1973 MODELS. Cont, strobe power supplies, one

at a time. If circuit breakeropens on one strobe powersupply, replace strobe powersupply. If circuit breakeropens on both strobe powersupplies proceed to step 3.If circuit breaker does notopen proceed to step 4.

3. Check aircraft wiring.Repair or replace as neces-sary.

4. Inspect strobe power sup-ply ground wire for contactwith wing structure.

Extreme care should be taken when exchanging flash tube. The tubeis fragile and can easily be cracked in a place where it will not beobvious visually. Make sure the tube is seated properly on the baseof the nav light assembly and is centered in the dome.

NOTE

When checking defective power supply and flash tube, units fromopposite wing may be used. Be sure power leads are protectedproperly when unit is removed to prevent short circuit.

ONE ANTI-COLLISION Defective Strobe Power Supply, 1. Connect voltmeter to red leadSTROBE LIGHT WILL or flash tube. between aircraft power supplyNOT LIGHT. BEGINNING (battery/external power) andWITH 1973 MODELS. strobe power supply, connecting

negative lead to wing structure.Check for 12 volts. If OK proceedto step 2. If not, check aircraftpower supply (battery/externalpower).

2. Replace flash tube with knowngood flash tube. If system stilldoes not work, replace strobepower supply.

17-24 Change 3



1. Inspect circuit breaker. IfDOME LIGHT TROUBLE. Short circuit in wiring. circuit breaker is open, proceed


Defective wiring. 2. Test circuit until short islocated. Repair or replacewiring.

3. Test for open circuit. Repairor replace wiring. If no short oropen circuit is found, proceed tostep 4.

Lamp burned out. 4. Test lamp with ohmmeter ornew lamp. Replace lamp.

Defective switch. 5. Check for voltage at domelight with master and dome lightswitch on. Should read batteryvoltage. Replace switch.

ELECTROLUMINESCENT Short circuit in wiring. 1. Inspect circuit breaker. IfPANELS WILL NOT LIGHT. circuit breaker is open, proceed


Defective wiring. 2. Test circuit until short islocated. Repair or replace wiring.

3. Test for open circuit. Repairor replace wiring. If no open orshort circuit is found, proceed tostep 4.

Defective resistor. 4. Check resistor for continuity.(Located in line between rheostatand inverta-pak.) Replace resistor.

SHOP NOTES:




ELECTROLUMINESCENT Defective rheostat. 5. Check input voltage at inverta-PANELS WILL NOT LIGHT. pak with master switch on. Volt-(Cont). meter should give a smoothly varied

reading over the entire control rangeof the rheostat. If no voltage is pre-sent or voltage has a sudden dropbefore rheostat has been turned fullcounterclockwise, replace rheostat.

Defective inverta-pak. 6. Check output voltage at inverta-pak with ac voltmeter. Should readabout 125 volts ac with rheostat setfor full bright. Replace inverta-pak.

INSTRUMENT LIGHTS WILL Short circuit in wiring. 1. Inspect circuit breaker. IfNOT LIGHT (THRU 1969 circuit breaker is open, proceedMODELS ONLY). to step 2. If circuit breaker is OK,

proceed to step 3.

Defective wiring. 2. Test circuit until short is located. Repair or replace wiring

3. Test for open circuit. Repair orreplace wiring. If no short or opencircuit is found, proceed to step 4.

Defective rheostat. 4. Check voltage at instrumentlight with master switch on.Should read battery voltage withrheostat turned full clockwise andvoltage should decrease as rheostatis turned counterclockwise. If novoltage is present or voltage hasa sudden drop before rheostat hasbeen turned full counterclockwise,replace rheostat.

Lamp burned out. 5. Test lamp with ohmmeter ornew lamp. Replace lamp.

INSTRUMENT LIGHTS WILL Short circuit wiring. 1. Inspect circuit breaker. IfNOT LIGHT (1970 MODELS circuit breaker is open, proceed to& ON). step 2. If circuit breaker is OK,

proceed to step 3.

Defective wiring. 2. Test circuit until short is locat-ed. Repair or replace wiring.

3. Test for open circuit. Repairor replace wiring. If no short oropen circuit is found, proceed tostep 4.

Faulty section in 4. Lights will work when controldimming potentiometer. is placed in brighter position. Re-

place potentiometer.

17-25

17-61. TROUBLE SHOOTING (CONT.)


INSTRUMENT LIGHTS WILL Faulty light dimming 5. Test both transistors with newNOT LIGHT (1970 MODELS transistor. transistor. Replace faulty transis-& ON). (Cont). tor.

Faulty selector switch. 6. Inspect. Replace switch.

INSTRUMENT LIGHTS WILL Open resistor or wiring 1. Test for continuity. ReplaceNOT DIM (1970 MODELS & ON). in minimum intensity end resistor or repair wiring.

of potentiometer.

Shorted transistor. 2. Test transistor by substitution.Replace defective transistor.

CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to be ONLIGHT WILL NOT LIGHT before map light will light.THRU 1969 MODELSONLY, Short circuit in wiring. 2. Check lamp fuse on terminal

board located on back of stationarypanel with ohmmeter. If fuse isopen, proceed to step 3. If fuse isOK, proceed to step 4.

Defective wiring. 3. Test circuit until short is lo-cated. Repair or replace wiring,

4. Test for open circuit. Repairor replace wiring. If a short oropen circuit is not found, proceedto step 5.

Defective map light assembly. 5. Check voltage at map lightassembly with master and navswitches on. If battery voltageis present, replace map lightassembly.

Failure to observe polarity shown on wiring diagram 11. 11. 0will result in immediate failure of the transistor on the maplight circuit board assembly.

CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to beLIGHT WILL NOT LIGHT ON before map light will light.1970 MODELS & ON.

Short circuit in wiring. 2. Check lamp fuse on terminalboard located on back of station-ary panel with ohmmeter. Iffuse is open, proceed to step 3.If fuse is OK, proceed to step 4.

17-26



CONTROL WHEEL MAP Defective wiring. 3. Test circuit until short is 10-LIGHT WILL NOT LIGHT cated. Repair or replace wiring.1970 MODELS AND ON.(Cont). 4. Test for open circuit. Repair

or replace wiring. If a short oropen circuit is not found, proceedto step 5.

Defective map light assembly. 5. Check voltage at map lightassembly with master and navswitches on. If battery voltageis present, replace map lightassembly.

17-62. LANDING AND TAXI LIGHTS. 17-66. NAVIGATION LIGHTS.

17-63. DESCRIPTION. Thru 1971 Models the land- 17-67. DESCRIPTION. The navigation lights areing and taxi lights are mounted in the leading edge of located on each wing tip and the stinger. Operationthe left wing. A clear plastic cover provides weather of the lights is controlled by a single switch. Aprotection for the lamps and is shaped to maintain the plastic light detector on each wing tip allows theleading edge curvature of the wing. The landing lamp pilot to determine if the lamps are working properlyis mounted on the inboard side and is adjusted to during flight.throw its beam further forward than the taxi lamp.Both lamps are controlled by an interlocking split 17-68. REMOVAL AND INSTALLATION. Refer torocker switch. Beginning with 1972 Models the land- Figure 17-8 for removal and installation.ing and taxi lights are mounted in the lower nosecowl. Beginning with 1974 models the interlocking 17-69. ANTI-COLLISION STROBE LIGHTS.split rocker switch is replaced by two separaterocker switches interconnected by a jumper wire and 17-70. DESCRIPTION. A white strobe light is inst-

a diode assembly. a.11ed on each wing tip. These lights are vibrationresistant and operate on the principle of a capacitor

17-64. REMOVAL AND INSTALLATION. (THRU discharge into a xenon tube, producing an extremely1971 MODELS). (Refer to Figure 17-7.) high intensity flash. Thru 1972 Models energy is

a. Remove the 18 screws securing the landing light supplied to the strobe lights from a power supply.window assembly (1) and the assembly will then be The power supply is mounted inside the left wing,free for removal. on the rib at wing station 118.00 just forward of the

b. Remove the four attaching screws (6) from the wing rear spar. Beginning with 1973 Modelsbracket assembly and remove the bracket. energy is supplied from individual power supplies

mounted on the wing tip rib.NOTE

17-70A. OPERATIONAL REQUIREMENTS.Do not reposition the landing and taxi lightadjustment screws (2). If readjustment is WARNINGrequired refer to figure 17-7.

The capacitors in the strobe light powerc. Remove the two screws securing the wiring supplies must be reformed if not used for

to the lamp contacts and remove the lamp. a period of six (6) months. The followingd. Install new lamp and reassemble. procedure must be used.

17-65. REMOVAL AND INSTALLATION. (BEGIN- Connect the power supply, red wire to plug, black toNING WITH 1972 MODELS.) (Refer to Figure 17-7.) ground to 6 volt DC source. Do Not connect strobe

a. Remove screws securing support assembly (2) tube. Turn on 6 volt supply. Note current draw afterto cowl and pull assembly forward from cowl. One minute. If less than 1 ampere, continue opera-

b. Remove screws securing the wiring to lamp tion for 24 hours. Turn off DC power source. Thencontacts. connect to the proper voltage, 12/24 volt. Connect

c. Remove the tinnerman screws from the bracket tube to output of strobe power supply and allow to(5) and remove bracket and lamp. operate, flashing, for 15 minutes. Remove strobe

d. Install new lamp and reassemble. tube. Operating power supply at 12/24 volts, note

Change 3 17-27

the current drain after one minute. If less than 0. 5 assembly while in operation. Wait at leastamperes, operate for 6 hours. If current draw is five minutes after turning off power beforegreater than 0. 5 amperes, reject the unit. starting work.

17-71. REMOVAL AND INSTALLATION. Refer to 17-72. FLASHING BEACON LIGHT.Figure 17-8 as a guide for removal and installation.

17-73. DESCRIPTION. The flashing beacon lightWA RNING is attached to the (ABS constructed) vertical fin tip.

The assembly consists of a red dome cover and aThe anti-collision system is a high voltage iodine vapor lamp electrically switched by a solid-device. Do not remove or touch the tube

3 6

VIEW A-A

A

DIMENSION D

NO. 2061 0. 68

4 0. 505 0.85 3

4

1. Window•

'- 2. Adjusting Screw

3. Lamp4. Spring5. Bracket6. Screw

Figure 17-7. Landing and Taxi Light Installation (Sheet 1 of 2)

17-28 Change 3

Detail A1973 MODELS

2

- ' 3

1. Screw 12. Support Assembly NOTE3. Plate4. Lamp Detail Should further adjustment be5. Bracket desired washers may be add-6. Tinnerman Screw 1972 MODELS ed between retainer (2) and7. Nose Cap plate (3).8. Gasket

Figure 17-7. Landing and Taxi Light Installation (Sheet 2 of 2)

17-29

state flasher assembly. Thru U20601966 a 100 watt trolled by a dimming rheostat located on the left sidelamp is installed. Beginning with U20601967 a 125 of the instrument panel. A remotely located two-cir-watt lamp is installed. The flasher assembly is lo- cuit, transistorized dimmer is installed as standardcated in the vertical fin tip. A 1. 5 ohm resistor on equipment to control the instrument panel lighting on12 volt and 6 ohm resistor on the 24 volt, is installed 1970 and on models. Panel lighting dimming con-on the forward upper side of the stabilizer to prevent trols are increased from two to three. Th1s is ac-pulsing of the aircraft lighting when the beacon is complished by concentric knob arrangement on oneoperating. The switching frequency of the flasher of the existing control knobs. Transistor light dim-assembly operates the beacon at approximately 45 ming is used on two of three circuits, thereby allow-flashes per minute. ing greater dimming load variation and better lin-

earity of control. One circuit controls the engine17-74. REMOVAL AND INSTALLATION. Refer to instruments and radio lights while the other circuitFigure 17-9 for removal and installation. controls the instrument flood lights and post lights.

17-75. INSTRUMENT LIGHTING. 17-77. REMOVAL AND INSTALLATION. Refer toFigure 17-10 and 17-12 for removal and installation.

17-76. DESCRIPTION. The instrument panel light-ing is fabricated in two separate sections. The lower 17-78. REMOVAL AND INSTALLATION OF TRAN-two-thirds of the instrument panel is illuminated by SISTORIZED LIGHT DIMMING. Refer to Figuretwo lights mounted in the overhead light console. The 17-11 for removal and installation.lighting for the upper one-third of the instrumentpanel is provided by (four small lights thru 1972 17-79. ELECTROLUMINESCENT PANEL LIGHTING.Models and five small lights beginning with the 1973Models) located in the instrument panel glare shield. 17-80. DESCRIPTION. The electroluminescentThe intensity of the instrument panel lighting is con- lighting consists of two "EL" panels; the switch panel

A

B Detail A

2 1. Detector - Lighto 3 2. Base - Lamp

3. Screw4. Lens5. Shield

36. Lamp7. Tail Light' 8. Tinnerman Nut9. Stinger

5

Detail B

Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 1 of 2)

17-30 Change 1

7

2 9 # BEGINNING WITH AIRCRAFT3 4 SERIAL U20601875

5

011

17 24

18BEGINNING WITH 1971 MODELS 13

15 1 203

W.S. 118.00 '

BEGINNING WITH19 1973 MODELS

20

2221

7

THRU 1972 MODELS

9. Wing Tip1. Electrical Leads 10. Wing Navigation Light 18. Bracket2. Cap 11. Spacer 19. Nutplate3. Washer 12. Flash Tube Assembly 20. Bolt4. Insulated Washer 13. Lens 21. Power Supply5. Spring 14. Screw 22. Inspection Plate6. Insulator 15. Lens Retainer 23. Rear Spar7. Housing - Plug 16. Bulb 24. Wing Tip Rib8. Housing - Cap 17. Seal 25. Gasket

Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 2 of 2)

Change 1 17-31

‡ THRU 1972 MODELS

1A BEGINNING WITH 1973 MODELS

2A

5

6

16

1810

118114 13

15 13Detail

12 CA TION• ,. When inserting lamp into socket

y , always use a handkerchief or a, tissue to prevent getting finger-

prints on the lamp.

Detail ÂNOTE

Fingerprints on lamp may short-en the life of the lamp.

1. Dome 7. Socket Assembly 13. Housing - Cap2. Gasket 8. Nutplate 14. Housing - Plug3. Lamp 9. Tip Assembly - Fin 15. Plate4. Screw 10. Spacer 16. Stabilizer Skin - Upper5. Baffle 11. Flasher Assembly 17. Resistor6. Clamp Assembly 12. Fin Assembly 18. Washer

Figure 17-9. Flashing Beacon Light Installation

17-32 Change 1

' A B A C

AIRCRAFT SERIALS THRU P20600648AND U206-1235 THRU P20601587

2

1010

2

10 56 65

9

DETAIL A DETAIL DETAILTYPICAL

INSTALLATION

1. Light Fitting Assembly 4. Retainer 8. Cover2. Nut 5. Washer 9. Screw3. Light Assembly 6. Bracket 10. Bulb

7. Gasket

Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 1 of 2)

17-33

AIRCRAFT SERIAL U20601588THRU U20601700

AIRCRAFT SERIAL U20601701THRU U20601874

BEGINNING WITH AIRCRAFTSERIAL U20601875

1

1

12 VOLT 24 VOLT

Detail A Detail

1. Reflector 5. Screw2. Lamp 6. Nut3. Lamp Socket 7. Tinnerman Screw4. Housing 8. Tinnerman Nut

Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 2 of 2)

17-34

6 A5

4

12

3

raraenirs

tor4. Mica Washer5. Housing - Socket6. Heat Sink7. Mounting Bracket

Detail Â

Figure 17-11. Transistorized Light Dimming Installation

and the comfort control panel. The ac voltage re- The pedestal lights are controlled by the instrumentquired to drive the "EL" panels is supplied by a small light rheostat.inverta-pak (power supply) located behind the instru-ment panel. The intensity of the "EL" panel lighting 17-83. REMOVAL AND INSTALLATION. For re-is controlled by a rheostat located on the instrument moval and replacement of the pedestal lamp, slidepanel. Beginning with aircraft serials P20600635 the cap and lens assembly from the base. Slide theand U20601493 a resistor is installed ahead of the lamp from the socket and replace.dimming EL rheostat as a lood for the AC output ofthe E inverter. Due to heat dissipation, the resistor 17-84. INSTRUMENT POST LIGHTING.must be kept away from the wire bundle. Refer tofigure 17-1 and 17-13. 17-85. DESCRIPTION. Individual post lighting may

be installed as optional equipment to provide for non-17-81. PEDESTAL LIGHTS . glare instrument lighting. The post light consists of

a cap and a clear lamp assembly with a tinted lens.17-82. DESCRIPTION. The pedestal lights consist The intensity of the instrument post lights is con-of two post type lights mounted on the pedestal to trolled by the radio light dimming rheostat locatedilluminate the rudder and elevator trim controls. on the switch panel.

Change 1 17 -35

NOTE

Adjust the overhead map light so that the for-ward edge of the lighted area is 3. 0 (±1.0)inches aft of the control wheel (when full for-ward).

112

6

3 8

11

190

15

1413

11

12

Detail A

1. Panel Light Bracket 7. Panel Light Housing 12. Screw2. Nutplate 8. Lamp 13. Slide Knob3. Washer 9. Clip 14. Panel Light Cover4. Spacer 10. Slide Cover 15. Lamp Socket5. Spring 11. Adjustment Screw 16. Grommet6. Tinnerman Nut 17. Nut

Figure 17-12. Overhead Console Installation

17-36

B

42

Detail ABEGINNING WITH U20601875 \

1. Nut2. Inverta-pak, Power Supply3. Washer4. Screw Detail

THRU U20601874

Figure 17-13. Electroluminescent Panel Inverta-pak Power Supply

Change 2 17-37

17-86. REMOVAL AND INSTALLATION. For re- c. Detach wires from the terminal strip along themoval and replacement of the instrument post lamps, edge of the circuit board. Note the connection forslide the cap and the lens assembly from the base. reference when replacing the board.Slide the lamp from the socket and replace. d. To install the control wheel map light, reverse

the procedure.17-87. COURTESY LIGHTS.

NOTE17-88. DESCRIPTION. The lights consist of onelight located on the underside of each wing to pro- It is recommended that the board be replacedvide ground lighting around the cabin area. The as an assembly if the lamps should becomecourtesy lights have clear lens and are controlled defective. If personnel familiar with etchedby a single slide switch labeled, "Utility Lights, " circuit board repair work are available, emer-located on the left rear door post. The switch also gency repairs of the map light assembly mayoperates the dome lights thru 1972 Models. be made by soldering leads to #330 lamps

and then soldering the lamps to the board in17-89. REMOVAL AND INSTALLATION. Refer to place of those provided. The lamps should beFigure 17-14 for removal and installation, secured in place with a spot of epoxy cement

after soldering.17-90. INTERIOR LIGHTING. Thru 1972 Modelsthe cabin interior is illuminated by two dome lights, 17-95. REMOVAL AND INSTALLATION (AIRCRAFTone dome light on each side of the aft cabin. The U20601445 THRU U20601700) (Refer to Figure 17-15.)dome lights are controlled by a single slide switch a. Rotate the control wheel 90° to the left to gainlabeled "Utility Laghts, " located on the left door post. access to the underside of the control wheel.The switch also operates the courtesy lights. Be- b. Remove two screws and nuts holding map lightginning with 1973 Models a single dome light is in- assembly to control wheel.stalled overhead center aft of the rear spar. The c. Detach two wires from the terminal strip abovelight is controlled by a rocker switch on the assembly. the map light. Note the connection and mark for re-

ference when replacing the wires.17-91. REMOVAL AND INSTALLATION. Thru 1972 d. To install the control wheel map light reversemodels for removal and replacement of dome lamps, this procedure.pry light assembly out of retainer then pry socket e. For replacement of defective lamps, removeout of light assembly. Twist the bayonet type lamp two screws holding map light cover in place and un-from the socket and replace. Beginning with 1973 plug rheostat to remove cover.models the lens snap out for access to the lamp. f. Unsnap lamp sockets and replace lamps.

g. To reassemble, reverse this procedure.17-92. CONTROL WHEEL MAP LIGHT.

17-96. REMOVAL AND INSTALLATION. (AIRCRAFT17-93. DESCRIPTION. As optional equipment, a SERIAL U20601701 THRU U20601757).white, dimmable map light may be installed on the a. Disconnect electrical cable connector of aft sideunderside of the pilot's control wheel. On 1969 of control wheel.models, a solid-state dimming circuit along with a b. Remove screws securing control wheel backminiature dimming control was used. On 1970 plate to control wheel tube adapter.thru 1971 models, a new type of optional map light c. Remove screws securing plate to control wheel.has been installed on the underside of the pilot's d. Disconnect socket from map light lamp and re-control wheel. The new map light assembly con- flector unit.sists of a rectangle shaped housing containing two e. Remove lamp and reflector unit.small lamps and a small rheostat. On both type ofinstallations, the dimming control extends just be- NOTElow the edge of the control wheel map light housingfor convenient thumb or finger operation. For dim- Lamp and reflector unit are bonded to con-ming the control should be rotated clockwise. Be- trol wheel.ginning with 1972 models the control wheel maplight is internally mounted in the control wheel. Thru1974 models a rheostat switch located on the righthand forward side of the wheel controls the light, Beg Care must be taken in removing excessBeginning with 1975 models the rheostat switch is bonding material, (do not hammer onlocated on the lower right hand side of the control control wheel) as control wheel could bewheel. damaged.

17-94. REMOVAL AND INSTALLATION (THRU U f. Using Conley Weld C1 and C2 or Hysol 5095 and206-1444) (Refer to Figure 17-15.) 3673, bond new lamp and reflector unit.a. Rotate the control wheel 90° to the left to gain g. To reassemble, reverse this procedure.

access to the underside of the control wheel.b. Remove four screws at the corner of the etched

circuit board assembly.

17-38 Change 2

1

10

11

3

1 6

7

21


Detaii A

101 6

1. Tinnerman Nut2. Grommet 113. Screw4. Reflector5. Socket6. Bulb7. Inspection Plate8. Doubler9. Lens

10. Spacer11. Nutplate

1970 MODELS & ON

Detaii A

Figure 17 -14. Courtesy Light Installation

17 -39

8 1

6


1 yNOTE

The "NAV LIGHTS" switch must be turnedon in order to operate the control wheelmap light.

1. Screw 4. Map Light Housing 7. Resistor2. Lamp 5. Transistor 8. Terminal Board3. Dimming Control 6. Circuit Board 9. Control Wheel

Figure 17-15. Control Wheel Map Light Installation (Sheet 1 of 4)

17-97. REMOVAL AND INSTALLATION. (BEGINN- 17-98. COMPASS AND RADIO DIAL LIGHTS.ING WITH AIRCRAFT SERIAL U20601758 AND ALLSERVICE PARTS BEGINNING WITH U20601701). To 17-99. DESCRIPTION. The compass and radio dialremove, push upward on the lamp and turn. The lamp lights are contained within the individual units. Theand reflector is replaced as a unit.

SHOP NOTES:

17 -40 Change 2

NOTE

The "NAV LIGHTS" switch must be turned 6

on in order to operate the control wheelmap light.

81

12

131. Terminal Block2. Nut3. Spectastrip Cable4. Sta-Strap

5 5. Screw6. Control Wheel

14 7. Housing8. Socket (Lamp)

12 5 9. Socket (Rheostat)10. Plug Button11. Lamp12. Lens

Detail A 13. Cover14. Rheostat

1970 AND 1971 MODELS


Change 2 17-41

NOTE10 11 12 13

The "NAV LIGHTS" switch must be turned 14on in order to operate the control wheelmap light. 5

2

3 18

118

1972 MODELS10 11 12 13

9

7

615

34 2019

2 16

18 21

1973 THRU 1974 MODELS

1. Tube 8. Map Light Assembly 15. Plug2. Cover 9. Control Wheel 16. Bracket3. Adapter 10. Pad 17. Cable4. Rubber Cover 11. Mike Switch 18. Connector5. Plate 12. Plug 19. Socket6. Map Light Rheostat 13. Insulator 20. Bracket7. Terminal Block 14. Electric Trim Switch 21. Lamp


17-42 Change 2

7

11

10

14 13


1. Control Tube Assembly 8. Pad2. Cover 9. Mike Switch3. Adapter 10. Plug4. Connector 11. Insulator5. Plate 12. Map Light Assembly6. Map Light Rheostat 13. Lamp7. Control Wheel 14. Knob (Map Light)



light intensity is controlled by the radio dial light 17-103. DESCRIPTION. The stall warning circuitdimming rheostat mounted on the lower left side of is comprised of a warning horn and an actuatingthe instrument panel. switch. The switch is installed in the leading edge

of the left wing and is actuated by airflow over the17-100. ELECTRIC CLOCK. surface of the wing. The switch will close as a

stall condition is approached, actuating the warning17-101. DESCRIPTION. The electric clock is con- horn which is mounted on the glove box. The stallnected to the battery through a 1-ampere fuse mount- warning unit should actuate the stall warning horned adjacent to the battery box. The clock has a sweep approximately five to ten miles per hour above thesecond hand and is an electro-mechanical type which aircraft stall speed. Install the lip of the warningrewinds approximately every one and one-half minutes· unit approximately one-sixteenth of an inch below

the centerline of the wing skin cutout. Test fly17-102. STALL WARNING SYSTEM. the aircraft to determine if the unit actuates the

2

6 ‡ Detail A

1. Wing Skin

4 2. Actuator3 Scinnerman Nut

5. Map Compartment6. Stall Warning Horn

Detail *THRU 1971 MODELS

‡BEGINNING WITH 1972 MODELS

Figure 17-16. Stall Warning, Actuator and Horn Installation

Change 1 17 -43

warning horn at the desired speed. If the unit actu- ice formations on the pitot tube and stall warningates the warning horn at a speed in excess of ten actuator switch. The heaters are integrally mountedmiles per hour above stall speed, loosen the mount- in the pitot tube and the stall warning actuator switch.ing screws and move the unit down. If the unit actu- Both heaters are operated by the pitot heat switch.ates the horn five miles per hour below stall speed,loosen the mounting screws and move the unit up. 17-106. REMOVAL AND INSTALLATION OF PITOT

HEATER. Refer to Figure 17-17 for removal and17-104. PITOT AND STALL WARNING HEATERS. installation.

17-105. DESCRIPTION. Electrical heater units are 17-107. CIGAR LIGHTER.incorporated in some pitot tubes and stall warningswitch units. The heaters offset the possibility of 17-108. DESCRIPTION. A special circuit breaker is

1. Electrical Leads2. Pitot Tube -

3. Heating Element Detail

Figure 17-17. Pitot Heater Installation

5

6

34

8

ec elent

5. Shell10 6. Circuit Breaker2 7. Probe

1 8. Nut9. Lockwasher

10. Power Wire

Figure 17-18. Cigar Lighter Installation

17-44

contained in a small cylinder screwed directly on mize the strong air flow buffeting within the cabinthe back of the cigar lighter socket. The circuit when cargo doors are removed. The rocker-typebreaker is a bi-metallic type and is resettable. To steering switch is mounted inside the cabin on thereset a breaker, make sure that the master switch upper sill of the cargo door opening and is used byis off, then insert a small diameter pin (end of a the sky diver to signal the pilot of his desired flightpaper clip works) into the hole in the phenolic back path over the drop zone. A steering signal lightplate of the breaker and apply pressure. A small console, with red and green lights controlled byclick will be heard when the breaker resets. operation of the steering switch, is mounted on top

of the instrument panel. Illumination of the red light17-109. REMOVAL AND INSTALLATION (Refer to indicates to the pilot that the diver desires that theFigure 17-18.) aircraft be steered left; conversely, a green lighta. Ensure that the master switch is "OFF. " shows that the pilot is to steer right. Removal ofb. Remove cigar lighter element. the cargo doors necessitates the installation of ac. Disconnect wire on back of lighter. depressor plate over the wing flap circuit interruptd. Remove shell that screws on socket back of switch to permit flap operation with doors removed.

panel. (Under normal operations with the cargo door in-e. The socket will then be free for removal. stalled the switch prevents flap operation wheneverf. To install a cigar lighter, reverse this proced- the front cargo door is open to prevent accidental

ure, damage to the door or wing flap if the flaps arelowered.)

17-110. SKYDIVING KIT.17-112. REMOVAL AND INSTALIATION. For re-

17-111. DESCRIPTION. The kit consists of a moval and installation of skydiving kit, refer to Fig-spoiler, sky diver steering switch, and a steering ure 17-19. Refer to wing flap wiring diagrams in thesignal light console. The spoiler is installed on the Wiring Section of this manual for wiring associateddoor hinges of the removed front cargo door to mini- with the flap circuit interrupt switch.

5 6

7

Detail Detail

101. Spoiler Assembly2. Angle - Flap Switch3. Screw 12

S ceakh 4 13

8. Escutcheon9. Cover Detail

10. Light Assembly - Right11. Nutplate12. Grommet13. Bracket Assembly14. Bulb15. Spoiler Assembly

Figure 17-19. Sky Diving Components Equipment Installation

17-45

17-113. EMERGENCY LOCATOR TRANSMITTER.

17-114. DESCRIPTION. The ELT is a self-contained, Do not leave the emergency locator transmittersolid state unit, having its own power supply, with an in the ON position longer than 5 seconds orexternally mounted antenna. The C589510-0209 trans- you may activate downed aircraft proceduresmitter is designed to transmit simultaneously on dual by C. A. P. , D. O. T. or F. A. A. personnel.emergency frequencies of 121.5 and 243.0 Megahertz.The C589510-0211 transmitter used for Canadian WARNINGregistry, operates on 121. 5 only. The unit is mount-ed in the tailcone, aft of the baggage curtain on the Magnesium (6-cell) battery-packs (excludingright hand side. The transmitters are designed to 4 cell lithium battery-packs) after prolongedprovide a broadcast tone that is audio modulated in a continuous use (1 hour) in a sealed environ-swept manner over the range of 1600 to 300 Hz in a ment give off explosive gas. If your ELTdistinct, easily recognizable distress signal for re- has operated for this time period or longer,ception by serch and rescue personnel and others as a precautionary measure, loosen themonitoring the emergency frequencies. Power is ELT cover screws, lift the cover to breaksupplied to the transmitter by a battery-pack which air tight seal and let stand for 15 minuteshas the service life of the batteries placarded on the before tightening screws. Keep sparks,batteries and also on the outside end of the transmit- flames and lighted cigarettes away fromter. ELT's thru early 1974 models, were equipped battery-pack.with a battery-pack containing six magnesium "D"size dry cell batteries wired in series. (See figure NOTE17-20) Mid 1974 thru early 1975, ELT's are equippedwith a battery-pack containing four "in-line" lithium After relatively short periods of inactivation,"D" batteries wired in series. Early 1975 and on the magnesium (6-cell) battery-pack developsELT's are equipped with a battery-pack containing a coating over its anode which drasticallyfour lithium "D" size batteries which are stacked in reduces self discharge and thereby givestwo's (See figure 17-22). The ELT exhibits line of the cell an extremely long storage life.

sight transmission characteristics which correspond This coating will exhibit a high resistance

approximately to 100 miles at a search altitude of to the flow of electric current when the10, 000 feet. When battery inspection and replacement battery is first switched on. After a short

schedules are adhered to, the transmitter will broad- while (less than 15 seconds), the battery

cast an emergency signal at rated power (75 MW_ current will completely dissolve this coating

minimum), for a continuous period of time as listed and enable the battery to operate normally.

in the following table. If this coating is present when your ELT istable, activated, there may be a few seconds delay

before the transmitter reaches full power.TRANSMITTER LIFE

TO 75 MILLIWATTS OUTPUT 17-116. CHECKOUT INTERVAL:

100 HOURS.6 Cell 4 Cell

Temperature Magnesium Lithium a. Turn aircraft master switch ON.Battery Pack Battery Pack b. Turn aircraft transceiver ON and set frequency

on receiver to 121. 5 MHz.+130°F 89 hrs 115 hrs c. Remove the ELT's antenna cable from the ELT+

70°F 95 hrs 115 hrs unit.-

4°F 49 hrs 95 hrs d. Place the ELT's function selector switch in the-

40°F 23 hrs 70 hrs ON position for 5 seconds or less. Immediately re-place the ELT function selector switch in the ARMposition after testing ELT.

Battery-packs have a normal shelf life of five to ten e. Test should be conducted only within the time(5-10) years and must be replaced at 1/2 of normal period made up of the first five minutes after anyshelf life in accordance with TSO-C91. Cessna hour,specifies 3 years replacement of magnesium (6-cell)battery-packs and 5 years replacement of lithium(4-cell) battery packs.

Tests with the antenna connected should be17-115. OPERATION. A three position switch on the approved and confirmed by the nearest controlforward end of the unit controls operation. Placing tower.the switch in the ON position will energize the unitto start transmitting emergency signals. In the OFF NOTEposition, the unit is inoperative. Placing the switchin the ARM position will set the unit to start trans- Without its antenna connected, the ELT willmitting emergency signals only after the unit has produce sufficient signal to reach your receiver,received a 5g (tolerances are +2g and -Og) impact yet it will not disturb other communicationsforce, for a duration of 11-16 milliseconds. or damage output circuitry.

17-46 Change 3

i 1411

EMERGENCY LOCATOR TRANSMITTER

INSTALLED AFT OF THIS PARTITION.

MUST BE 5ERVICED IN ACCORDANCE

WITH FAR PART 91.52

PLACARD LOCATED ON UPPER R. H.COR AGGA2GE CURTAIN

g 6

1. Tailcone Skin3 Detail

2. Bracket *(Refer to paragraph 17-118.)3. Transmitter4. Battery Pack5. Seal 36. Cover7. Connector 58. Arm Switch 69. Co-axial Cable 18

10. Sta-strap11. Antenna 1912. Doubler13. Rubber Washer14. Rubber Boot15. Metal Strap 1

Detail16. Suppressor

7 '18 8

19

3 NOTE

15 Metal Strap (15) must be positioned so that6 latch is on top of transmitter as installed

in the aircraft and not across transmitter

Detail

17. Placard18. Fabric Fastener - Hook19. Fabric Fastener - Pile

Figure 17-20. Emergency Locator Transmitter Installation

Change 3 17-47

NOTE a. Disconnect co-axial cable from base of antenna.b. Remove the nut and lockwasher attaching the

After accumulated test or operation time antenna base ot the fuselage and the antenna will beequals 1 hour, battery-pack replacement free for removal.is required. c. To reinstall the antenna, reverse the preceding

steps.f. Check calendar date for replacement of battery-

NOTEpack. This date is supplied on a sticker attached tothe outside of the ELT case and to each battery. Upon reinstallation of antenna, cement

rubber boot (14) using RTV102, General17-117. REMOVAL AND INSTALLATION OF TRANS- Electric Co. or equivalent, to antennaMITTER. (Refer to figure 17-20.) whip only; do not apply adhesive to fus-

a. Remove the baggage curtain to gain access elage skin or damage to paint may result.to the transmitter and antenna.

b. Disconnect co-axial cable from end of transmit- CAUTI Niter.

c. Depending upon the particular installation, either In-service 6 cell magnesium battery-packcut four sta-straps and remove transmitter or cut powered ELT's require the installation of asta-strap securing antenna cable and unlatch metal static electricity suppressor in the antennastrap to remove transmitter. cable to prevent the possibility of damage to

the case of the ELT. Refer to Cessna Avion-NOTE ics Service Letter AV74-16 and figure 17-20.

Transmitter is also attached to the mounting 17-119. REMOVAL AND INSTALLATION OF MAG-bracket by velcro strips, pull transmitter to NESIUM SIX (6) CELL BATTERY-PACK. (Refer tofree from mounting bracket and velcro. figure 17-21.)

NOTENOTE

On aircraft incorporating Cessna ELT'sTo replace velcro strips, clean surface thor- manufactured by Leigh (Shark 7 series),oughly with clean cloth saturated in one of the when replacing battery-pack refer tofollowing solvents: Trichloric thylene, Ali- Cessna Avionics Service Letter AV75-5,phatic Napthas, Methyl Ethyl Ketone or En- dated July 3, 1975.mar 6094 Lacquer Thinner. Cloth should be NOTEfolded each time the surface is wiped to pre-sent a clean area and avoid redepositing of Since replacement 6 cell magnesium battery-grease. Wipe surface immediately with clean packs are no longer available, when in-dry cloth, do not allow solvent to dry on sur-

service units require replacement, use theface. Apply Velcro #40 adhesive to each sur-

4 cell lithium battery-pack. Refer to para-face in a thin even coat and allow to dry until graph 17-120quite tacky, but no longer transfers to thefinger when touched (usually between 5 and30 minutes). Porous surfaces may require TRANSMITTERtwo coats. Place the two surfaces in contact C589510-0102and press firmly together to insure intimatecontact. Allow 24 hours for complete cure.

e. To reinstall transmitter, reverse precedingsteps.

NOTE

An installation tool is required to properly o - o (o

secure sta-straps on units installed with'

sta-straps. This tool may be purchasedlocally or ordered from the Pandiut Cor-poration, Tinley Park, Ill., part number ELECTRICAL BATTERY-PACK

GS-2B (Conforms to MS90387-1). CONNECTOR C589510-0105(6 Cell Magnesium)

Ensure that the direction of flight arrows Figure 17-21. Magnesium 6 Cell(placarded on the transmitter) are pointing Battery-Pack Installationtowards the nose of the aircraft.

17-120. REMOVAL AND INSTALLATION OF LITHIUM17-118. REMOVAL AND INSTALLATION OF FOUR (4) CELL BATTERY-PACK. (Refer to figureANTENNA. (Refer to figure 17-20.) 17-22.)

17-48 Change 3

NOTE

On aiteraft incorporaring Cessna ELT's Be sure to enter the new battery-pack expira-manufactured by Leigh (Shark 7 series), tion date in the aircraft records. It is alsowhen replacing battery-pack refer to recommended this date be placed in your ELTCessna Avionics Service Letter AV75-5, Owner's Manual for quick reference.dated July 3, 1975.

NOTE

Transmitters equipped with the 4 cell battery- TRANSMITTER BATTERY PACKpack can only be replaced with another 4 cell C589510-0202 C589510-0205battery-pack. (4 Cell Lithium)

a. After the transmitter has been removed fromaircraft in accordance with para. 17-117, place the Mahd28transmitter switch in the OFF position.

b. Remove the nine screws attaching the cover tothe case and then remove the cover to gain access to Cthe battery-pack.

NGI'E

ELECTRICAL JET MELTRetain the rubber "O" ring gasket, rubber CONNECTOR ADHESIVEwashers and screws for reinstallation. 3M (PN 3738)

c. Disconnect the battery-pack electrical connectorand remove battery-pack.

d. Place new battery-pack in the transmitter with Moh 6e

four batteries as shown in the case in figure 17-22.e. Connect the electrical connector as shown in fig-

ure17-22.

o - fo3 , o (oNOT E

TRANSMITTER BATTERY PACKBefore installing the new 4 cell battery- C589510-0209 C589510-0210pack, check to ensure that its voltage is11.2 volts or greater.

Figure 17-22. Lithium 4 CellBattery Pack Installations

If it is desireable to replace adhesive mate-rial on the 4 cell battery-pack, use only 3MJet Melt Adhesive #3738. Do not use otheradhesive materials since other materialsmay corrode the printed circuit board assem- 17-121. TROUBLE SHOOTING. Should your Emer-bly• gency Locating Transmitter fail the 100 Hours per-

formance checks, it is possible to a limited degreef. Replace the transmitter cover by positioning the to isolate the fault to a particular area of the equip-

rubber "O" ring gasket, if installed, on the cover ment. In performing the following trouble shooting

and pressing the cover and case together. Attach procedures to test peak effective radiated power,cover with nine screws and rubber washers, you will be able to determine if battery replacement

g. Remove the old battery-pack placard from the is necessary or if your unit should be returned toend of transmitter and replace with new battery-pack your dealer for repair.placard supplied with the new battery-pack.

SHOP NOTES:

Change 3 17-49


*POWER LOW Low battery voltage. 1. Set toggle switch to off.2. Remove plastic plug from the remote jackand by means of a Switchcraft #750 jackplug,connect a Simpson 260 model voltmeter andmeasure voltage. If the battery-pack voltageon the 6-cell magnesium battery pack trans-mitter is 10.8 volts or less, and on the 4-celllithium battery pack transmitters is 11.2 voltsor less, the battery pack is below specification.

Faulty transmitter. 3. If the battery-pack voltage meets thespecifications in step 2, the battery-packis O. K. If the battery is O. K. , check thetransmitter as follows:

a. Remove the voltmeter.b. By means of a switcheraft 750 jackplug

and 3 inch maximum long leads, connect aSimpson Model 1223 ammeter to the jack.

c. Set the toggle switch to ON and observethe ammeter current drain. If the current -

drain is in the 85-100 ma range, thetransmitter or the co-axial cable is faulty.

Faulty co-axial 4. Check co-axial antenna cable for highantenna cable. resistance joints. If this is found to be

the case, the cable should be replaced.

*This test should be carried out with the co-axial cable provided with your unit.

SHOP NOTES:

17 -50 Change 3

ELECTRICALLOAD ANALYSISCHART24 VOLT ALL MODELS

AtiPS RE3DSTANDARD EQUIPMENT (RUNNING LOAD) 1971 1972 1973 1974 1975 1976

Battery Contactor . . . . . . . . . . 0.6 .41 .41 .41 .41 .41

Clock . . . . . . . . . . . . . . . . . . . . . . . . . . † † † † † †Cylinder Head Tenaperature Indicator . . . . . . . . . . . 0.2 .039 .039 0.039 0.039 0.039Fuel Quantity Irxlicators . . . . . . . . . . . . . . . . . 0.4 .12 .12 0.12 0.12 0.12Flashing Beacon . . . . . . . . . . . . . . . . . . . . . 7.0 6.0 6.0 4.0 4.0 4.0Instrument Lights

a. Electrohnninescent Panel . . . . . . . . . . . . . .03 .03 .03 0.02 0.02 0.02b. Cluster . . . . . . . . . . . . . . . . . . . . . 0.2 0.2 0.2 0.16 0.16 0.16c. Console*

. . . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.14 1.14 1.14d. Conapass . . . . . . . . . . . . . . . . . . . . .04 .04 .04 0.04 0.04 0.04

Position Lights . . . . . . . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.0Turn Coordiretor . . . . . . . . . . . . . . . . . . . . 0.4 .28 .28 0.3 0.3 0.3

OPTIONAL EQUIPMENT (RUNNING LOAD)

Heated-Pitot. . . . . . . . . . . . . . . . . . . . . . . 5.8 5.8 5.8 5.8 5.8 5.8

Strobe Lights . . . . . . . . . . . . . . . . . . . . . . 4.0 4.0 4.0 4.0 4.0 4.0Carburetor Air Tennp . . . . . . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03Cessna 200A Navomatic (Type AF-295A) . . . . . . . . . .

---- --- - 1. 5 --- --

Cessna 200A Navomatic (Type AF-295B) . . . . . . . . . .- --- - -- 1. 5 1. 5

Cessna 300 10DF (Type R-521B) . . . . . . . . . . . . . . 1.6 --- ---- --- ------

Cessna 300 AUDF(Type R-546A) . . . . . . . . . . . . . .--- 1.0 1.0 1.0 1.0 1.0

Cessna 300ADF (Type R-546E) . . . . . . . . . . . . . .--- 1.0 1.0 1.0 1.0 1.0

Cessna 300 IdarkerBeacon (Type R-502B). . . . . . . . . . .02 .02 .02 0.02 0.02 0.02Cessna 300 Nav/Com (90 Channel-Type RT-517R) . . . . . . 4. 5 ---- ---- -- ---

---

Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . . . . . 4. 5 --- ---- ---- --

---

Cessna 300 Nav/Com (100 Channel-Type RT-508A). . . . . .--- 1.9 1.9 ---· ----

----

Cessna300Nav/Com(360Channel-TypeRT-308C).. . . . .

--- ---- --- 1.5 1.5 1.5Cessna 300 Nav/Com (360 Channel-Type RT-528A). . . . . .

--- 1.9 1.9 --- ---

---

Cessna 300 Nav/Com (360 Channel-Type ITT-528E). . . . . .---- --- 1.9 1.9 1.9 1.9

Cessna 300 Nav/Com (360 Channel-Type RT-328A). . . . . .---- --- 1.9 -- ---

---

Cessna 300 Nav/Com (360 Channel-Type RT-328C) . . . . . .-- --- -- 1. 5 ---

---.-

Cessna 300 Nav/Com (720 Channel-Type RT-328D) . . . . . .- -- -- 1. 5 1. 5

Cessna 300 Transceiver (Type RT-524A) . . . . . . . . . . 2.1 2.1 2.1 2.1 2.1 2.1Cessna 300 HF Transceiver (Type PT-10A) . . . . . . . . . 1.0 1.0 1.0 1.0 ---

--

Cessna 300 Transponder (TypeKT-75R). . . . . . . . . . 0.7 0.7 --- --- ---

---.

Cessna 300 Transponder (TypeKT-76 & KT-78) . . . . . . .---- 1.3 1.3 --- ---

---.

Cessna 300 Transponder (Type Iff-359A) . . . . . . . . . .--- --- --- 1.0 1.0 1.0

Cessna 300 Navomatic (Type AF-512C) . . . . . . . . . . , 1.8 --- --- ---

-----

Cessna 300 Navomatic (Type AF-512D) . . . . . . . . . . .--- 1. 8 -- - ---

---

Cessna 300 Navomatic (Type AF-394A) . . . . . . . . . . .-- ---- 1.75 1.8 ---

-.-

Cessna 300A Navomatic (Type AF-395A) , . . . . . . . . .- - ---- - 2.0 2.0

Cessna 300 DME (Type KN-60B) . . . . . . . . . . . . . . 3.0 -- -- ---

---

Cessna 300 DME (Type KN-60C) . . . . . . . . . . . . . .

--- 3.0 3.0 2.4 -

---

Cessna 400 ADF (Type R-324A) . . . . . . . . . . . . . . 1.8 -- -

Cessna 400 ADF (Type R-346A) . . . . . . . . . . . . . .- 1.0 1.0 1.0 -

---

Cessna 400ADF (Type R-446A) . . . . . . . . . . . . . .

--- --- --- --- 1.0Cessna400 Glideslope (Type R-543B). . . . . . . . . . . . 0.4 0.4 0.4 0.4 0.4 0.4Cessna 400 Glideslope (Type R-443A) . . . . . . . . . . . .

---- - 0. 4 --- ---

--

Cessna 400 Glideslope (Type R-443B). . . . . . . . . . . .

--- --- -- 0.32 0.32 0.32Cessna 400 Nav/Com (Type Iff-522A). . . . . . . . . . . . 3.0 3.0 3.0 3.0 3.0 3.0Cessna 400 Nav/Com (Type RT-422A). . . . . . . . . . . .

--- - 2. 5 1.7 ----

-.-

Cessna 400 Transceiver (Type RT-532A) . . . . . . . . . . 2.2 2.2 ---

----

Cessna 400 Transceiver (Type RT-432A) . . . . . . . . . .

- - 1.7 1.4 ---

--

Cessna400 Transponder (Type Íff-506A) . . . . . . . . . . 1.5 1.5 1.5 --- ---

---

Cessna400 Transponder (Type ITT-459A) . . . . . . . . . .

--- --- --- 1.0 1.0 1.0Cessna 400 Nav-O-Matic (Type AF-520C)

. . . . . . . . . . 1.2 1.2 ---- ---

--..-

Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . . . . . .

---- 1.2 1.2 1.2 1.2

Change 3 17-51

ELECTRICAL LOAD ANALYSIS CHART (CONT.)24 VOLT ALL MODELS

OPTIONAL EQUIPMENT (RUNNING LOAD) AflPS RE3D

(CON T.) 1971 1972 1973 1974 1975 1976

Cessna 400 Area Nav (Type RN-478A). . . . . . . . . . .--- - -- -- -- 0. 5

Cessna 400 DME (Type R -476A) . . . . . . . . . . . . .-- - --- --- --- 2. 5

Bendix MKR BCN RCVR (Type GM-247A) . . . . . . . . .-- - -- --- --

.100

KingKN-65DME.................... --- ---- 1.4 1.4 1.4

SunairSSBTransceiver(TypeASB-125).. . . . . . . . . 2.5 2.5 2.5 2.5 2.5 2.5

Narco Mark 12B Nav/Com with VOA-40 or VOA-50. . . . 4.6 -- -- -- ---

--

Narco UGR-2 Glideslope Receiver . . . . . . . . . . . . .23-

--- --- ----

-

KingKN-60CDME................... -- --- --- -- 2.4 2.4Pantronics PT-10A HF Transceiver . . . . . . . . . . .

- --- - ---- 1. 5 1. 5

ITEMS NOT CONSIDERED AS PART OFRUNNING LOAD.

Auxiliary Fuel Pump . . . . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. OCigaretteLighter.................... 7.0 7.0 7.0 7.0 7.0 7.0FlapMotor ...................... 8.5 8.5 8.5 8.5 8.5 8.5Landing Lights (Each) . . . . . . . . . . . . . . . . . . 3. 57 3. 57 3. 57 3. 57 3. 57 3. 57OilDilutionSystem. . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.0 1.0 1.0StallWarningHorn................... .25 .25 .25 .28 .28 .28

WingCourtesyLightsandCabinLights. . . . . . . . . . 1.2 1.2 1.2 1.65 1.65 1.65SkyDivingLights . . . . . . . . . . . . . . . . . . . .04 .04 .04 .04 .04 .04

*Console lights not used with post lights.Only one or the other may be used at one time.

†Negligible

12 VOLT ALL MODELS

STANDARD EQUIPMENT AMPS REOD

(RUNN INGLO A D) 1969 1970 1971 1972 1973 1974 1975

Battery Contactor . . . . . . . . . . . . . . . . 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6Clock ..................... † † † † † † †Cylinder Head Temperature Indicator. . . . . . . . 0.2 0.2 0.2 0.2 0.2 0.2 0.2FuelQuantityIndicators . . . . . . . . .. . . . 0.4 0.4 0.4 0.4 0.4 0.4 0.4Flashing Beacon . . . . . . . . . . . . . . . . . 7.0 7.0 7.0 7.0 7.0 7.0 7.0InstrumentLights ................

a. ElectroluminescentPanel. . . . . . . . . 0.5 0.5 0.5 0.5 0.5 0.4 0.4b. Cluster................. 0.3 0.3 0.3 0.3 0.3 0.32 0.32c. Console*

. . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.08 2.08d. Compass . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.8 0.8

Position Lights . . . . . . . . . . . . . . . . . . 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6Turn Coordinator. . . . . . . . . . . . . . . . . 0.8 0.8 0.8 0.8 0.8 0.8 0.8

OPTIONAL EQUIPMENT(RUNNING LOAD)

Heated-Pitot,StallWarningHeater. . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0StrobeLights ..................

-- --- 4.0 4.0 4.0 2.0 2.0CarburetorAirTemp. . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03 0.03Cessna 200A Navomatic Autopilot (Type AF-295A) . .

--- ---- ---- -- -- 2.0 ---

Cessna 200A Navomatic Autopilot (Type AF-295B) . .

--- -- - --- ---- ---- 2.0Cessna300ADF(TypeR-521B)

. . . . . . . . . . 1.6 1.6 1.6 ------- --- ---

17-52 Change 3

ELECTRICALLOAD ANALYSIS CHART (CONT.)12 VOLT ALL tsODELS

OPTIONAL EQUIPMENT (RUNNING AíAPS REQD

LOAD)(CONT.) 1969 1970 1971 1972 1973 1974 1975

Cessna300ADF(TypeR-546A). . . . . . . . . .

- --- -- 1.0 1.0 1.0 1.0Cessna300ADF(TypeR-546E)

. . . . . . . . . .

--- - - 1.0 1.0 1.0 1.0Cessna 300 Marker Beacon (Type R-502B) . . . . . .02 .02 .02 .02 .02 0.02 0.02Cessna 300 Nav/Com (90 Channel-Type RT-517R)

. . 4. 5 4. 5 4. 5 --- ----

Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . 4. 5 4. 5 4. 5 -- - ---

Cessna 300 Nav/Com (100 Channel-Type RT-508A). .-- -- -- 1.9 1.9 --- ---

Cessna300Nav/Com(360Channel-TypeRT-308C).. - --- --- --- - 1.5 1.5Cessna 300 Nav/Com (360 Channel-Type RT-528A). .

--- - --- 1.9 1.9 - --

Cessna 300 Nav/Com (360 Channel-Type RT-528E). .

-- ---- - --- 1.9 1.9 1.9Cessna 300 Nav/Com (360 Channel-Type RT-328A) . .

- - --- -- 1.9 -- --

Cessna 300 Nav/Com (360 Channel-Type RT-328C) . .- -- - --- -- 1. 5 ---

Cessna 300 Nav/Com (720 Channel-Type RT-328D). .

- --- - - - - 1. 5Cessna 300 Transceiver (Type RT-524A) . . . . . . 3.2 3.2 3.2 3.2 3.2 3.2 3.2Cessna 300 HF Transceiver (Type PT-10A) . . . . .

- - 1. 5 1. 5 1. 5 1. 5 -

Cessna 300 Transponder (Type KT-75R) . . . . . . 1. 5 1. 5 1. 5 1. 5 --

Cessna 300 Transponder (Type KT-76 & KT-78) . . .- - - 1. 3 1. 3 -- -

Cessna 300 Transponder (Type RT-359A). . . . . .

- -- - -- - 1.0 1.0Cessna 300 Navomatic (Type AF-512C) . . . . . . . 3. 5 3. 5 3. 5 - --- -- --

Cessna 300 Navomatic (Type AF-512D) . . . . . . .---- --- --- 3. 5 - --- ---

Cessna 300 Navomatic (Type AF-394A) . . . . . . .--- ---- - - 2.0 2.0 ---

Cessna 300A Navomatic (Type AF-395A) . . . . . .- -- - - - --- 2.0

Cessna 300 DME (Type KN-60B) . . . . . . . . . . 3.0 3.0 3.0 - - ----

Cessna 300 DME (Type KN-60C) . . . . . . . . . .-- - -- 3.0 3.0 3.0 -----

Cessna 400 ADF (Type R-324A) . . . . . . . . . . 2.0 2.0 2.0 --- - - ·---

Cessna400ADF(TypeR-346A). . . . . . . . . .

--- ---- ---- 1.0 1.0 1.0 ---

Cessna 400 ADF (Type R-446A) . . . . . . . . . .-- ---- ---- ---- -- ·----

Cessna 400 Glideslope (Type R-543B) . . . . . . . . 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5Cessna 400 Glideslope (Type R-443A) . . . . . . . .

-- -- - -- 0. 4 --- ·---

Cessna400Glideslope(TypeR-443B).. . . . . . .

--- --- ---- --- - 0.4 0.4Cessna 400 Nav/Com (Type RT-522A). . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. OCessna 400 Nav/Com (Type RT-422A). . . . . . . .

--- - - ---- 2. 5 2. 5 --

Cessna 400 Transceiver (Type RT-532A) . . . . . . 1. 5 1. 5 1. 5 1. 5 -

Cessna 400 Transceiver (Type RT-432A) . . . . . .

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

Cessna 400 Transponder (Type RT-506A) . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 ---- ----

Cessna 400 Transponder (Type RT-459A) . . . . . .

-- - 1.0 1.0Cessna 400 Nav-O-Matic (Type AF-520C) . . . . . .

- - 2.4 2.4Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . .

---- - --- - 1.2 1.2 1.2Sunair SSB Transceiver (Type ASB-12 5). . . . . . .

---- 5. 0 5. 0 5. 0 5. 0 5. 0 5. OFlashingBeacon................. 7.0 7.0 7.0 7.0 7.0 7.0 ----

KingKN-60CDME................ -- - - - --- - 3.0KingKN-65DME................. -- ---- - ---- -- 2.8 2.8Pantronics PT-10A HF Transceiver . . . . . . . .

--- - - - -- ------ 1. 5Narco Mark 12A Nav/Com . . . . . . . . . . . . . 4. 6 --- -- ---- ---- -----

Narco Mark 12B Nav/Com with VOA-40 or VOA-50.. 4.6 4.6 4.6 --- --- --

Narco UGR-2 Glideslope Receiver . . . . . . . . . .23 .23 .23-- -- ----

ITEMS NOT CONSIDERED AS PARTOF RUNNING LOAD

Auxiliary Fuel Pump . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. OCigaretteLighter . . . . . . . . . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0FlapMotor ................... 15.0 15.0 15.0 15.0 15.0 15.0 15.0LandingLights. . . . . . . . . . . . . . . . . . 15.6 15.6 15.6 15.6 15.6 15.6 15.6Oil Dilution System . . . . . . . . . . . . . . . . 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0Stall Warning Horn . . . . . . . . . . . . . . . . 0.25 0.25 0.25 0.25 0.25 0.25 0.25Wing Courtesy Lights and Cabin Lights . . . . . . . 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3Sky Diving Lights . . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.1 0.1

*Console lights not used with post lights.Only one or the other may be used at one time

†Negligible

Change 2 17-53/(17-54 blank

SECTION 18

STRUCTURAL REPAIR

TABLE OF CONTENTS Page Repairable Damage . . . . . . . . .18-3

Ailerons...............18-3STRUCTURAL REPAIR . . . . . . . . . . .

18-1 Negligible Damage . . . . . . . . .18-3

Repair Criteria . . . . . . . . . . . .18-1 Repairable Damage . . . . . . . . .

18-3Equipment and Tools . . . . . . . . . .

18-1 Damage Necessitating Re-Control Balancing Fixtures . . . . . .

18-1 placement of Parts . . . . . . . .18-3

SupportStands............18-1 Flaps................18-3Fuselage Repair Jig . . . . . . . . .

18-1 Negligible Damage . . . . . . . . .18-3

Wing Jig. . . . . . . . . . . . . . .18-2 Repairable Damage . . . . . . . . .

18-3Wing and Horizontal Stabilizer Damage Necessitating Re-

Angle-of-Incidence. . . . . . . . . .

18-2 placement of Parts . . . . . . . .18-3

Repair Materials . . . . . . . . . . . . 18-2 Elevators and Rudders . . . . . . . . .18-3

Wing .................18-2 NegligibleDamage..........18-3Skin.................18-2 RepairableDamage..........18-3

Negligible Damage . . . . . . . . .18-2 Damage Necessitating Re-

Repairable Damage . . . . . . . . .18-2 placement of Parts . . . . . . . . .

18-3Damage Necessitating Re- Fin and Stabilizer . . . . . . . . . . .

18-4placement of Parts . . . . . . . .

18-2 Negligible Damage . . . . . . . . . .18-4

Stringers . . . . . . . . . . . . . .18-2 Repairable Damage . . . . . . . . . .

18-4Negligible Damage . . . . . . . . .

18-2 Damage Necessitating Re-Repairable Damage . . . . . . . . .

18-2 placement of Parts . . . . . . . . .18-4

Damage Necessitating Re- Fuselage . . . . . . . . . . . . . . .18-4

placement of Parts . . . . . . . .18-2 Negligible Damage . . . . . . . . . .

18-4Ribs.................18-3 RepairableDamage..........18-4

Negligible Damage . . . . . . . . .18-3 Damage Necessitating Re-

Repairable Damage . . . . . . . . .18-3 placement of Parts . . . . . . . . .

18-4Damage Necessitating Re- Bulkheads . . . . . . . . . . . . . . .


18-3 Landing Gear Bulkheads . . . . . . .18-4

Spars . . . . . . . . . . . . . . . .18-3 Repair after Hard Landings . . . . . .


18-3 Replacement of Hi-Shear Rivets . . . . .18-4

Repairable Damage . . . . . . . . .18-3 Nose Gear Wheel Well and Firewall . . .

18-5Damage Necessitating Re- Baffles . . . . . . . . . . . . . . . .


18-3 Engine Cowling. . . . . . . . . . . . .18-5

Leading Edge . . . . . . . . . . . .18-3 Repair of Cowling Skins . . . . . . . .


18-3 Repair of Reinforcement Angles . . . .18-5

Repairable Damage . . . . . . . . .18-3 Repair of ABS Components

. . . . . . .18-5

Damage Necessitating Re- Repair of Glass-Fiber Constructed . . . .18-5

placement of Parts . . . . . . . .18-3 Components . . . . . . . . . . . . .

18-5Bonded Leading Edge Repair . . . . .

18-3 Bonded Doors . . . . . . . . . . . . . 18-5Negligible Damage . . . . . . . .

18-3 Repairable Damage - · - · · · · · · · 18-5

18-1. REPAIR CRITERIA. 18-4. EQUIPMENT AND TOOLS.

18-2. Although this section outlines repair permis- 18-5. Equipment and tools for repair of structuresible on structure of the aircraft, the decision of may be fabricated locally for all but major repairwhether to repair or replace a major unit of structure jobs. For major repair of wings and fuselage,will be influenced by such factors as time and labor special jigs, available from the factory are recom-available, and by a comparison of labor costs with mended. These jigs are precision equipment de-the price of replacement assemblies. Past experi- signed to ensure accurate alignment of these air-ence indicates that replacement, in many cases, is frame components.less costly than major repair. Certainly, when theaircraft must be restored to its airworthy condition 18-6. CONTROL BALANCING requires the use ofin a limited length of time, replacement is prefer- a fixture to determine the static balance moment ofable. the control surface assembly. Plans for, and the

use of, such a fixture are shown in figure 18-9.18-3. Restoration of a damaged aircraft to its origi-nal design strength, shape and alignment involves 18-7. SUPPORT STANDS shown in figure 18-1 arecareful evaluation of the damage, followed by exact- used to hold a fuselage or wing when it is removed.ing workmanship in performing the repairs. This The stands may be manufactured locally of any suit-section suggest the extent of structural repair practi- able wood.cal on the aircraft and supplements Federal AviationRegulations, Part 43. Consult the factory when in 18-8. FUSELAGE REPAIR JIG. The fuselage jig,doubt about a repair not specifically mentioned here. which may be obtained from the factory, is a sturdy,

Change 1 18-1

versatile fixture used to hold an entire fuselage and ings afford access to the aileron belleranks, flapto locate the firewall, wing and landing gear attach- belleranks, electrical wiring, strut attaching fittings,ment points. The jig is ideal for assembling new aileron control cable pulley and control cable dis-parts in repair of a badly damaged fuselage. connect points.

18-9. WING JIG. The wing jig, which may also be 18-16. WING SKIN.obtained from the factory, serves as a holding fix-ture during extensive repair of a damaged wing. The 18-17. NEGLIGIBLE DAMAGE. Any smooth dentsjig locates the root rib, leading edge, and tip rib of in the wing skin that are free from cracks, abrasionsthe wing. and sharp corners, which are not stress wrinkles

and do not interfere with any internal structure or18-10. WING AND STABILIZER ANGLE-OF-INCI- mechanism, may be considered as negligible dam-DENCE. Angle-of-incidence and wing twist are list- age. In areas of low stress intensity, cracks, deeped in the following chart. Stabilizers do not have scratches or deep, sharp dents, which after trim-twist. Wings have a constant angle from the wing ming or stop drilling can be enclosed by a two-inchroot to the strut fitting station. All twist in the panel circle, can be considered negligible if the damagedis between this station and the tip rib. The amount area is at least one diameter of the enclosing circleof twist between these points is the difference between away from all existing rivet lines and material edges.the angle-of-incidence at the root and the angle-of- Stop drilling is considered a temporary repair and aincidence at the tip. See figure 18-2. permanent repair should be made as soon as practi-

cable.WING

Angle-of-incidence, Root . . . . . . 47' 18-18. REPAIRABLE DAMAGE. Figure 18-3 out-Angle-of-incidence, Tip. . . . . . .

-2°50' lines typical repairs to be employed in patching skin.Twist (Washout) . . . . . . . . . .

3°37' Before installing a patch, trim the damaged area toform a rectangular pattern, leaving at least a one-

STABILIZER half inch radius at each corner, and deburr. TheAngle-of-incidence

. . . . . . . . .

-3°±15' sides of the hole should lie span-wise or chord-wise.A circular patch may also be used. If the patch is in

18-11. REPAIR MATERIALS. an area where flush rivets are used, make a flushpatch type of repair; if in an area where flush rivets

18-12. Thickness of material on which a repair is are not used, make an overlapping type of repair.to be made can easily be determined by measuring Where optimum appearance and airflow are desired,with a micrometer. In general, material used in the flush patch may be used. Careful workmanshipCessna aircraft covered in this manual is made from will eliminate gaps at butt-joints; however, an epoxy2024 aluminum alloy, heat treated to a -T3, -T4, or type filler may be used at such joints.-T42 condition. If the type of material cannot bereadily determined, 2024-T3 may be used in making 18-19. DAMAGE NECESSITATING REPLACEMENTrepairs, since the strength of -T3 is greater than OF PARTS. If a skin is badly damaged, repair-T4 or -T42 (-T4 and -T42 may be used interchange- should be made by replacing an entire skin panel,ably, but they may not be substituted for -T3). When from one structural member to the next. Repairnecessary to form a part with a smaller bend radius seams should be made to lie along existing structuralthan the standard cold bending radius for 2024-T4, members and each seam should be made exactly theuse 2024-0 and heat treat to 2024-T42 after forming. same in regard to rivet size, spacing, and patternThe repair material used in making a repair must as the manufactured seams at the edges of the origi-equal the gage of the material being repaired unless nal sheet. If the manufactured seams are different,otherwise noted. It is often practical to cut repair the stronger should be copied. If the repair ends atpieces from service parts listed in the Parts Cata- a structural member where no seam is used, enoughlogs. repair panel should be used to allow an extra row of

staggered rivets, with sufficient edge margin, to beA few components (empennage tips, for example) are installed.fabricated from thermo-formed plastic or glass fiberconstructed materials. 18-20. WING STRINGERS.

18-13. WING. 18-21. NEGLIGIBLE DAMAGE. Refer to paragraph18-17.

18-14. The wing assemblies are of the semi-canti-lever type employing semi-monocoque type of struc- 18-22. REPAIRABLE DAMAGE. Figure 18-4 out-ture. Basically, the internal structure consists of lines a typical wing stringer repair. Two such re-built-up front and rear spar assemblies, formed pairs may be used to splice a new section of stringersheet metal nose, intermediate, and trailing edge material in position, without the filler material.ribs. Stressed skin, riveted to the rib and sparstructures, completes the wing structure. 18-23. DAMAGE NECESSITATING REPLACEMENT

OF PARTS. If a stringer is so badly damaged that18-15. ACCESS openings (hand holes with removable more than one section must be spliced into it, re-cover plates) are located in the underside of the wing place the entire stringer,between the wing root and tip section. These open-

18 -2 Change 2

18-24. WING RIBS. 18-36. AILERONS.

18-25. NEGLIGIBLE DAMAGE. Refer to paragraph 18-37. NEGLIGIBLE DAMAGE. Refer to paragraph18-17. 18-17.

18-26. REPAIRABLE DAMAGE. Figure 18-5 out- 18-38. REPAIRABLE DAMAGE. The repair shownlines typical wing rib repairs. in figure 18-8 may be used to repair damage to ail-

eron leading edge skins. Figure 18-3 may be used18-27. DAMAGE NECESSITATING REPLACEMENT as a guide to repair damage to flat surface betweenOF PARTS. Leading edge and trailing edge ribs that corrugations, when damaged area includes corruga-are extensively damaged should be replaced. How- tions refer to figure 18 -11. It is recommended thatever, due to the necessity of unfastening so much material used for repair be cut from spare parts ofskin in order to replace ribs, they should be repaired the same guage and corrugation spacing. Refer toif practicable. Center ribs, between the front and figure 18-10 for balancing. If damage would requirerear spars should always be repaired if practicable. a repair which could not be made between adjacent

ribs, refer to paragraph 18-39.18-28. WING SPARS.

18-39. DAMAGE NECESSITATING REPLACEMENT18-29. NEGLIGIBLE DAMAGE. Due to the stresses OF PARTS. If the damage would require a repairwhich wing spars encounter, very little damage can which could not be made between adjacent ribs, com-be considered negligible. All cracks, stress wrinkles, plete skin panels should be replaced. Ribs and sparsdeep scratches, and sharp dents must be repaired. may be repaired, but replacement is generally pre-Smooth dents, light scratches, and abrasions may be ferable. Where extensive damage has occurred, re-considered negligible. placement of the aileron assembly is recommended.

After repair and/or repainting, balance in accord-18-30. REPAIRABLE DAMAGE. Figure 18-6 out- ance with figure 18-9.lines typical spar repairs. It is often practical tocut repair pieces from spare parts listed in Parts 18-40. WING FLAPS.Catalogs. Service Kits are available for certaintypes of spar repairs. 18-41. NEGLIGIBLE DAMAGE. Refer to paragraph

18-17.18-31. DAMAGE NECESSITATING REPLACEMENTOF PARTS. Damage so extensive that repair is not 18-42. REPAIRABLE DAMAGE. Flap repairs shouldfeasible requires replacement of a complete wing be similar to aileron repairs discussed in paragraphspar. Also refer to paragraph 18-2. 18-38. A flap leading edge repair is shown in figure

18-8.18-32. WING LEADING EDGE.

18-43. DAMAGE NECESSITATING REPLACEMENT18-33. NEGLIGIBLE DAMAGE. Refer to paragraph OF PARTS. Flap repairs which require replacement18-17. of parts should be similar to aileron repairs discuss-

ed in paragraph 18-39.18-34. REPAIRABLE DAMAGE. A typical leadingedge skin repair is shown in figure 18-8. An epoxy 18-44. ELEVATORS AND RUDDERS.type filler may be used to fill gaps at butt joints. Tofacilitate repair, extra access holes may be installed 18-45. NEGLIGIBLE DAMAGE. Refer to paragraphin the locations noted in figure 18-7. If the damage 18-17. The exception of negligible damage on thewould require a repair which could not be made be- elevator surfaces is the front spar, where a cracktween adjacent ribs, refer to the following paragraph. appearing in the web at the hinge fittings or in the tip

rib which supports the overhanging balance weight is18-35. DAMAGE NECESSITATING REPLACEMENT not considered negligible. Cracks in the overhangingOF PARTS. For extensive damage, complete lead- tip rib, in the area at the front spar intersection withing edge skin panels should be replaced. To facili- the web of the rib, also cannot be considered negli-tate replacement, extra access holes may be installed gible.in the locations noted in figure 18-7.

18-46. REPAIRABLE DAMAGE. Skin patches illus-18-35A. BONDED LEADING EDGE REPAIR. trated in figure 18-3 may be used to repair skin dam-

age to the rudder, and between corrugations on the18-35B. NEGLIGIBLE DAMAGE. Refer to paragraph elevator. For skin damage on the elevator which in-18-17. cludes corrugations, refer to figure 18-11. Follow-

ing repair the elevator/rudder must be balanced.18-35C. REPAIRABLE DAMAGE. (Refer to figure Refer to figure 18-10 for balancing. If damage would18-12.) Cut out damaged area, as shown, to the require a repair which could not be made betweenedge of undamaged ribs. Using a corresponding adjacent ribs, refer to paragraph 18-47.section from a new leading edge skin, overlap ribsand secure to wing using rivet pattern as shown in 18-47. DAMAGE NECESSITATING REPLACEMENTthe figure. OF PARTS. If the damaged area would require a re-

pair which could not be made between adjacent ribs,

Change 2 18-3

complete skin panels should be replaced. Ribs and considered negligible. The skin panel shouldspars may be repaired, but replacement is generally be opened sufficiently to permit a thoroughpreferable. Where extensive damage has occurred, examination of the lower portion of the land-replacement of the entire assembly is recommended. ing gear bulkhead and its tie-in structure.After repair and/or repainting, balance in accord-ance with figure 18-9. Wrinkles occurring on open areas which disappear

when the rivets at the edge of the sheet are removed,18-48. FIN AND STABILIZER. or a wrinkle which is hand removable, may often be

repaired by the addition of a 1/2 x 1/2 x .060 inch18-49. NEGLIGIBLE DAMAGE. Refer to paragraph 2024-T4 extruded angle, riveted over the wrinkle and18-17. extended to within 1/16 to 1/8 inch of the nearest

structural members. Rivet pattern should be identi-18-50. REPAIRABLE DAMAGE. Skin patches shown cal to the existing manufactured seam at the edge ofin figure 18-3 may be used to repair skin damage. the sheet.Access to the dorsal area of the fin may oe gainedby removing the horizontal closing rib at the bottom 18-55. REPAIRABLE DAMAGE. Fuselage skin re-of the fin. Access to the internal fin structure is pairs may be accomplished in the same manner asbest gained by removing skin attaching rivets on one wing skin repairs outlined in paragraph 18-18.side of the rear spar and ribs, and springing back Stringers, formed skin flanges, bulkhead channels,the skin. Access to the stabilizer structure may be and similar parts may be repaired as shown in fig-gained by removing skin attaching rivets on one side ure 18-4.of the rear spar and ribs, and springing back theskin. If the damaged area would require a repair 18-56. DAMAGE NECESSITATING REPLACEMENTwhich could not be made between adjacent ribs, or OF PARTS. Fuselage skin major repairs may bea repair vould be located in an area with compound accomplished in the same manner as wing skin re-curves, see the following paragraph• pairs outlined in paragraph 18-19. Damaged fittings

should be replaced. Seat rails serve as structural18-51. DAMAGE NECESSITATING REPLACEMENT parts of the fuselage and should be replaced if dam-OF PARTS. If the damaged area would require a re- aged.pair which could not be made between adjacent ribsor the repair would be located in an area with com- 18-57. BULKHEADS.pound curves, complete skin panels should be re-

placed. Ribs and spars may be repaired, but replace- 18-58. LANDING GEAR BULKHEADS. Since thesement is generally preferable. Where damage is ex- bulkheads are highly stressed members irregularlytensive, replacement of the entire assembly is rec- formed to provide clearance for control lines, actu-ommended, ators, fuel lines, etc., patch type repairs will be

for the most part, impractical. Minor damage con-18-52. FUSELAGE. sisting of small nicks or scratches may be repaired

by dressing out the damaged area, or by replace-18-53. The fuselage is of semi-monocoque construc- ment of rivets. Any other such damage should betion consisting of formed bulkheads, longitudinal repaired by replacing the landing gear support as-stringers, reinforcing channels and skin platings. sembly as an aligned unit.

18-54. NEGLIGIBLE DAMAGE. Refer to paragraph 18-59. REPAIR AFTER HARD LANDING. Duckled18-17. Mild corrosion appearing upon alclad sur- skin or floorboards and loose or sheared rivets infaces does not necessarily indicate incipient failure the area of the main gear support will give evidenceof the base metal. However, corrosion of all types of damage to the structure from an extremely hardshould be carefully considered, and approved reme- landing. When such evidence is present, the entiredial action taken. Small cans appear in the skin support structure should be carefully examined andstructure of all metal airplanes. It is strongly rec- all support forgings should be checked for cracks,ommended, however, that wrinkles which appear to using a dye penetrant and proper magnification.have originated from other sources, or which do not Bulkheads in the area of possible damage should befollow the general appearance of the remainder of the checked for alignment and a straightedge should beskin panels, be thoroughly investigated. Except in used to determine deformation of the bulkhead webs.the landing gear bulkhead area, wrinkles occurring Damaged support structure, buckled floorboards andover stringers which disappear when the rivet pat- skins, and damaged or questionable forgings shouldtern is removed may be considered negligible. How- be replaced. Landing gear components should be re-ever, the stringer rivet holes may not align perfectly placed and rigged properly.with the skin holes because of a permanent "set" inthe stringer. If this is apparent, replacement of the 18-60. REPLACEMENT OF HI-SEAR RIVETS.stringer will usually restore the original strength Hi-shear rivet replacement with close tolerance boltscharacteristics of the area. or other commercial fasteners of equivalent strength

properties is permissible. Holes must not be elon-NOTE gated, and the Hi shear substitute must be a smooth

push fit. Field replacement of main landing gearWrinkles occurring in the skin of the main forgings on bulkheads may be accomplished by using:landing gear bulkhead areas should not be

18-4 Change 2

a. NAS464P* Bolt, MS21042-* Nut and AN960-* seams on these assemblies. The strength of thewasher in place of Hi-Shear Rivets for forgings with bonded seams in cowling may be replaced by a singlemachined flat surface around attachment holes. 3/32, 2117-AD rivet per running inch of bond seam.

b. NAS464P* Bolt, ESNA 2935* Mating Base Ring, The standard repair procedures outlined in AC43.13-1ESNA LH 2935* Nut for forgings (with draft angle of are also applicable to cowling.up to a maximum of 8°) without machined flat surfacearound attachment holes. 18-66. REPAIR OF REINFORCEMENT ANGLES.

Cowl reinforcement angles, if damaged, should be*Dash numbers to be determined according to the size replaced. Due to their small size they are easierof the holes and the grip lengths required. The bolts to replace than to repair.grip length should be chosen so that no threads re-main in the bearing area. 18-67. REPAIR OF ABS COMPONENTS.

18-61. NOSE GEAR WHEEL WELL AND FIREWALL. 18-68. Rezolin Kit Number 404 may be obtained fromThe nose gear wheel well is made of stainless steel, the Cessna Service Parts Center for repair of ABSas is the firewall bulkhead. Refer to paragraph 18-17 components.for negligible damage, and paragraph 18-18 for re-pairable damage. Stainless steel patches should beused in nose wheel well and firewall repairs. Any 18-69. REPAIR OF GLASS FIBER CONSTRUCTED

repairs in these areas will require resealing with COMPONENTS.700P, or equivalent compound.

18-70. Glass fiber constructed components on the18-62. BAFFLES. aircraft may be repaired as stipulated in instructions

furnished in SK182-12. Observe the resin manufac-18-63. CONSIDERATIONS. Baffles ordinarily should turer's recommendations concerning mixing and ap-be replaced if damaged or cracked. However, small plication of the resin. Epoxy resins are preferableplate reinforcements riveted to the baffle will often for making repairs, since epoxy compounds areprove satisfactory both to the strength and cylinder usually more stable and predictable than polyestercooling requirements of the unit. and, in addition, give better adhesion.

18-64. ENGINE COWLING. 18-71. BONDED DOORS.

18-65. REPAIR OF COWLING SKINS. If extensively 18-72. REPAIRABLE DAMAGE. Bonded doorsdamaged, complete sections of cowling should be re- may be repaired by the same methods used forplaced. Standard flush-type skin patches, however, riveted structure. Rivets are a satisfactory substi-may be used if repair parts are formed to fit. Small tute for bonded seams on these assemblies. Thecracks may be stop-drilled and dents straightened, strength of the bonded seams in doors may be re-if they are reinforced on the inner side with a doubler placed by a single 3/32, 2117-AD rivet per running

inch of bond seam. The standard repair proceduresof the same material. Bonded cowling may be re- outlined in AC43.13-1 are also applicable to bondedpaired by the same methods used for riveted struc- doors.ture. Rivets are a satisfactory substitute for bonded

Change 2 18-5

WING

12 INCH WIDE HEAVY CANVAS

IlX 12 X 30-3/4

30-3/4 --lX 12 X 48lX12Xll1X12X8

-2X4X20

l-l/2

614 ---•

5 INCXH 4COTTON WEBBING

42

r 2 X 4

2 X 4

34 - , 3/8 INCH DIAMETER BOLTS

2X4

N 3

2X6X4

ALL DIMENSIONS ARE IN INCHES

Figure 18-1. Wing and Fuselage Support Stands

18-6

GRIND iC i I

AB

MODEL A B C WING STATION

THRU 2.00 1.00 29.50 39.00U20601700 2. 00 1. 00 29. 50 100. 00

.79 1.00 20.00 207.00

BEGINNING 2. 00 1. 00 29. 50 39. 00WITH 2.00 1.00 29.50 100.00

U20601701 . 66 1. 00 20. 00 207. 00

ALL WING TWIST OCCURS BETWEEN STA. 100.00 AND STA. 207.00.(Refer to paragraph 18-10 for angle of incidence).

MEASURING WING TWIST

If damage has occurred to a wing, it is advisable to check the twist. The following method can be used witha minimum of equipment, which includes a straightedge (32" minimum length of angle, or equivalent), threemodified bolts for a specific wing, and a protractor head with level.

1. Check chart for applicable dimension for bolt length (A or B).

2. Grind bolt to a rounded point as illustrated, checking length periodically.

3. Tape two bolts to straightedge according to dimension C.

4. Locate inboard wing station to be checked and make a pencil mark approximately one-half inchaft of the lateral row of rivets in the wing leading edge spar flange.

5. Holding straightedge parallel to wing station (staying as clear as possible from "cans"). placelonger bolt on pencil mark and set protractor head against lower edge of straightedge.

6. Set bubble in level to center and lock protractor to hold this reading.

7. Omitting step 6, repeat procedure for each wing station, using dimensions specified in chart. Checkto see that protractor bubble is still centered.

8. Proper twist is present in wing if protractor readings are the same (parallel). Forward or aft boltmay be lowered from wing . 10 inch maximum to attain parallelism.

Figure 18-2. Checking Wing Twist

Change 3 18-7

MS20470AD4 RIVETS PATCHES AND DOUBLERS--24 REQD 2024-T3 ALCLAD

15°

O O6. 50 DIA.

EXISTING

DATUCHLER

SECTION THRU PATCH

3.00 DIA. HOLE

PATCH REPAIR FOR 3 INCH DIAMETER HOLE

MS20470AD4 RIVETS16 REQD 22 1/2°

4. 00 DIA.

Û Û 3.00 DIA.-l | \ PATCHOf \O

O( OO O DOUBLER

EXISTING 5.00 DIA.SKIN

2.00 DIA. HOLE.

SECTION THRU PATCH

PATCH REPAIR FOR 2 INCH DIAMETER HOLE2. 50 DIA.

MS20470AD4 RIVETS EXISTING8 REQD 45°SKIN

PATCH(NO DOUBLER)Û REQD)

1.75

1.00 DIA. HOLE DIA.

SECTION THRU PATCH

PATCH REPAIR FOR 1 INCH DIAMETER HOLE

ORIGINAL PARTS

REPAIR PARTS OVERLAPPING

REPAIR PARTS IN CROSS SECTIONCIRCULAR PATCH

Figure 18-3. Skin Repair (Sheet 1 of 6)

18-8

1/4 B . B

1/2 B

SECTION THRU ASSEMBLED PATCH

A-ADGE MARGAINCH2 2RIVET3DALCLAD

1/2" RADIUS

CLEAN OUTDAMAGED AREA

ee e EDGE MARGIN = 2 X RIVET

DIAMETER

1/2" RADIUS

ee RIVET SPACING =

e 6 X RIVET DIA.

1/2" RADIUS -

e à EDGE MARGIN = 2 X RIVET DIA.

DOUBLER -- 2024-T3 ALCLAD

RIVET TIBLEOVERLAPPING REC- SKIN GAGE RIVET DIA.

ORIGINAL PARTS TANGULAR PATCH. 020 1/8

REPAIR PARTS .025 1/8. 032 1/8

REPAIR PARTS IN CROSS SECTION .040 1/8.051 5/32


18-9

B 1/4 B

PATCH EXISTING SKINNOTE

• • For optimum appearance andDOUBLER 1/2 B

airflow, use flush rivets, dim-pled skin and patch, and counter-

SECTION THRU ASSEMBLED PATCH sunk doubler.

A-A e

o o

EDGEAT HR N2 24-X RIVET DIA.

1/2" RADIUS e

EDGE MARGIN =

2 X RIVET DIA. e CLEAN OUT

e e ,,7 DAMAGED AREA

1/2" RADIUSo /

o oRIVET SPACING =

6 X RIVET DIA.

EDGE MARGIN =

2 X RIVET DIA.

DOUBLER -- 2024-T3 -

ALCLAD

1/2" RADIUS

1/2" RADIUS RIVET TI 8LEFLUSH RECTANGULAR PATCH SKIN GAGE RIVET DIA.

ORIGINAL PARTS (CIRCULAR FLUSH PATCH IS.020 1/8

SIMILAR) 025 1/8REPAIR PARTS 032 1/8

REPAIR PARTS IN CROSS SECTIONO 8


18-10

NOTE

DOUBLERCountersink doublers, and

DOUBLER dimple skin and patch.

EXISTINGSKIN PA TCH

e e DOUBLER --

2024-T4 ALCLAD

EXISTING SKIN CARRY EXISTINGRIVET PATTERNTHRU PATCH

o

EDGE DISTANCE e PITCH 4-8D2D MIN. TYPICAL

. 50 R. MIN.TYPICAL

RIVET TIBLE .*-

SKIN GAGE RIVET DIA. e e o e

.020 1/8.025 1/8 o

, ,•

.032 1/8

.040 1/8

.051 5/32PATCH --

2024-T3 ALCLADFLUSH PATCH ATSTRINGER/BULKHEADINTERSECTION

ORIGINAL PARTS

REPAIR PARTS NOTE

REPAIR PARTS IN CROSS SECTION This procedure is not rec-ommended in areas wherestringers are riveted tobulkheads.


18-11

DOUBLERS+8D+

1/4 B (BUT NOT LESS THAN 4D)SEKXISTING

DOUBLER --

2024-T4 ALCLAD

BPATCH

A-ASECTION THRU ASSEMBLED PATCH

CARRY EXISTINGRIVET PATTERN

THRU PATCH

PITCH TYPICAL FORPATCH SKIN & DOUBLER

(4-8D)

EXISTING SKIN

0. 5" MIN. RADIUSTYPICAL

EDGE DISTANCE2D MIN.

RIVET TABLESKIN GAGE RIVET DIA.

SPACER --

.020 1/8 2024-T3 ALCLAD.025 1/8.032 1/8.040 1/8.051 5/32

OVERLAPPING PATCH ATSTRINGER/BULKHEADINTERSE CTION

I I ORIGINAL PARTS PATCH --

I 1 REPAIR PARTS2024-T3 ALCLAD

REPAIR PARTS IN CROSS SECTION


18-12

FUSELAGE SKIN CLEAN OUT DAMAGED AREA

A-Ao PICK UP EXISTING

J0 SKIN RIVET PATTERN

O a 1 4" RADIUS

10 RIVETSEACH SIDE OF 0 oDAMAGED AREA O O

FILLER -- 2024-T4 ALCLAD

DOUBLER -- 2024-T41/4" EDGE MARGIN ALCLAD

MS20470AD4 RIVETSA

ORIGINAL PARTS

REPAIR PARTS

A REPAIR PARTS IN CROSS SECTION


18-13


1/4" EDGE MARGIN

RIVET SPACING TO MATCHPATTERN IN SKIN

6 RIVETS EACH SIDE STRINGEROF DAMAGED AREA

CLEAN OUT DAMAGED AREA e" '

FILLER --- 2024-T4 ALCLAD

A-A

MS20470AD4 RIVETS

ASKIN

ORIGINAL PARTS

REPAIR PARTS


Figure 18-4. Stringer and Channel Repair (Sheet 1 of 4)

18-14


A-ASTRIP --- 2024-T3 ALCLAD

1/4" EDGE MARGIN 0

CLEAN OUT 4DAMAGED AREA

5 RIVETS EACH SIDEOF DAMAGED AREA

e

ANGLE -- 2024-T4 ALCLAD e 3/4" RIVETSPACING

STRINGER

PICK UP EXISTING SKIN RIVETS

A

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS SKIN



18-15

ORIGINAL PARTS

REPAIR PARTS


STOP DRILL CRACK-

e CHANNELe


--1/4" EDGE MARGIN

SKIN

MS20470AD4 RIVETS

SKIN


18-16

\\

A-A

DOUBLER 2024-T3 ALCLAD

FILLER 2024-T4 ALCLAD

CLEAN OUT DAMAGED AREA

3/4" RIVET

2 ROWS RIVETS OUTBOARDOF LIGHTENING HOLE

DOUBLER 2024-T4 ALCLAD1/4" MARGIN

CHANNEL

AN470AD4 RIVETS

ORIGINAL PARTS

RE PAIR PARTS

REPAIR IN CROSS SECTION


18-17

STOP DRILL CRACK IF CRACK DOESNOT EXTEND TO EDGE OF PART

DOUBLER - 2024-T3 ALCLAD

1/4" EDGEMARGIN

RIB

A

I

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS


Figure 18-5. Rib Repair (Sheet 1 of 2)

18-18


DOUBLER --

2024-T3 ALCLAD

CLEAN OUT DAMAGED AREA

---1/4" EDGE MARGIN

3/4" RIVETSPACING

ANGLE -- 2024-T4 ALCLAD

ONE ROW RIVE TSAROUND DAMAGED AREA

A RIB

B eOMS20470AD4 RIVETS

[¯]ORIGINAL PARTS

El REPAIR PARTS A-AREPAIR PARTS IN CROSS SECTION

Figure 18-5. Rib Repair (Sheet 2 of 2)

18-19

FILLER - 2024-T4 ALCLADFILLER -2024-T4 ALCLAD «s

STRIP --- 2024-T3 ALCLAD

FILLER--2024-T3 ALCLAD

ANGLE - 2024-T4 ALCLADFILLER --- 2024-T3 ALCLAD

CLEAN OUT

e

A

3/4ACRIVGET

ANGLE - 2024-T4 ALCLAD SPAR

DOUBLER2024-T3 ALCLAD

3/8" EDGE AMARGIN

AD4 RIVETS

MS20470AD4RIVETS

\ \ORIGINA L PARTS

REPAIR PARTS


Figure 18-6. Wing Spar Repair (Sheet 1 of 4)

18-20

FILLER - 2024-T4 ALCLAD

FILLER - 2024-T4 ALCLAD

DOUBLER -

2024-T3 ALCLAD

CLEAN OUT DAMAG

e a 3/8" RADIUS

ANGLE -

2024-T4 ALCLAD

SPAR

3/8" EDGE MARGIN(TYPICAL)

O MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS



18-21

ORIGINA L PARTSFILLER -- 2024-T4 ALCLAD

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION *

O

1/4" EDGE MARGIN (TYP.)CLEAN OUT DAMAGED AREA

2TL3EARL

LAD

ANGLE2024-T4 ALCLAD7/8 × 7/8 × . 064 *

•

WING SPAR

3 ROWS RIVETS1/4" MINIMUM EACH SIDE OF

3/4" RIVET SPACING EDGE MARGIN DAMAGED AREA(TYPICAL ALL PARTS) DOUBLER -- 2024-T4 ALCLAD

1/4" EDGE MARGIN (TYP.)

MS20470AD4 RIVETS

NOTE

This repair applies to eitherfront or rear spar if the spar WING SKINis a single channel.


18-22

FILLER -- 2024-T4ALCLAD

3/4" RIVETSPACING

CLEAN OUTDAMAGED AREA

1/4" EDGE MARGIN

A--A SPAR

ANGLE -- 2024-T4 ALCLAD

MS20470AD4 RIVETS

ORIGINA L PARTS

RE PAIR PARTS



18-23

G

S-1443-1 DOUBLER

NOTE

#40 (.098) HOLEINRG

N (REF)

DIA

S-225-4F COVER

S-1022Z-8-6 SCREWS

MS20426AD3 RIVETS

PRECAUTIONS:1. Add the minimum number of access holes necessary.2. Any circular or rectangular access hole which is used with approved optional equipment installa-

tions may be added in lieu of the access hole illustrated.3. Use landing light installations instead of adding access holes where possible. Do not add access

holes at outboard end of wing; remove wing tip instead.4. Do not add an access hole in the same bay where one is already located.5. Locate new access holes near the center of a bay (spanwise).6. Locate new access holes forward of the front spar as close to the front spar as practicable.7. Locate new access holes aft of the front spar between the first and second stringers aft of the

spar. When installing the doubler, rotate it so the two straight edges are closest to the stringers.8. Alternate bays, with new access holes staggered forward and aft of the front spar, are preferable.9. A maximum of five new access holes in each wing is permissible; if more are required, contact

the Cessna Service Department.10. When a complete leading edge skin is being replaced, the wing should be supported in such a

manner that wing alignment is maintained.

a. Establish exact location for inspection cover and inscribe centerlines.

b. Determine position of doubler on wing skin and center over centerlines. Mark the ten rivet holelocations and drill to size shown.

c. Cut out access hole using dimension shown.

d. Flex doubler and insert through access hole, and rivet in place.

e. Position cover and secure using screws as shown.

Figure 18-7. Access Hole Installation

18-24

NOTES:

1. Dimple leading edge skin and filler material; countersink the doubler.

2. Use MS20426AD4 rivets to install doubler.

3. Use MS20426AD4 rivets to install filler, except where bucking is impossible. Use CR162-4Cherry (blind) rivets where regular rivets cannot be bucked.

4. Contour must be maintained; after repair has been completed, use epoxy filler as necessaryand sand smooth before painting.

5. Vertical size is limited by ability to install doubler clear of front spar.

6. Lateral size is limited to seven inches across trimmed out area.

7. Number of repairs is limited to one in each bay,

1" MAXIMUM RIVETSPACING (TYPICAL)

DOUBLER NEED NOTBE CUT OUT IF ALL 5/16" MINIMUM EDGERIVETS ARE ACCESSIBLE MARGIN (TYPICAL)FOR BUCKING

TRIM OUT DAMAGED AREA

REPAIR DOUBLER2024-T3 ALCLAD.040" THICKNESS

FILLER MATERIALLEADING EDGE SKIN

2024-T3 ALCLAD--[¯]ORIGINAL PARTS

SAME THICKNESSAS SKIN

ËÐ REPAIR PARTS

Figure 18-8. Leading Edge Repair Applicable to Aileron, Flap, and Wing

18-25

GENERAL NOTES

1. Balance control surfaces in a draft-free area.

2. Place hinge bolts through control surface hinges, and position on knife edge balancing mandrels.

3. Make sure all control surfaces are in their final flight configuration: painted (if applicable),trim tabs installed, all foreign matter removed from inside of control surface, elevator trimtab push-pull rod installed, and all tips installed.

4. Place balancing mandrels on a table or other suitable flat surface.

5. Adjust trailing edge support to fit control surface being balanced while center of balancingbeam is directly over hinge line. Remove balancing beam and balance the beam itself byadding washers or nuts as required at end opposite the trailing edge support.

6. When positioning balancing beam on control surface, avoid rivets to provide a smooth surfacefor the beam, and keep the beam 90° to the hinge line of the control surface.

7. Paint is a considerable weight factor. In order to keep balance weight to a minimum, it isrecommended that existing paint be removed before adding paint to a control surface. Increasein balance weight will also be limited by the amount of space available and clearance withadjacent parts. Good workmanship and standard repair practices should not result in unrea-sonable balance weight.

8. The approximate amount of weight needed may be determined by taping loose weight at thebalance weight area.

9. Lighten balance weight by drilling off part of weight.

10. Make balance weight heavier by fusing bar stock solder to weight after removal from controlsurface. The ailerons should have balance weight increased by ordering additional weight andgang channel, listed in applicable Parts Catalogs, and installing next to existing inboard weightthe minimum length necessary for correct balance, except that a length which contains at leasttwo attaching screws must be used. If necessary, lighten new weight and/or existing weightsfor correct balance.

BALANCING BEAM

Mark graduations in inches.

Four-foot length of extruded channel

Grind weight to slide along beam, grind .Fabricate vertically adjustableends to obtain exactly one pound, and trailing edge support that willmark center of weight. slide along beam.

Attach knife edges andmark at mid-point.

Figure 18-9. Control Surface Balancing (Sheet 1 of 3)

18-26

BALANCING MANDREL

KNIFE EDGE

6"

18'

6 1/2

Place directly over hingeAfter locating trailing edge line of control surface.support, balance by addingwashers and/or nuts.

RUDDERS AND ELEVATORSAdjust vertically until beamparallels control surface

BALANCING chord line (except ailerons).

MANDREL

90°

A balance in this range is "underbalance. "

A balance in this range is "overbalance. "

Refer to chart for correct range of under-balance or overbalance for a specific con-trol surface. Set control surface on balancing mandrels,

with hinge bolts resting on mandrels. Posi-

BALANCING MANDREL tion balancing beam with mid-point directlyover, and 90° to, hinge line.


18-27

AILERONS

DETAIL A-A

HINGE LINE

HORIZONTAL PLANE

-- Balance aileron inverted, with trailing edgeat point opposite cut-out for push-pull rod.85" below hinge line horizontal plane.


18-28

CONTROL SURFACE BALANCE REQUIREMENTS

NOTE

Unpainted values are not limits which must be met. They are given as guides, in order that the un-balance of the control surface in the final aircraft configuration may be predicted. If the control sur-face in the unpainted condition falls within the unpainted limit, the mechanic may feel confident thatthe control surface will be acceptable after painting. However, if the surface in the unpainted condi-tion exceeds the unpainted limit, the balance must be checked again after final painting to assurethat the control surface falls within the painted unbalance limit. Refer to GENERAL NOTES on sheet1 of figure 18-9 for specific conditions.

DE FINITIONS:

UNDERBALANCE is defined as the condition that exists when the control surface is trailingedge heavy, and is symbolized by a plus (+).

OVERBALANCE is defined as the condition that exists when the control surface is leadingedge heavy, and is symbolized by a minus (-).

NOTE

The following applies to the landplaneffloatolane except as noted.

NOTE

The "Balance Limits" columns list the moment tolerances within which the control surfacemust balance. These tolerances must never be exceeded in the final flight configuration.

CONTROL: AILERON

PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)

BALANCE LIMITS BALANCE LIMITS

0. O to +3. 0 0. O to +2. 3

CONTROL: RUDDER



Landplane -1. 87 to +1. 50 Landplane -2. 85 to 0. O

Floatplane 0. O to + 7. 25 Floatplane 0. O to + 6. O

CONTROL: RIGHT ELEVATOR



0. O to +12. 1 0. O to +8. 5

BEGINNING WITH 206029280.0 to +5.5

CONTROL: LEFT ELEVATOR



0.0to +12.1 0.0 to +8.5

BEGINNING WITH U206029280.0 to +5.0

Figure 18-10. Control Surface Balance Limits

Change 3 18-29

PATCH

1/4" MINIMUM EDGE MARGINo

USE EXISTING RIVET PATTERNAND RIVET SIZE e /

CUT OUT DAMAGED AREA

AILERON

/ PATCH MAY OVERLAPOR BE INSERTED UNDEREXISTING AILERON SKIN

A

AORIGINAL PART

- REPAIR PATCH IN CROSS SECTION

A-A

Figure 18-11. Corrugated Skin Repair

18 -30

NOTES

Use rivet pattern at wing station23.53 for repair from wing sta- ""

s,

tion 23. 53 to wing station 85. 62.Use rivet pattern at wing station100. 00 for lap splice patternsfrom wing station 100.00 to 190.00. Refer to figure 1-2 for wing "stations.

Use rivet spacing similar to the "s

pattern at wing station 100. 00 ) s,

with the number of BB4 dimpled .'

rivets at leading edge ribs be-tween lap splices as shown:

NO. OF CR2248-4 / e

STATION NO. OF BB4 RIVETS DIMPLED RIVETS118 18 22136 15 18154 11 13172 10 12190 10 12

NO. OF CR2249-4RIVETS

2723171515

EXISTINGTACK RIVET e

PAT CHEXISTING RIVET PATTERN

TYPICAL LEADING EDGE SECTION

NOTE

The Bulbed Cherrylock rivets listed may be substituted for BB4 dimpled rivetsin inaccessible areas, provided the number of rivets installed is increased prop-ortionately. Blind rivets should not be installed in the wing spar.

Figure 18-12. Bonded Leading Edge Repair

Change 2 18-31/(18-32 blank)

SECTION 19

EXTERIOR PAINTING

NOTE

This section contains standard factory materialslisting and area of application. For paint numberand color, refer to Aircraft Trim Plate and PartsCatalog. In all cases determine the type of painton the aircraft as some types of paint are not com-patible. Materials may be obtained from the CessnaService Parts Center.

MATERIAL NO/TYPE AREA OF APPLICATION

ACRYLICPAINT LACQUER Used on exterior airframe.

EPOXYPAINT PAINT Used on the nose gear fairing on the P206 thru 1970 models

and the U206 on 1969 models.

ER-7 WITHPRIMER ER-4 Used with acrylic lacquer.

ACTIVATOR

P60G2 WITHPRIMER R7K46 Used with acrylic lacquer.

ACTIVATOR

THINNER T-8402A Used to thin acrylic lacquer and for burndown.

THINNER T-3871 Used with epoxy (Du Pont).

THINNER T-6487 Used with epoxy (Enmar).

SOLVENT #2 SOLVENT Used to clean aircraft exterior prior to priming.

NOTE

Do not paint Pitot Tube, Gas Caps or Antenna Coverswhich were not painted at the factory.

NOTE

When stripping aircraft of paint, use cautionto avoid stripper coming in contact with ABSparts.

Change 3 19-1

19-1. INTERIOR PARTS (Finish Coat of Lacquer) adhesion.a. Painting of Spare Parts. b. Touch Up of Previously Painted Parts.

1. Insure a clean surface by wiping with Naphtha 1. Lightly scuff sand to remove scratches andto remove surface contamination. improve adhesion.

2. Insure a clean surface by wiping with Naphthato remove surface contamination.

Do not use strong solvents such as Xylol,Toluol or Lacquer Thinner since prolongedexposure can soften or embrittle ABS. Do not use strong solvents such as Xylol,

Toluol or Lacquer Thinner since prolonged2. After the part is thoroughly dry it is ready exposure can soften or embrittle ABS.

for the lacquer topcoat. Paint must be thinned withlacquer thinner and applied as a wet coat to insure 3. Apply a compatible primer - surfacer andadhesion. sealer.

b. Touch Up of Previously Painted Parts. 4. After the part is thoroughly dry it is ready1. Light sanding is acceptable to remove for the topcoat. Paint must be thinned and applied

scratches and repair the surface but care must be as a wet coat to insure adhesion.exercised to maintain the surface texture or grain.

2. Insure a clean surface by wiping with Naphtha NOTEto remove surface contamination.

Acrylic topcoats can be successfully spotted in.

19-3. EXTERIOR PARTS (Epoxy or PolyurethaneDo not use strong solvents such as Xylol, Topcoat)Toluol or Lacquer Thinner since prolonged a. Painting of Spare Parts and Touch Up of Paintedexposure can soften or embrittle ABS. Parts.

1. Lightly scuff sand to remove scratches and3. After the part is thoroughly dry it is ready improve adhesion.

for the lacquer topcoat. Paint must be thinned with 2. Insure a clean surface by wiping with Naphthalacquer thinner and applied as a wet coat to insure to remove surface contamination.adhesion.

NOTEDo not use strong solvents such as Xylol,

Lacquer paints can be successfully spotted in. Toluol or Lacquer Thinner since prolongedexposure can soften or embrittle ABS.

19-2. EXTERIOR PARTS (Acrylic Topcoat)a. Painting of Spare Parts. 3. Apply a primer compatible with Epoxy or

1. Lightly scuff sand to remove scratches and Polyurethane topeoat.improve adhesion. 4. After the part is thoroughly dry it is ready

2. Insure a clean surface by wiping with Naphtha for the topcoat.to remove surface contamination.

NGI'E

Epoxy or Polyurethane topcoats cannot beDo not use strong solvents such as Xylol, successfully spotted in - finish should beToluol or Lacquer Thinner since prolonged applied in areas with natural breaks suchexposure can soften or embrittle ABS. as skin laps or stripe lines.

3. After the part is thoroughly dry it is ready When painting interior and exterior polycarbonatefor the topeoat. Paint must be thinned with appropri- parts, or where the part material is questionable, aate acrylic thinner and applied as a wet coat to insure "barrier primer" should be applied prior to the Enam-

el, Lacquer, Epoxy or Polyurethane topcoat.

19-2 Change 3

SECTION 20WIRING DIAGRAMS

12 - VOLTTABLE OF CONTENTS Page Navigation Lights . . . . . . . . . . . 20-33

Flashing Beacon Light . . . . . . . . . 20-34D. C. POWER Flashing Beacon Light (Floatplane) . . . . 20-35

Battery and External Power Systems . . .20-2 Flashing Beacon Light (Floatplane) . . . . 20-36

Battery and External Power Systems . . .20-3 Electroluminescent Panel . . . . . . . . 20-37

Split Bus Bar . . . . . . . . . . . . .20-4 Post Lighting . . . . . . . . . . . . . 20-38

Alternator System . . . . . . . . . . . 20-5 Post Lighting . . . . . . . . . . . . . 20-39Split Bus Bar. . . . . . . . . . . . . . 20-6 Control Wheel Map Light . . . . . . . . 20-40Alternator System . . . . . . . . . . . 20-7 Control Wheel Map Light . . . . . . . . 20-41Alternator System . . . . . . . . . . . 20-8 Control Wheel Map Light . . . . . . . . 20-42Alternator System . . . . . . . . . . . 20-9 Control Wheel Map Light . . . . . . . . 20-43

IGNITION Control Wheel Map Light . . . . . . . . 20-44Ignition System. . . . . . . . . . . . 20-10 Skydiving Signal Light . . . . . . . . 20-44A

ENGINE CONTROL Landing Lights . . . . . . . . . . . . . 20-45Starter . . . . . . . . . . . . . . . 20-11 Landing and Taxi Lights. . . . . . . . . 20-46Starter . . . . . . . . . . . . . . . 20-12 Landing and Taxi Lights. . . . . . . . . 20-47

FUEL AND OIL Flashing Beacon Light . . . . . . . . . 20-48Fuel Pump System . . . . . . . . . .

20-12A Flashing Beacon Light . . . . . . . . . 20-49Fuel Pump System . . . . . . . . . . .20-13 Electroluminescent Panel . . . . . . . . 20-50Fuel Pump System . . . . . . . . . .

.20-14 Electroluminescent Panel . . . . . . . . 20-51Oil Dilution System . . . . . . . . . .

.20-15 Instrument Lights . . . . . . . . . . . 20-52Oil Dilution System . . . . . . . . . . .20-16 Instrument Lights . . . . . . . . . . . 20-53

ENGINE INSTRUMENTS Instrument Lights . . . . . . . . . . . 20-54Cylinder Head Temperature . . . . . .

.20-17 Post Lighting . . . . . . . . . . . . . 20-55Fuel Quantity Indicator . . . . . . . . .20-18 Post Lighting . . . . . . . . . . . . . 20-56Hourmeter. . . . . . . . . . . . . . .20-19 Post Lighting . . . . . . . . . . . . .20-57

Fuel Quantity Indicator . . . . . . . . .20-20 Wing Tip Strobe Lights . . . . . . . . . 20-58FLIGHT INSTRUMENTS Wing Tip Strobe Lights . . . . . . . . . 20-59

Turn and Bank Indicator and Wing Tip Strobe Lights . . . . . . . . . 20-60Gyro Horizon Indicator . . . . . . . .20-21 HEATING VENTILATION AND DE-ICE

Stall Warning System (Non-Heated). . .

.20-22 Cigar Lighter . . . . . . . . . . . . . 20-61Brittain Wing Leveler. . . . . . . . . .20-23 Heated Pitot and Stall Warning . . . . . . 20-62Turn Coordinator . . . . . . . . . . .20-24 Heated Pitot and Stall Warning . . . . . . 20-63Turn and Bank Indicator. . . . . . . . .20-25 Heated Pitot and Stall Warning . . . . . . 20-64Stall Warning System (Non-Heated)

. . . .20-26 CONTROL SURFACESEncoding Altimeter . . . . . . . . . . 20-26A Wing Flaps . . . . . . . . . . . . . . 20-65

MISCELLANEOUS INSTRUMENTS Wing Flaps . . . . . . . . . . . . . . 20-66Clock.................20-27 WingFlaps ..............20-67

LIGHTING Electric Elevator Trim . . . . . . . . . 20-68Dome and Courtesy Lights. . . . . . . .20-28 Electric Elevator Trim . . . . . . . . . 20-69Dome and Courtesy Lights. . . . . . .

.20-29 Wing Flaps . . . . . . . . . . . . . . 20-70Instrument Lights . . . . . . . . . .

.20-30 Wing Flaps . . . . . . . . . . . . .20-70A

Landing Lights . . . . . . . . . . . ..20-31 Electric Elevator Trim . . . . . . . . 20-70B

Navigation Lights. . . . . . . . . . ..20-32 Electric Elevator Trim . . . . . . . . . 20-71

24 - VOLTD. C. POWER Encoding Altimeter . . . . . . . . . . . 20-86

Battery and External Power System . . .20-72 Clock . . . . . . . . . . . . . . . .20-86A

SplitBusBar .......... ...20-73 Ammeter ...............20-87

Alternator System (60 AMP) . . . . . ..20-74 LIGHTING

Alternator System (60 AMP) . . . . . . .20-75 Dome and Courtesy . . . . . . . . . . . 20-88IGNITION Dome and Courtesy . . . . . . . . . . . 20-89

Ignition System. . . . . . . . . . . . .20-76 Navigation Lights. . . . . . . . . . . . 20-90ENGINE CONTROL Navigation Lights . . . . . . . . . . .

.20-91

Starter System . . . . . . . . . . . . .20-77 Flashing Beacon Light (Floatplane) . . . . 20-92FUEL AND OIL Flashing Beacon Light (Floatplane) . . . .

20-93Fuel Pump System . . . . . . . . . . . 20-78 Control Wheel Map Light . . . . . . . .

20-94Fuel Pump System . . . . . . . . . . .20-79 Control Wheel Map Light . . . . . . .

20-94AOil Dilution System . . . . . . . . . . .20-80 Skydiving Signa1 Light. . . . . . . . . . 20-95

ENGINE INSTRUMENTS Landing Lights . . . . . . . . . . . . . 20-96Cylinder Head Temperature . . . . . . .20-81 Landing and Taxi Lights. . . . . . . . . 20-97Fue1Quantity Indicator . . . . . . . . .20-82 Landing and Taxi Lights. . . . . . . . .

20-98Hourmeter . . . . . . . . . . . . . .20-83 Flashing Beacon Light . . . . . . . . . 20-99

FLIGHT INSTRUMENTS Electroluminescent Panel . . . . . . . 20-100Turn Coordinator. . . . . . . . . . . .20-84 Electroluminescent Panel . . . . . . .

20-101Turn and Bank . . . . . . . . . . . . .20-85 Instrument Lights . . . . . . . . . .

20-102MISCELLANEOUS INSTRUMENTS Instrument Lights . . . . . . . . . .

20-103

Change 3 20-1

TABLE OF CONTENTS (Cont.) 24 - VOLT

Instrument Lights. . . . . . . . . .

20-104 Heated Pitot Tube and Stall Warning . .20-111

Post Lighting. . . . . . . . . . . . .

20-105 Heated Pitot Tube and Stall Warning . .20-112

PostLighting.............20-106 WingFlaps..............20-113Post Lighting. . . . . . . . . . . . .

20-107 Wing Flaps. . . . . . . . . . . . . .

20-114Wing Tio Strobe Light . . . . . . . . .

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Documents

TWO-BLADED, EXTENDED HUB PROPELLER Figure 14-1. Propeller