AIRCRAFT MAINTENANCE MANUAL SINGLE AND DUAL COCKPIT. Model S2RHG T65

Transcription

1 SINGLE AND DUAL COCKPIT Model S2RHG T65 Serial Numbers T65HG 011 & Up, T65HG 013 DC & Up Manual Number: T65HG-2 Issued May 5, 2004 Revised September 16, 2005 Manufacturer s Serial Number: Registration Number: Thrush Aircraft Inc. P. O. Box Old Pretoria Road Albany, GA Telephone: Fax: Effective: 09/16/05 i

2 INTRODUCTION Page Date i... 09/16/05 ii... 09/16/05 iii... 09/16/05 iv... 09/16/05 v... 05/25/05 vi... 09/16/05 vii... 09/16/05 viii... 09/16/05 SECTION 1 GENERAL INFORMATION Page Date /16/ /16/ /16/ /05/ /16/ /05/ /16/ /05/ /05/04 SECTION 2 SERVICING & INSPECTION LOG of PAGES SECTION 2 SERVICING & INSPECTION (Continued) Page Date /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /05/04 SECTION 3 HYDRAULICS Page Date /05/ /05/04 Page Date SECTION /16/05 POWERPLANT & /16/05 PROPELLER /05/04 Page Date /05/ /16/ /05/ /16/ /05/ /05/ /05/ /05/ /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /05/ /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /25/ /05/ /25/ /05/ /05/ /05/ /25/ /05/ /25/ /05/ /05/ /05/ /05/ /05/ /25/ /05/ /05/ /05/ /05/ /16/ /05/ /16/05 ii Effective: 09/16/05

3 SECTION 4 POWERPLANT & PROPELLER (Continued) Page Date /16/ /05/ /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/04 SECTION 5 FUEL SYSTEM Page... Date /16/ /16/ /16/ /05/ /16/ /05/ /05/ /25/ /05/ /25/ /05/ /16/ /16/ /05/ /05/ /16/05 SECTION 6 LANDING GEAR, WHEELS & BRAKES Page Date /16/ /16/ /05/ /16/ /16/ /16/ /25/ /25/ /25/ /05/ /05/ /25/ /25/ /25/05 Effective: 09/16/05 LOG of PAGES SECTION 6 LANDING GEAR, WHEELS & BRAKES (Continued) Page Date /25/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /25/ /25/ /25/ /25/ /25/ /25/ /25/ /16/ /16/05 SECTION 7 FLIGHT CONTROLS Page Date /16/ /16/ /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /16/ /16/ /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /16/ /16/ /16/ /16/ /16/ /16/05 iii

4 SECTION 7 FLIGHT CONTROLS Page (Continued) Date /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /05/ /05/04 SECTION 8 INSTRUMENTS Page Date /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /16/ /16/ /05/ /05/04 SECTION 9 DISPERSAL SYSTEMS Page Date /16/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/ /05/04 SECTION 10 ELECTRICAL SYSTEM LOG of PAGES SECTION 10 ELECTRICAL SYSTEM Page (Continued) Date /05/ /05/ /05/ /05/ /05/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/ /16/05 SECTION 11 AIRWORTHINESS LIMITATIONS Page Date /16/05 Page Date /16/ /05/ /05/ /05/ /05/ /05/04 iv Effective: 09/16/05

5 LOG OF REVISIONS Rev. FAA FAA Section Pages Description of Revision No. Acceptance Date Accepted NEW JUL 26, 2004 ALL ALL NEW BOOK C. Lorenzen Prelude i ii, iii, iv vi Revise cover. Revise log of pages. Revise log of Revisions. 1 6 Typo, toe instead of to Change inspection procedure. 25 Change inspection intervals for FCU vent. 27,28 Added more detailed inspection for tail gear. 32 Change inspection interval for control stick bolt inspection. 52 P/N typo, MS21044N instead of MS20144N, added MS21046 and MS R1 05/25/ , Propeller blade typo, changed to M10876AS instead of AN. Typo, -65AR instead of-67ar. C. Lorenzen 5 9 P/N typo, should be CS3204 instead of CS Change caution pressure. 6 1, 3, 4, 5, 6, 6a Updated tail gear servicing information. 10, 11, 12, 12a, 12b Added servicing information on metallic brakes. 19, 19a, 20, 20a, 22, 22a Updated and added tail gear and brake illustrations. 7 13, 14 Reword sentence, change vertical fin installation procedure. 39 P/N typo, changed to AN washer, MS Nut. Effective: 05/25/05 v

6 Rev. No. FAA Acceptance Date LOG OF REVISIONS Section Pages Description of Revision FAA Accepted Forward i ii-iv vi & vii viii Revised Cover Sheet Revised Log of Pages Added R2 Log of Revisions Added paragraph Section Updated Table of Contents Added phone ext., added dual cockpit aft CG limit Updated wing area for extension Reworded Cockpit to reflect dual cockpit. Corrected wing tank location Corrected wheel size Section 2 1& Updated Table of Contents Added P & W Service phone # Corrected fuel specifications, improved description of fuel drains Added Caution Revised Torque Chart R2 Section 4 1& Updated Table of Contents Added dual cockpit engine statement Clarified wording Corrected figure reference Clarified chart reference Corrected max continuous HP Section Updated Table of Contents Deleted redundant wording, clarified fuel gauge operation Added specific drain instructions Re-formatted chart for clarity Added Figure reference Changed Note to Caution Added Figure Section 6 1& & & 31 Updated Table of Contents Changed sentence to Warning Expanded instructions in H. & B. Added Warning to C. Added instructions in K. Added C., sealing instructions Consolidated Brake Lining Conditioning Procedures Updated Figure 6-1 Added new Figures vi Effective: 09/16/05

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8 INTRODUCTION This publication provides information for the Thrush Aircraft, Inc. Model S2RHG-T65 Turbo Thrush Aircraft. Installations or equipment will vary from model to model due to the wide range of optional equipment. The information contained within this manual is based on data available at the time of publication and will be kept current by changes or service publications. This manual contains information on aircraft systems and operating procedures required for safe and effective maintenance. It shall not, however, be used as a substitute for sound judgment. In this manual: *** WARNING *** Indicates a strong possibility of severe personal injury or loss of life if instructions are not followed. ** CAUTION ** Indicates a possibility of personal injury or equipment damage if instructions are not followed. * NOTE * Gives helpful information. ** CAUTION ** Detailed descriptions of standard workshop procedures, safety principles and service operations are NOT included in this manual. Please note that this manual DOES contain warnings and cautions against some specific service methods which could cause PERSONAL INJURY or could damage an aircraft or MAKE IT UNSAFE. Please understand that these warnings cannot cover all conceivable ways in which service, whether or not recommended by Thrush Aircraft Inc., might be done or of the possible hazardous consequences of each conceivable way, nor could Thrush Aircraft Inc. investigate all such ways. Anyone using service procedures or tools, whether or not recommended by Thrush Aircraft Inc., must satisfy himself thoroughly that neither personal safety nor aircraft safety will be jeopardized. Changes to this manual accomplished under the latest revision are marked with a solid vertical line next to the change in the page margin. Formatting changes, minor wording changes and correction of minor typographical errors are not marked as changes. If the page is new or completely revised, only the effective date will be updated. All information contained in this manual is based on the latest product information available at the time of printing. We reserve the right to make changes at any time without notice. viii Effective: 09/16/05

9 SECTION 1 GENERAL INFORMATION TABLE OF CONTENTS GENERAL DESCRIPTION... 2 CONTACT INFORMATION... 2 PRINCIPAL DIMENSIONS... 2 GENERAL... 2 WING... 2 HORIZONTAL STABILIZER AND ELEVATORS... 3 VERTICAL STABILIZER AND RUDDER... 3 AREAS... 3 SUPPLIER FURNISHED COMPONENT MANUALS... 3 AIRCRAFT STRUCTURE... 4 FUSELAGE... 4 WING... 4 EMPENNAGE... 4 COCKPIT... 5 AIRCRAFT SYSTEMS... 5 HYDRAULIC SYSTEMS... 5 POWER PLANT & PROPELLER... 5 FUEL SYSTEM... 5 LANDING GEAR, WHEELS & BRAKES... 7 FLIGHT CONTROLS... 7 INSTRUMENTS... 7 ELECTRICAL SYSTEM... 7 AIRCRAFT WEIGHT & BALANCE... 7 Figure 1-1: Aircraft 3-view... 8 Figure 1-2: Aircraft Stations... 9 Effective: 9/16/05 1-1

10 GENERAL DESCRIPTION The Thrush Aircraft Inc Turbo Thrush is designed especially for agricultural flying. It is a monoplane featuring a full cantilever low wing and all metal construction. The design and construction of the airframe components assure all structural integrity, flight safety, and minimum maintenance requirements. The Turbo Thrush is designed for the highest crash load factors in the industry. Safety and reliability of operation and maximum pilot crash protection are proven and effective features of the design. The high strength overturn structure is a proven design. The fuselage and overturn structure, constructed throughout of chrome-moly steel tubing, is immensely strong in the cockpit area. CONTACT INFORMATION For further information related to this manual, please contact our Product Support Manager at(229) extension 524. PRINCIPAL DIMENSIONS GENERAL Wing Span Extended Tip Overall Length Height To Top Of Canopy Main Gear Tread Main Gear To Tail Wheel WING 47.5 feet feet 10.0 feet 9.35 feet feet Type Full Cantilever Airfoil Section NACA 4412 Dihedral Forward Limit Aft Limit Datum Aileron Travel -Up -Down Flap Travel Down 3.50 Degrees C. G. Range (See Airplane Flight Manual for pertinent data) Forward Limit at 7600 pounds and below is 22.5 inches aft of datum. Forward Limit at pounds is 26 inches aft of datum with straight line variations to 7600 pounds at 22.5 inches Inches Aft Of Datum 28.0 inches for dual cockpit Datum Is The Leading Edge Of The Wing. 21 Degrees ±1 Degree 17 Degrees ±1 Degree 15 Degrees ±1 Degree 1-2 Effective: 9/16/05

11 HORIZONTAL STABILIZER AND ELEVATORS Span Elevator Travel -Up -Down Trim Tab Travel -Up -Down 204 Inches (17') 27 Degrees ±1 Degree 17 Degrees ±1 Degree 8 Degrees ±1 Degree 22 Degrees ±1 Degree VERTICAL STABILIZER AND RUDDER Rudder Travel 22 Degrees ±1 Degree AREAS Wing Aileron (Each) Flaps (Each) Stabilizer Elevators Elevator Tabs (Each) Fin with Dorsal Rudder Square Feet Square Feet Square Feet Square Feet Square Feet 1.30 Square Feet Square Feet Square Feet SUPPLIER FURNISHED COMPONENT MANUALS COMPONENT MANUAL PART # PT6A-60AG PT6A-65AG, PT6A-65AR, PT6A-65B PT6A-45A, PT6A-45R PT6A-45B, Maintenance Manual Vol. I & II Parts Manual Maintenance Manual Vol. I & II Parts Manual Maintenance Manual Vol. I & II Parts Manual Propeller Owner s Manual 139 Effective: 9/16/05 1-3

12 AIRCRAFT STRUCTURE FUSELAGE The fuselage is comprised of a welded tubular steel frame, fiberglass hopper, and detachable skins. An overturn structure forms an integral part of the fuselage frame. The frame structure, fittings, bushings, brackets, and so forth are fabricated from 4130 chrome-moly seamless steel tubing. As a corrosion preventative, hot linseed oil is pumped throughout the entire welded structure. On an average, 12 gallons are pumped into the frame and 11 to 11 ½ gallons drain out, leaving a residual coating on all members. The exterior of the frame is sandblasted, etched, and primed, which is followed by two coats of polyurethane paint that is resistant to chemical reaction. The fuselage is covered with heat treated Alclad panels attached with camloc fasteners. Side skins can be removed using only a screwdriver, thus exposing the fuselage frame for thorough cleaning and inspection. All skins are supported clear of the fuselage tubing to prevent accumulation of corrosive chemicals. The seams and lap joints of the skin panel support structure are sealed with a special compound to eliminate chemical action between the mating surfaces. Each skin panel is etched, primed, and painted before assembly to insure complete coverage. All bottom fuselage skins around the hopper opening and aft to the tail post are made of stainless steel. The skin fasteners in the high corrosion areas are also stainless steel. WING The wing has a constant chord of 90 inches, and is all metal, full cantilever design. The massive main spar is a tension field beam structure constructed from Alclad webs and high strength heat-treated steel caps. All wing skins, ribs, and leading edges are constructed from Alclad heat-treated material. The leading edge structure is made especially strong to minimize denting and is riveted with universal rivets for strength. The fuel tanks, which are located in the inboard section of the wing, are an integral part of the structure. Close pitch riveting of the seams, substantial reinforcement, and flexible sealants minimize chances of rupture in crash conditions. Drain holes are provided in adjacent bays to prevent accumulation of fuel in the event of a leak. The ailerons and flaps are all metal construction and are hinged on ball bearings. The flaps are electrically operated by push rods and are completely sealed against chemical entry. Flap hinges are stainless steel. EMPENNAGE The horizontal stabilizer, elevator, rudder and vertical fin are an all-metal structure. All skins, ribs and leading edges are constructed from alclad material. The movable surfaces are hinged on sealed bearings that can be easily replaced. The rudder and the elevator have aerodynamic balances that are protected by overhangs on the fixed surfaces. 1-4 Effective: 05/05/04

13 COCKPIT There are two choices of the enclosed cockpit canopies for the Turbo Thrush (1) the SINGLE cockpit canopy or (2) the DUAL cockpit canopy. The overturn structure of both is exceptionally strong and welded to "hard points" in the fuselage frame. The forward bracing supports the windshield support channels and is welded to a lateral tube that is curved to provide more head clearance. The fiberglass canopy shell has extra thickness on the top portion and is well attached to the extra large steel tube structure so that it will serve as a skid in case of overturn. The large canopy doors permit easy entrance to one or both cockpits. The doors should not be removed for flight, as the aircraft performance will be lowered. The cockpit seat belts are anchored to the seat structure, and the shoulder harnesses are secured to a steel channel at the bottom of the seat structure. The seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is a three-piece construction. The center section is tempered safety plate glass for better resistance to scratching and is enclosed in a stainless steel frame. The windshield side panels are Plexiglas and are curved to provide streamlining. AIRCRAFT SYSTEMS HYDRAULIC SYSTEMS The hydraulic system consists of two master brake cylinders with hydraulic lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on the rudder pedals actuates the master cylinders, which are located just aft of the pilot s rudder pedals. A small reservoir is incorporated within each master cylinder to supply the system with brake fluid. POWER PLANT & PROPELLER The Turbo Thrush is powered by the PT6, a lightweight free turbine engine incorporating a reverse flow combustion path, designed for aircraft propulsion use. It utilizes two counter rotating turbine sections. One drives the compressor, and the other drives the propeller through a reduction gearbox. The latter turbine is "free" or independent of the compressor turbine. More recent and higher-powered models incorporate a two-stage free turbine. The PT6 has been produced in several models and has been adapted to a multitude of uses. The propeller has five blades mounted on a hollow hub, in the front end of which is a servo-piston that moves forward under servo-oil pressure or rearward under feather return spring pressure, assisted by counterweights. There are five links from the servopiston, one going to each blade root. These links transmit forward motion of the servopiston to the blade roots and pivot the blades in the decrease pitch direction. When servo-piston pressure is relieved, the servo-piston moves rearward under feather return spring pressure and pivots the blades in the increase pitch direction. This action is assisted by centrifugal force of the counterweight on each blade root. FUEL SYSTEM A 230-gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is contained inside integral wing tanks (wet wing fuel tanks) just outboard of the wing walks. The left wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that is located in the fuselage. The fuel supply lines, to the engine, are routed from the header tank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel Effective: 9/16/05 1-5

14 boost pump. The electrically driven fuel boost pump serves two purposes, first as a backup system to provide continuous fuel pressure to the engine high pressure fuel pump in case the engine driven fuel boost pump fails and secondly to provide boosted fuel pressure to the engine high pressure fuel pump during engine starting. The electric driven fuel boost pump discharge is then routed through a 25-micron main fuel filter to an engine driven fuel boost pump. The aircraft s fuel system is equipped with two fuel filters, a ¼ inch mesh finger strainer is installed in the outlet fitting from the header tank and a 25-micron, airframe supplied, main fuel filter located on the forward L/H side of the firewall. Fuel from the aircraft fuel system enters the engines high pressure fuel pump which has two fuel filters of its own, an 74- micron inlet filter and a 10-micron discharge filter (refer to the engine appropriate maintenance manual for pertinent maintenance details for the engine supplied filters and fuel system). The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel tanks are vented through tubing connected at both the inboard and outboard ends of the individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage, under the left wing and pressurizes the vent system to maintain positive pressure on the fuel tanks. The vent system is provided with two quick drains, located on the fuselage under each wing, to drain any fuel that might happened to have got in the tanks outboard vent lines. At engine shutdown, fuel from the start control unit or the flow divider/dump valve, located at the 6 o clock position on the engine fuel nozzle manifold, is directed to a residue fuel reservoir EPA tank mounted inboard on the L/H aft shin skin. This reservoir holds approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoir vent system. (NOTE: This reservoir should be emptied after each engine shutdown.) (NOTE: It is common and normal after an engine compressor Water Wash or Performance Recovery Wash to have water or soap appear in the reservoir s drained waste fuel.) The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity indicating system consists of two transmitters, one indicator gauge, and an L/H or R/H tank fuel quantity selector switch. A transmitter installed in each wing tank transmits an electrical signal to the single fuel quantity indicator. The instrument reads both the left and right fuel tanks singularly as chosen by the electrical control switch, adjacent to the fuel quantity indicator gauge on the instrument panel. The two fuel tanks are serviced through filler ports located on the top of both wings. The filler ports incorporate security chains to prevent the loss of the fuel caps. Service the aircraft from refueling facilities that utilize proper ground handling equipment and filter systems to remove impurities and water accumulation from the bulk fuel. If filtering facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced after the last flight of each day to reduce condensation and allow any entrapped water accumulations to settle to the fuel system drains, to be removed, prior to the next flight. Prior to the first flight of the day the header tank and fuel filter should be drained to check for the presence of water or sediment in the fuel system. If there is a possibility, at any time, that any tank may contains water, the header tank and fuel filter should be drained as necessary to ensure no water exists in the fuel system. For fuel system servicing 1-6 Effective: 05/05/04

15 information, refer to Section 2. LANDING GEAR, WHEELS & BRAKES The main landing gear is made using a formed chrome-moly spring steel unit. The left main gear and the right main gear are symmetrical. The main wheels are 29 x 11. The spring steel construction and design of the main gear allow for absorption of landing weight and common stresses associated with such, thus eliminating the need for shock struts. The brake system has individual toe brakes and individual park brakes. The use of a special N-513 compound cup in each master cylinder permits the use of MIL-H-5606, a heavy-duty aviation hydraulic fluid. The brakes are dual caliper disc types. The tail gear is a spring steel type and uses a 6.00 x 6 tailwheel. FLIGHT CONTROLS The flight controls are of conventional design employing extensive use of ball bearings for low friction and smoothness of operation. The aileron and elevator controls are push rod systems and the rudder control is through cables. The elevator trim control is actuated by a lever that moves the tab to the desired position through push rods. The wing flaps are operated electrically and controlled by a switch located on the left side of the cockpit. The rudder controls are interconnected by springs to the aileron system so that a wing may be lifted with the rudder alone. INSTRUMENTS The standard instruments are located on three separate panels: An upper panel, a left panel, and a right panel. The left panel contains a clock, oil temperature, hour meter, fuel pressure, oil pressure, air filter Delta P, and fuel quantity gauges. The right panel contains a voltmeter, ammeter, and circuit breakers. The upper panel contains all enginewarning lights, torque pressure, ITT indicator, Gas Generator percent RPM, Propeller RPM and standard flight instrument package. ELECTRICAL SYSTEM The standard 24 volts and 105 amp electrical system consists of the starting system, the navigation lights, the wiper/washer system, and the strobe lights. The landing lights, the working lights, and the air conditioner system are optional. The landing and working lights may be installed in the field, since the wiring for them is included in the standard wire bundle. The electrical system obtains power from two 24-volt batteries and one starter/generator. An external power receptacle is standard equipment and may be used for connecting a 24-volt ground power unit to the aircraft for engine starting or maintenance. The ground start system utilizes the master relay so that starting is accomplished by engaging the starter switch. AIRCRAFT WEIGHT & BALANCE Refer to S2RHG-T65 Flight Manual for aircraft weight and balance information. Effective: 9/16/05 1-7

16 Figure 1-1: Aircraft 3-view 1-8 Effective: 05/05/04

17 Figure 1-2: Aircraft Stations Effective: 05/05/04 1-9

18 SECTION 2 SERVICING & INSPECTION TABLE OF CONTENTS SERVICING & INSPECTION... 3 GROUND HANDLING... 3 TOWING... 3 TAXIING... 3 PARKING... 3 MOORING... 3 JACKING... 4 LEVELING... 4 COLD WEATHER OPERATION... 4 COLD WEATHER MAINTENANCE HINTS... 4 GROUND EMERGENCY PROCEDURES... 5 ENGINE FIRES... 5 ELECTRICAL FIRES... 5 GROUND OPERATION OF ENGINE... 6 BEFORE STARTING ENGINE... 6 STARTING ENGINE... 6 ENGINE OPERATIONAL CHECK... 7 SYSTEM AND COMPONENT SERVICING... 8 HYDRAULIC SYSTEM... 8 ENGINE OIL SYSTEM... 8 FUEL SYSTEM DEFUELING INDUCTION SYSTEM LANDING GEAR, WHEELS & BRAKES TIRES BRAKE BLEEDING INSPECTION INSPECTION CHECK LIST INSPECTION CHART PROPELLER ENGINE EXTERNALS ENGINE OIL SYSTEM OIL COOLER AUGMENTATION (GROUND) ENGINE FUEL SYSTEM IGNITION SYSTEM PNEUMATIC SYSTEM AIRFRAME FUEL SYSTEM MAIN LANDING GEAR TAIL GEAR Effective: 09/16/05 2-1

19 FUSELAGE SKINS HOPPER WINGS FUSELAGE FRAME CONTROL SYSTEMS METAL EMPENNAGE AILERONS AND FLAPS COCKPIT ELECTRICAL SYSTEM CORROSION CONTROL WINDSHIELD HOPPER REPAIR FUEL TANK REPAIR BATTERY MAINTENANCE Figure 2-1: Tie Down and Jack Points Figure 2-2: Wing Fuel Fillers and Drains Figure 2-3: Fuselage Fuel Drains Figure 2-4: Fuel Filter Location Figure 2-6: Lubrication Chart Figure 2-7: Torque Chart Figure 2-8: Engine Oil Servicing Effective 9/16/05

20 SERVICING & INSPECTION Standard procedure for ground handling, servicing, inspection, airframe maintenance, lubrication, and storage are included in this Section. Adherence to these procedures on a scheduled basis can save many hours of maintenance and aircraft down time. When a system component requires service or maintenance other than that outlined in this Section, refer to the applicable Section of this manual for complete information. GROUND HANDLING TOWING Movement of the aircraft on the ground may be accomplished as follows: A. Pull and guide the aircraft by means of a tow bar with the tail wheel unlocked. B. Attach a rope harness to the main gear when there is a need to tow the aircraft forward through snow or over soft and/or muddy ground. TAXIING Before attempting to taxi the aircraft, maintenance personnel should be checked out by qualified personnel. When it is determined that the propeller area is clear, apply the power to start the taxi roll and perform the following: A. Push the stick full forward to unlock the tail wheel. B. Taxi a few feet and check the brake operation. C. While taxiing, make slight turns to determine that the tail wheel steering is operative. D. Avoid taxiing over ground of loose stones, gravel, or other loose material that may cause foreign object damage to the propeller or to other aircraft in the area. E. You may taxi with the power lever in the Beta region to govern ground speed. Observe all engine operating limits. PARKING Head the aircraft into the wind and set the parking brake. Do not set the parking brake during cold wet weather because the accumulated moisture may freeze in the brakes. Do not set the parking brake if the brakes are overheated. Install the internal control lock. Place the chocks under each main wheel. MOORING Park aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at the wing tie down rings. For winds above 20 knots, tie the tail and main gear as well as the wings. Install external control surface locks. Be sure to tie the propeller down to prevent it from wind milling with zero oil pressure. The aircraft should be placed in a hangar when wind velocity is predicted to exceed 50 knots. When mooring aircraft, use 3/4-inch manila or nylon rope. A clove hitch or other anti-slip knot should be employed. If a manila rope is used for tie down, allow enough slack to compensate for contraction of the rope fiber without damaging the aircraft. Effective: 05/05/04 2-3

21 JACKING Jack points are provided on each main spar and located at wing stations 120 & When using the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 2-1) A jack point is also provided on the tail wheel trunnion attach fitting on the lower left longeron. LEVELING The aircraft may be leveled by raising the tail to an approximate level flight position and by supporting the tail on a stable jack or platform. Adjust the height of the tail wheel until the left-hand lower longeron located under the cockpit is level. COLD WEATHER OPERATION Aircraft operation in cold weather creates a need for additional maintenance practices and operating procedures that are not required in moderate temperatures. Whenever possible, shelter the aircraft in a heated hangar to prevent frost, ice, or snow accumulation that requires added maintenance time to remove. These weather elements, if allowed to accumulate only a fraction of an inch in thickness on the critical airfoils and control surfaces, seriously degrade aircraft lift and flight control effectiveness. The possibility of aircraft system failures is increased when the aircraft is parked where wind driven snow or freezing rain can be forced into various openings of the aircraft. If the aircraft is to be moored outside in extreme cold, the battery should be kept fully charged to prevent freezing. Make certain that all vents, air inlets, and so forth are covered. Locating the aircraft inside a heated hanger is the most effective method of preheating the aircraft. The use of an external power unit is recommended to conserve the battery. COLD WEATHER MAINTENANCE HINTS The information that follows is intended only for the purpose of supplementing the existing information in this manual when operating the aircraft in cold weather. Keeping the aircraft in top maintenance condition during cold weather cannot be over stressed. The battery should be maintained at full charge during cold weather to prevent freezing. After adding water to the battery in freezing temperatures, charge the battery to mix the water and electrolyte. A frozen battery may explode when subjected to a high charge rate. Corrosive damage to the area adjacent to an exploded battery will result if the electrolyte solution is not removed immediately. Instructions for removing spilled electrolyte are provided in this Section. The battery should be removed and stored in a warm place if the aircraft is to remain idle for an extended period of time. In the fuel system, condensation is more likely to occur in cold weather due to a more rapid and positive division of moisture content from other fuel properties. If at all possible, use fueling facilities that filter moisture from the fuel. If fueling facilities with filters are not available, filter the fuel through a good quality chamois. Fill the tanks with correct grade of fuel as soon as possible after landing to reduce the possibility of condensation and ice formation in the tanks. Fuel extracted from fuel header tank drain before starting deserves a closer examination when the aircraft is being operated in cold weather. Cold weather operation demands procedures that are in addition to normal Post Flight 2-4 Effective 05/05/04

22 Maintenance Procedures. Fill the fuel tanks immediately after flight. If shelter is not available, tie the aircraft down and install covers on all vents, openings, etc. as required. GROUND EMERGENCY PROCEDURES Emergency procedures must be accomplished as rapidly as possible, should an emergency arise. It is suggested that steps pertaining to each emergency be committed to memory in order to accelerate the procedure and minimize any possible damage. ENGINE FIRES The following Dry Motoring Run procedure is used to clear an engine at any time when deemed necessary to remove internally trapped fuel and vapor or when there is evidence of a fire within the engine. Air that passes through the engine serves to purge fuel, vapor, or fire from the combustion sections, the gas generator turbine, the power turbine, and the exhaust system. A. Fuel Condition Lever - Cut Off B. Ignition Switch - Off C. Master Switch - On D. Fuel Shutoff Valve - On E. Fuel Auxiliary Pump Switch - On F. This will provide lubrication for the engine-driven fuel pump. G. Engine Starter Switch On *** WARNING *** If the fire persists, as indicated by sustained high inter-turbine temperature, close the fuel system shutoff valve and continue motoring. F. Maintain the starter operation for the desired duration. The maximum starter duration is 3 minutes. G. Engine Starter Switch - Off H. Fuel Auxiliary Pump Switch - Off I. Fuel Shutoff Valve - Off J. Master Switch - Off K. Allow a 5-minute cooling period for the starter before going any further with the starting operation. ELECTRICAL FIRES Circuit breakers will automatically trip and stop the current flow to a shorted circuit. However, as a safety precaution in the event of an electrical fire, turn the battery switches to off. Use a fire extinguisher approved for electrical fires to extinguish the flame. Effective: 05/05/04 2-5

23 GROUND OPERATION OF ENGINE BEFORE STARTING ENGINE Visually check the aircraft for general condition. Verify that all Camlocs on the skin panels are fastened. Remove all accumulations of frost, ice, or snow in cold weather from the wing, the tail, and the control surfaces. Check that the control surfaces contain no internal accumulations of ice. Remove the inlet and exhaust covers, if fitted. If night flight is planned, check the operation of all lights and have a flashlight available. After a complete visual inspection has been accomplished, the following checklist may be used for the external prestart check. The aircraft should be headed into the wind and should have the wheel chocks in place. A. A fire extinguisher must be readily available in the event of an engine fire. B. Check the engine oil level. Assure that the oil system has been serviced with the correct grade of oil. C. Verify that the internal control lock has been removed and that the controls operate freely. D. Set the parking brake. E. Check the fuel quantity in both tanks. F. Set the trim tabs for takeoff. G. Clear the area of all personnel. STARTING ENGINE Use the following procedure to start the PT6A engine. A. Battery and Generator Switches - On B. Power Lever - Idle C. Propeller Lever Feather D. Fuel Condition Lever - Cut Off E. Fuel Shutoff Valve On F. Fuel Auxiliary Pump Switch - On G. Fuel Inlet Pressure Indicator - Check 5 PSIG Minimum H. Engine Starter Switch On. The minimum speed to obtain a satisfactory light is 13% Ng. I. After approximately 5 seconds of motoring at the stabilized gas generator speed, turn the Ignition Switch On and move the Condition Lever to the Ground (low) idle position. J. Observe that the engine accelerates normally to idle RPM and the maximum allowable inter-turbine temperature-starting limit is not exceeded. ** CAUTION ** 2-6 Effective 05/05/04

24 Whenever the gas generator fails to light off within 10 seconds after moving the fuel condition lever to the ground (low) idle position: pull fuel condition lever to idle cutoff and turn ignition and starter switches off. Allow a 30-second fuel draining period that is followed by a 15-second dry motoring run before attempting another start. If for any reason a starting attempt is discontinued, allow the engine to come to a complete stop and then accomplish a Dry Motoring Run as described above under Engine Fires. When the engine attains idle rpm: K. Engine Starter Switch and Ignition Switch - Off L. Oil Pressure - Check 60 PSIG Minimum M. Fuel Auxiliary Pump - Off N. Fuel Pressure from Engine Driven Pump - Check 5 PSI Minimum O. Generator Charging Check ENGINE OPERATIONAL CHECK ** CAUTION ** Fill hopper and hold the elevator control firmly full up during all high power ground operations to keep aircraft from nosing over. Refer to Section Four and/or Pratt & Whitney Maintenance Manual for specific operational checks. Before proceeding with a ground run up, be sure that the propeller system is purged by feathering the propeller once or twice with the power control lever in idle position. The following procedure should be used to check the propeller over speed governor. A. Place the propeller lever in full increase RPM position (forward). B. Turn prop test switch on. C. Increase RPM with the power lever until governing occurs. This should occur at 1598 ±20 RPM. (In no case should any engine limitations be exceeded.) D. Reduce power back to idle. E. Turn prop test switch off. *NOTE* If RPM is not governed at 1598 ±20 RPM with the prop test switch on, consult Section IV of this manual for adjustment of the overspeed governor. Effective: 05/05/04 2-7

25 SYSTEM AND COMPONENT SERVICING Servicing procedures contained in this Section are confined to those maintenance actions that occur with routine frequency and require a reasonably short period of time to accomplish. Servicing practices and maintenance to aircraft systems and components that require less frequent attention are contained in the appropriate Section of this manual. HYDRAULIC SYSTEM The hydraulic system consists of two master brake cylinders and the necessary hydraulic lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on the rudder pedals actuates the master cylinders, which are located just aft of the pilot s rudder pedals. Refer to Section Six for brake servicing procedures. ENGINE OIL SYSTEM Ref. Figure 2-8 The oils that are specified for the lubrication system are detailed in the Pratt and Whitney Canada Service Bulletin All oils listed in the bulletin are approved for flight operation. It is recommended for all turbo aircraft that the oil should be changed every 400 hours. The oil system contains 13 U.S. quarts. In cases where oils that are approved are not available, an operator must obtain prior approval or recommendations for use of substitution oil from the Service Department, Pratt and Whitney Canada Corp, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4K 1A1. Phone: (U.S. & Canada) or (International). A. OIL LEVEL CHECK 1. To avoid overfilling of oil tank, and high oil consumption, an oil level check is recommended within 30 minutes after shutdown. Ideal interval is 15 to 20 minutes. If more than 30 minutes has passed, and the dipstick indicates that oil is needed, start the engine and run at ground idle (low idle) for five minutes, and recheck oil level. ** CAUTION ** Do not mix different brands, viscosity s, or types of oil since their chemical structures may make them incompatible. If different types of oil become mixed, drain and flush the system. Refill with new oil. 2. Unlock the filler cap and dipstick from the filler neck at the eleven o'clock position on the accessory gearbox and remove the filler cap. 3. Check the oil tank contents against the markings on the dipstick. Service as required. * NOTE * The graduations on the dipstick indicate the oil level in U.S. quarts below maximum capacity of the oil tank. The normal 2-8 Effective 9/16/05

26 cold oil level is the Maximum Cold mark on the dipstick. The normal hot level is Maximum Hot mark on the dipstick. A dipstick reading of 3 will indicate that the system requires 2 U.S. quarts to replenish to normal level if the oil is cold. If the oil is hot, it will take 3 U.S. quarts to replenish. 4. If the engine is nose high or nose low, compensation must be made to avoid over or under servicing. B. If the oil level is too low to register on the dipstick due to possible excessive consumption or if low or fluctuating pressures have been recorded, refer to Troubleshooting - Lubrication Problems in the Pratt and Whitney Maintenance Manual for the action to be taken. After that has been accomplished, proceed as follows to check the oil level. 1. Fill the oil tank to the appropriate normal level. Record the quantity of oil added to the system. 2. Install the filler cap and dipstick. Ensure that the cap is locked securely. 3. Run the engine idle for approximately 5 minutes. 4. Check the oil level. 5. Check the oil filter per applicable Pratt & Whitney Maintenance Manual. C. On engines which have remained stationary for a period of 12 hours or more, proceed as follows to check the oil level. 1. Start the engine and run at idle speed for a minimum of 2 minutes. 2. Feather the propeller. 3. Shut down the engine. 4. Check the oil level. D. Recommendations for oil change intervals are based on the performance of specific brands of oil, specific types of oil, specific engine models, and specific operating criteria. General oil change intervals may be extended periodically and will be reflected by revisions to the Pratt and Whitney Engine Service Bulletin Permission for extension of oil drain intervals may be granted to operators through monitoring programs, which are conducted by most major oil companies that have been approved by Pratt and Whitney Canada. Service Bulletin will be revised periodically to include newly approved oils. Refer to Figure 2-8 for the locations called out in the following procedure. 1. Place suitable containers or drip pan under the engine. 2. Remove lock wire from the main oil tank s drain plug (Figure 2-8, #6) from boss on compressor inlet case. Remove drain plug. Discard the preformed packing. Also drain oil at drain port on left shin skin (on aircraft equipped with quick drain). 3. Remove the rear case drain plug (Figure 2-8, #2) from the six o'clock position on the rear face of the accessory gearbox housing. Discard the preformed packing. Effective: 05/05/04 2-9

27 4. Remove the chip detector (Figure 2-8, #3) from the six o'clock position on the reduction gearbox front case. Discard the preformed packing. 5. Visually examine the drained oil for the presence of foreign matter. E. Refill the oil tank by accomplishing the following procedures. 1. Install the chip detector with new preformed packing on the reduction gearbox. Torque chip detector body 45 to 55 lb. in. and lock wire. 2. Install rear case drain plug with new preformed packing in the accessory gearbox housing. Tighten and torque to 215 to 240 lb. in. and lock wire. 3. Install the drain plug with the new preformed packing in the bottom of the air inlet case and lock wire. Install a cap on the drain port on the left shin skin (on aircraft equipped with quick drain) and lock wire. 4. Fill the oil tank with the specified oil to the level of maximum graduation on the dipstick. F. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is locked securely. 1. Start the engine and run at idle for approximately 2 minutes to circulate the oil through the system. 2. Feather the propeller. 3. Shut down the engine. 4. Check the oil level in the tank. Replenish, as required, to the normal level on the dipstick. 5. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is locked securely. G. If an engine is to be operated with an oil brand or type that differs from that on which it previously operated or if the oil system has been contaminated by other than metallic matter, the oil system should be flushed by following the steps below: 1. Place suitable containers or drip pan under the engine. 2. Remove the oil drain plug or chip detector from the reduction gearbox and the plugs from the inlet case and the accessory gearbox housing. ** CAUTION ** Limit the engine rotation to the minimum which is required to accomplish the complete draining. Also observe the starter operating limitations. 3. With the drains open, place the starting control lever to cutoff and the ignition switch to off. Motor the engine with the starter only to allow the scavenge pumps to clear all lubricating oil. 4. Reinstall all drain plugs and the chip detector. 5. Refill the engine oil tank with new type oil Effective 05/05/04

28 6. Start engine and run at idle speed for a minimum of two minutes. 7. Feather the propeller. 8. Shut down the engine. 9. Repeat Steps 1. through Remove the main oil filter. Clean or replace the filter and reinstall. 11. Remove the reduction gearbox oil strainer and clean. Reinstall the strainer. 12. Reinstall all engine drain plugs and the chip detector. Tighten, torque, and lock wire. 13. Repeat Steps 5. through Check the oil levels and replenish, as necessary. 15. Install the filler cap and dipstick assembly in the filler tube. Ensure that the cap is correctly installed and locked. ** CAUTION ** Different formulations of the various oil brands may have varying detergent actions. After an oil brand change, the above may cause the release of carbon particles into the oil system which would result in the clogging of the scavenge screen. After a change of oil brand, the main oil filter should be inspected for carbon particles at 10-hour intervals. There should be 5 inspections for a total of 50 hours, and the filter should be checked at the routine oil filter checks thereafter up to 500 hours. If an excess of the amount of carbon is noted, the following steps should be accomplished. a. Remove the drain plug from the six o'clock position on the accessory gearbox. b. Using a mirror and light, inspect the scavenge screen through the drain hole. c. If there is evidence of carbon, try to dislodge it with a stiff paintbrush. d. Flush out any removed carbon. e. If the carbon cannot be removed by the above method, the accessory gearbox should be removed and the screen cleaned. Refer to the Accessory Gearbox Section in the Pratt and Whitney Maintenance Manual for the removal procedure. FUEL SYSTEM A. Refuel the aircraft with fueling facilities that contain filters for removing the moisture content from the fuel. If the fueling facilities with filters are not available, filter the fuel through a good grade of chamois. The fuel tanks should be serviced after the last flight of the day to allow maximum time for the moisture to reach the header tank. Service the aircraft with Jet A, Jet B, JP-4, or JP-5. If jet fuel is not available, aviation gasoline MIL-G-5572 (all grades) may be used for a Effective: 05/05/

29 maximum of 150 hours between overhauls. For the Restricted Category, service the aircraft with Jet A, Jet B, JP-4, JP-5, or automotive diesel number 1D or 2D in accordance with P&WC Specifications CPW204, CPW 46 and CPW 381. Automotive diesel fuel is approved only for flights when the free air temperature is above +20 degrees Fahrenheit use grade #1D or +40 degrees Fahrenheit use grade #2D. *** WARNING *** Ground the aircraft and the fuel servicing equipment to the aircraft. Smoking in or around the aircraft during refueling operations is prohibited. Fire protection equipment must be immediately available. 1. Turn all the switches off. 2. Remove the fuel filler cap. Fill the tank until the fuel level rises to the filler neck. Install the fuel filler cap and service the opposite fuel tank. * NOTE * As the wing tanks are interconnected through the header tank, the fuel can flow from one tank to another. Topping off both wing tanks may be required more than one time to assure that both wing tanks are full. 3. After fueling is complete, check for security of both fill port caps. Wash any spilled fuel from the wing surface with clean water. B. Three fuel drain points are provided to allow fuel draining in order to extract the moisture and sediment entrapped in the system. The drains are located at the bottom of each wing tank, the header tank, and firewall fuel filter (Fig. 2-3). Also provided are two fuel vent drains, located on each side of fuselage under the wings (see Fig. 2-4). Finally, a drain port is provided to drain the residual fuel reservoir. At engine shutdown, fuel from the flow divider/dump valve, located at the 6 o clock position on the engines fuel nozzle manifold, is directed to a residuel fuel reservoir EPA tank located on the L/H cowl shin skin. This reservoir holds approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoirs vent system. All fuel drains should be drained prior to the first flight of the day. Drain a small quantity of fuel into a transparent container to permit inspection for the presence of moisture or sediment. The fuel should then be drained until all evidence of moisture or sediment disappears. * NOTE * The residual fuel reservoir (EPA tank) should be emptied after each engine shutdown Effective 9/16/05

30 * NOTE * It is common and normal after an engine compressor Water Wash or Performance Recovery Wash to have water or soap appear in the reservoirs drained waste fuel. ** CAUTION ** Visually check that all drain valves are closed after draining. C. The airframe is equipped with two fuel filters, a ¼ inch mesh finger strainer is installed in the outlet fitting from the header tank and an airframe supplied, gascolator type, 25-micron main fuel filter located on the forward L/H side of the firewall. Inspect the ¼ inch mesh finger strainer annually or if the fuel system is suspected or has been contaminated with foreign debris: i.e. Main fuel filter red bypass indicator was popped, main fuel filter has contamination, foreign debris noted in drained fuel sample container, known fuel contamination etc. The 25- micron main fuel filter element should be inspected, cleaned or replaced, and reinstalled every 100 hours, when the red fuel bypass indicator button has popped, or any time fuel system contamination is suspected. Refer to chapter 5 for main fuel filter servicing procedures. *** WARNING *** If the red fuel bypass indicator button has popped out, determine and remove the cause of the fuel obstruction before further flight. Remove, inspect, clean or replace, and reinstall the filter 25-micron element. You may then reset the red bypass button by pressing it in with finger pressure. DEFUELING During the defueling operation, jet fuel fumes are present; therefore, extreme caution must be exercised to prevent fire hazards. *** WARNING *** Smoking on or around the aircraft is not permitted during the defueling procedure. Fire extinguishing equipment must be immediately available. A. Ground aircraft and all defueling equipment or containers to the aircraft. B. Place a vented container of adequate capacity under each of the three drain points. Verify that the containers are properly grounded to the aircraft. C. Open the drain valves and allow all fuel to drain. Effective: 9/16/

31 D. Close the drain valves and move the fuel containers to a safe distance from the aircraft. E. Verify that all the drain valves are closed. INDUCTION SYSTEM The prime difference between the agricultural and a normal installation is the air cleaning system incorporated in the engine air intake system. The air filter is located below the engine air inlet plenum between the center and rear fire seals and is a washable reusable barrier type filter.power PLANT INTERNAL CLEANING Refer to Pratt & Whitney Canada Maintenance Manual for proper internal cleaning. ** CAUTION ** Chemicals should not be allowed to remain in an engine any longer than overnight, and a water wash should not be performed any sooner than 45 minutes after shutdown. It may be more convenient and practical to wash the engine before working the next morning. This is acceptable if extremely corrosive chemicals are not being used. LANDING GEAR, WHEELS & BRAKES Check all gear assemblies for general cleanliness, security of mounting, and hydraulic leaks at prescribed inspection intervals. Lubricate all lubrication points on main and tail gear assemblies at prescribed intervals. TIRES Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread, flat spots and exposed cord. Replace tire if there is any question of its reliability. Proper inflation is necessary for maximum tire life. Maintain 29x11-10pr main wheel pressure at a minimum of 40 psi to a maximum of 62 psi, depending on the load and runway conditions pr tail wheel tire pressure should be 55 psi maximum. The wheels and tires are balanced assemblies. If tires are suspected of being out of balance, they may be balanced on automotive type balancing equipment. If aircraft is out of service, rotate tires every seven days to prevent flat spots from developing. BRAKE BLEEDING Brake bleeding should be performed when air is suspected of being entrapped in brake lines. See Section Six for brake bleeding procedures. INSPECTION Only the items to be inspected are listed and details as to how to check or what to check for are generally excluded. Those checks can be found in specified Section of this manual Effective 05/25/05

32 INSPECTION CHECK LIST A. Movable parts are to be checked for lubrication, servicing, security of attachment, binding, excessive wear, Safety, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearings, cleanliness, corrosion, deformation, sealing, and tension. B. Fluid lines and hoses are to be checked for leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deterioration, obstructions, and foreign matter. C. Metal parts are to be checked for security of attachment, cracks, and metal distortion, broken spot welds, corrosion, condition of paint, and any other apparent damage. D. Wiring is to be checked for security, chafing, burning, defective insulation, and loose or broken terminals, heat deterioration, and corroded terminals. E. Bolts in critical areas are to be checked for correct torque, or when visual inspection indicates the need for a torque check. See (Fig 2-7) Torque Chart. F. Filters, screens, and fluids are to be checked for cleanliness, contamination and/or replacement at specified intervals. This Manual contains information on aircraft systems and operating procedures required for safe and effective maintenance. It shall not be used as a substitute for sound judgment. Clean the aircraft prior to performing any inspections on the airframe or engine. Before removal of detachable skins, fairings, and cowlings wash all exterior surfaces of the aircraft with plain water and any commercial soap or detergent. Soap and detergent are organic chemicals and it is important that all traces be removed by flushing with plain water. *NOTE* Certain chemicals cannot be removed effectively by detergent solutions. Special cleaning agents are available for that purpose. It is suggested that the chemical suppliers be contacted for cleaning agents that are suitable for those special needs. Inspection intervals are greatly influenced by particular operational priorities, operating conditions, environment, and routine inspection results. Perform the tasks shown in the following Inspection Chart at the prescribed intervals, or more often if necessary. Effective: 05/25/

33 INSPECTION CHART PROPELLER (Refer to Hartzell Manual #139 Propeller Owner s Manual and Logbook.) 1. Remove the spinner and check for cracks. Daily 50 HRS 100 HRS X 400 HRS 2. Check the back plate for cracks and corrosion. X 3. Check for grease and oil leaks. X 4. Check the pitch rods and lock nuts X 5. Check the condition of the reverse return springs. X 6. Check the hub bolts and balance screws of the blades for safety. 7. Inspect the hub parts for cracks and corrosion. X X Lubricate the propeller with Aeroshell 6 grease only. Remove the rear Zerk fitting from each blade clamp. Using a hand operated grease gun, grease each forward fitting slowly. Lubrication is complete when grease emerges in a steady flow with no air pockets or moisture, and has the color and texture of the new grease. Reinstalled the rear Zerk fittings. Inspect the blades for nicks and cracks. Refer to the Hartzell Manual #139. *** WARNING *** The propeller blades must be shot peened between stations 7.0 and 30.0 on both face and camber sides. Blades having damage to the shot peened areas exceeding inch deep (including material removal necessary to blend out such damage) must be removed from service and the reworked area shot peened before further flight. NOTE: For leading and trailing edge damage, a inch deep rework limit applies before shot peening is required. X X 10. Check counterweight bolts for safety. X 2-16 Effective 05/25/05

34 PROPELLER (Continued) Daily 50 HRS 100 HRS 400 HRS 11. Check ring rod-end jam nuts. X Re-install spinner. Rotate prop and check alignment of low pitch stop collar. (.010 max. runout) Check carbon block side clearance. New Block: clearance Used Block:.010 -max allowed X X 14. Check beta control valve clevis slot end for alignment with face of cap nut. X 15. Check fuel governor reset arm for hitting stop. X 16. Check prop governor control levers for hitting stop in low and high pitch. 17. Check reversing cable housing jam nuts and pins for safety and condition of housing. X X 18. Inspect overspeed governor. X ENGINE EXTERNALS REFER TO THE ENGINES APPROPRIATE PRATT & WHITNEY MAINTENANCE MANUAL FOR PERTINENT DETAILS ON ENGINE INSPECTION Daily 50 HRS 100 HRS 400 HRS 1. Check the tubing, wiring, control linkages, and hose assemblies for security of all the accessible connections, clamps, and brackets. X 2. Check tubing and hose assemblies for evidence of wear, chafing, cracks, and corrosion. X 3. Check the tubing, wiring, control linkages, and hose assemblies for evidence of fuel and oil leakage. X 4. Lubricate interconnecting rod ball ends, where applicable. X 5. Check the air inlet screen area for cleanliness. X Effective: 05/25/

35 ENGINE EXTERNALS (Continued) Daily 50 HRS 100 HRS 400 HRS 6. Check the gas generator case for cracks, distortion, and corrosion. X 7. Check the fire seals for cracks and security of brackets and seals. X 8. Check the exhaust duct for cracks and distortion. X 9. Check the propeller shaft seal for oil leaks. X 10. Check security and condition of engine mounts. X 11. Check the security of the accessories. X 12. Check the security of accessory linkages. X 13. Check the security of pneumatic lines. X 14. Check for evidence of oil and fuel leaks in accessory areas. 16. Check security and mounting of starter/ generator. Check brushes for wear. X X ENGINE OIL SYSTEM ** CAUTION ** Do not mix different brands or types of oil when changing oil or when replenishing the oil between oil changes. 1. Check the oil level. Oil change recommended every 400 hours. X X X * NOTE * To avoid overfilling of oil tank, and high oil consumption, an oil level check is recommended within 30 minutes after engine shutdown. Ideal interval is 15 to 20 minutes. If more than 30 minutes has passed, and the dipstick indicates that oil is needed, start the engine and run at ground-idle (low idle) for five minutes, and recheck oil level Effective 05/25/05

36 ENGINE OIL SYSTEM (Continued) Daily 50 HRS 100 HRS 400 HRS 2. Check condition and security of oil filler cap. X Remove, inspect, clean, and reinstall oil filter in accordance with instructions obtained in the engine s appropriate Pratt & Whitney maintenance manual. *NOTE* Do not clean ultrasonically. Elements must be discarded after 1000 hours or after heavy contamination. Check the chip detector for continuity using a suitable ohmmeter. An open circuit condition must exist which indicates no ferrous contamination at pole tips. X X OIL COOLER AUGMENTATION (GROUND) Daily 50 HRS 100 HRS 400 HRS 1. Ensure augmentation door opens and closes properly without binding. X 2. Inspect switch for proper operation switch turns fan on when door is closed and turns fan off when door is open. X 3. Inspect oil cooler scoop inlet area to ensure good airflow through cooler. X 4. Check door spring for proper operation and general condition of spring and attachments. X 5. Inspect fan blower to ensure proper operation and mounting hardware for security. X ENGINE FUEL SYSTEM Daily 50 HRS 100 HRS 400 HRS 1. Check the fuel for presence of water. X X 2. Check the fuel pump for security and fuel leakage. X 3. Inspect, clean and reinstall high pressure fuel pump 74-micron inlet fuel filter. X Effective: 05/25/

37 ENGINE FUEL SYSTEM (Continued) Daily 50 HRS 100 HRS 400 HRS * NOTE * On new aircraft, check the filter after each flight until there is no evidence of contamination. Check the filter after the first flight or ground run when any upstream component is replaced. 4. At the fuel pump outlet, check the 10-micron filter for foreign matter and/or distortion. Install new filter every 100 hours or as service conditions indicate. X 5. Check the drain valve for security and leakage. X X *NOTE* When a engine problem is found, refer to the appropriate section in the Pratt and Whitney Maintenance Manual. 6. Check the fuel control unit for security, linkages, and pneumatic tubes. X 7. Check the fuel control unit bearing for wash-out which is indicated by blue dye grease and fuel mixed at the FCU vent. X X 8. Check the fuel manifold and nozzle assemblies with a functional test. For improved hot section durability. It is recommended that the fuel nozzle assemblies are inspected and functional tested in accordance with time limits set forth in the engines appropriate maintenance manual. X X IGNITION SYSTEM Daily 50 HRS 100 HRS 400 HRS 1. Check the ignition exciter for security and condition. X 2. Check the ignition cable for chafing, wear, and security. X 3. Check the spark igniters for cleanliness and erosion. Perform an operation test. X 2-20 Effective 05/25/05

38 PNEUMATIC SYSTEM Daily 50 HRS 100 HRS 400 HRS 1. Clean the air compressor delivery filters (P3) every 100 hours. The maximum interval is 1000 hours for the disposable type. For the metallic cleanable type, return to an approved overhaul shop for ultrasonic cleaning every 1000 hours. After the cleaning, the element may be reused. X AIRFRAME FUEL SYSTEM Daily 50 HRS 100 HRS 400 HRS 1. Remove, inspect, clean, and re-install the airframe main 25-micron fuel strainer. X 2. Drain wing tanks, header tank; vent system (2 ea.), gascolator bowl, and residue fuel reservoir EPA tank. Check for any debris, sediment, or water and take corrective action if any is found. X X 3. Turn the electric fuel pump on and check the fuel lines for leaks. X 4. Inspect the fuel lines and supports for security and signs of chafing. X 5. Check the fuel shutoff valve for leaks in the open and close position. X 6. Check the fuel tank gauges for proper operation. Rock the wings to slosh the fuel to see that the pointers are free. X X *NOTE* When a problem is found, refer to section 5. MAIN LANDING GEAR Daily 50 HRS 100 HRS 400 HRS 1. Check the main landing gear bolts. Replace, if worn. X X 2. Check the tires and tubes, wheels, and brake discs and lining for general condition. X X 3. Check the spindle for straightness and tightness. X 4. Check, inspect, lubricate with MIL-G (Aeroshell 22) grease, and reassemble all wheel bearings. (See chapter 6 for pertinent data.) Effective: 05/05/ X

39 MAIN LANDING GEAR (Continued) Daily 50 HRS 100 HRS 400 HRS 5. Check the master cylinders, parking brake valves, brake lines, brake calipers, all brake fittings, and brake bleeders for leakage, general condition, and security. X 6. Check brake fluid level in each master cylinder and top off with fresh MIL-H-5606 aviation hydraulic fluid as required. X 7. Check the operation and holding ability of the pedal and parking brakes. Bleed hydraulic systems if required. X X TAIL GEAR Daily 50 HRS 100 HRS 400 HRS 1. Remove, clean, and inspect leaf spring forward attach bolt P/N NAS D every 100 hours. Upon reassembly lubricate bolt and leaf spring hole with Snap-on General Purpose Antiseize or equivalent or MIL-G (Aeroshell 22) grease. Torque to specifications I/A/W Torque chart (figure 2-7). Replace MS cotter pin each inspection. X Inspect all bolts holes for elongation. As a general rule, replace components with holes that are outof-round by or more. 2. ** CAUTION ** Replacement of the leaf spring forward attach P/N NAS D bolt with a larger diameter is not approved. The leaf spring may not be drilled out for a larger bolt. X 3. Inspect main spring leaf for corrosion and cracks. Replace leaf spring as needed. X 4. Inspect P/N Acetal (Delrin ) lower support block spacer for wear and cracks. X 2-22 Effective 05/25/05

40 TAIL GEAR (Continued) Daily 50 HRS 100 HRS 400 HRS Inspect upper and lower leaf spring support blocks, and attachment hardware for wear, corrosion, and cracks. Ensure that the leaf spring support blocks grips the leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible sealant around contact edges of support blocks, lower support block spacer and leaf spring is intact to prevent collection of potential corrosive material in this area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G (Aeroshell 22). Check locking cable for security and free movement, grease cable and wheel with MIL-G (Aeroshell 22) grease, and assure wheel bearing is completely greased. X X 7. Check for any loose play in tailwheel. X 8. Inspect the tire, wheel body and bearings, spindle, and the fork for general condition X 9. Check the housing for cracks and corrosion. X 10. Check the taper bearings and spline-shaft for corrosion and wear. 11. Inspect the lock pin and plate for wear at the ends for correct operation. Check the lock pin cable and spring for corrosion and correct operation. *NOTE* After the components have been installed, seal the contact edges where the spring P/N , upper support block P/N , lower support block P/N and spacer P/N come together with a high quality flexible silicone sealant or fuel tank sealant CS3204 B (AMS-S formerly MIL-S-8802) to help block the collection of potential corrosive contaminants in this area. X X Effective: 05/25/

41 FUSELAGE SKINS Daily 50 HRS 100 HRS 400 HRS Inspect all panels and cowlings for cracks, chaffing, and security of fasteners. Check the camloc receptacles for corrosion, wear, and locking action. X X HOPPER Daily 50 HRS 100 HRS 400 HRS 1. Inspect the hopper baffles for security and condition. X 2. Check the hopper lid for condition of seal and security of latches. X 3. Inspect the hopper for evidence of leaks and for general condition. X 4. Check the gate for evidence of leaks and for proper operation. X 5. Check the hopper vent tube for corrosion and security. X 6. Check the gaskets on both the return and outlet lines. X 7. Check the hopper gate handle and the push rod for cracks around the welds. Check the condition of the push rod boot. X 8. Check emergency shut-off valve for leaks and proper operation X X WINGS Daily 50 HRS 100 HRS 400 HRS 1. Inspect the aileron brackets for cracks and security. X 2. Check the boots at the aileron push rod entrance to the wing root for condition and security. X 3. Check for deposits of chemicals around and behind the wing center section and all attachment fittings. Check closely for corrosion. Keep clean. X 2-24 Effective 05/05/04

42 WINGS (Continued) Daily 50 HRS 100 HRS 400 HRS 4. Inspect the wing skins for cracks, loose rivets, general condition of the paint, and corrosion. X 5. Inspect the front and rear spar flanges, ribs, and other structures for cracks and corrosion. X 6. Check the spray booms attach points for security. X Check the pitot line in the right wing for security and for air leaks. Drain the low spots. Inspect the wing/fuselage attach angles for signs of cracks and corrosion. Annually inspect the lower spar splice blocks (P/N 22508T001 upper half and P/N 22508T002 lower half) as follows: Visually inspect splice blocks with a 10X magnifying glass or dye penetrant. Inspect for external cracks around the ¼ inch and 5/16 inch hole locations. If no cracks are detected this portion of the wing inspection is complete. If cracks are found remove the splice blocks before next flight and inspect the lower spar cap for cracks in accordance with Thrush Aircraft Inc. Service Bulletin SB-AG-39. If cracks are found in spar cap contact Thrush Aircraft Inc for possible repair or replacement. If no cracks are found in spar cap, replace the cracked splice blocks with new units. Refer to Section VIII Wing Removal for splice block removal and installation. X X Annually FUSELAGE FRAME Daily 50 HRS 100 HRS 400 HRS 1. Inspect the fuselage tubing for signs of corrosion or cracks, particularly around welds and in the hopper area. X 2. Check for elongated holes in the engine mount fittings and bell cranks. X 3. Inspect all spring gear attachment fittings, main gear support beam, and beam end plates for security, cracks, and corrosion. X 4. Check the condition of the paint and refinish, if necessary. X Effective: 05/05/

43 CONTROL SYSTEMS Daily 50 HRS 100 HRS 400 HRS 1. Check all turnbuckles for corrosion and for proper lock wiring. X 2. Inspect all cables and end fittings for wear. Check for correct tension. X 3. Check all push rods for loose bearings, endplay, straightness and paint condition. X 4. Check idlers and bell cranks for binding or for slack. X 5. Inspect the rudder pedals and the support brackets for general condition. X 6. Inspect the attachment of the control stick to the main torque tube for slack and bearing wear. X 7. Check control stick to main torque tube bolt for proper torque (65 to 70 in. lbs.) 8. Check the aileron control stops for tightness and for condition of fittings. 9. Inspect all push-pull tubes rod-end jam nuts for security. Inspect all witness/inspection holes with a piece of.032 safety wire to insure that all rodends are screwed far enough onto the push-pull tubes. 10. Inspect the push rods for clearance to the structure. 11. Inspect the trim systems for correct operation and for general condition. 12. Remove control stick from main the torque tube bolt, inspect and replace bolt as required. X X X X X X 500 Hours 2-26 Effective 05/25/05

44 METAL EMPENNAGE Daily 50 HRS 100 HRS 400 HRS 1. Check the travel of the movable surfaces. Elevator up degrees ±1 degree Elevator down degrees ±1 degree Rudder degrees ±1 degree Tab up... 8 degrees ±1degree Tab down degrees ±1 degree X 2. Check for warped contours of the fixed surfaces due to improperly tightened brace struts. 3. Inspect horizontal stabilizer V struts, fittings, and hardware for security, cracks and corrosion. 4. Inspect all hinges for wear. Replace sealed bearings, if needed. X X X X 5. Check security of all bolts. X 6. Check the external skins for general condition. X 7. Check the drain holes for obstruction. X AILERONS AND FLAPS Daily 50 HRS 100 HRS 400 HRS Check the control movements. Aileron up degrees ±1 degree Aileron down degrees ±1 degree Flap down degrees ±1 degree Aileron servo tabs a. Check security of hinges b. Check for looseness of rod ends and bolts. c. Check for freedom of travel. X X 3. Check the security of the counterweights, which are installed in the leading edges of the ailerons. X 4. Inspect all hinges for wear. Replace sealed bearings, if needed. Effective: 05/05/ X

45 AILERONS AND FLAPS (Continued) Daily 50 HRS 100 HRS 400 HRS 5. Check security of all bolts. X 6. Check the external skins for general condition. X 7. Check the drain holes for obstruction. X 8. Inspect all the skins and ribs for cracks, loose rivets, general condition, and corrosion. X 9. Inspect the flap push rods, mounting brackets, torque tube, and bearing housings. X X 10. Inspect the flap actuator motor and worm drive for general condition and freedom of travel. X COCKPIT Daily 50 HRS 100 HRS 400 HRS 1. Check the condition of the instrument markings and the placards. X X 2. Check the instrument lines for leaks, security, and chafing. X 3. Check the hopper for leaks and security of mechanism. X 4. Check the security and condition of the seat belts, shoulder harness, and inertia reels. X 5. Check the seat for security and proper adjustment operation. Check the seat fabric for general condition. X 6. Check the windshield and windows for cracks, crazing or scratches, and missing screws. X 7. Check the doors for security of hinges and for correct operation of door locks. X 8. Check operation of flight & engine controls to ensure proper operation and installation. X X 2-28 Effective 05/05/04

46 ELECTRICAL SYSTEM Daily 50 HRS 100 HRS 400 HRS 1. Check the battery charge and water level. X X 2. Check battery relays, spike diodes, regulator, fuses, and switches for security. X 3. Check all wiring for chafing and clamping. X 4. Check all terminals for security and corrosion X 5. Check the battery s vent hoses for security and deterioration. CORROSION CONTROL The lower part of the aircraft is painted with ultra gloss polyurethane. The forward upper glare shield part is painted with flat black polyurethane. The fuselage frame is painted with a primer, and then painted with a gray ultrathane. All repairs involving refinishing should be painted to the original specifications. The following procedures should be carried out step by step. A. Sand part to bare metal using 180 grit paper or finer. Avoid removal of cladding with the Alclad parts, whenever possible. B. Thoroughly clean area with isopropyl alcohol, a solvent, or thinner. Allow time to dry. C. Apply one thin spray coat of Epoxy primer with Epoxy hardener. Allow time to dry. D. Mix the required quantity of Polyurethane (follow the directions on the can) with the prescribed amount of activator. Spray a smooth and even coat directly onto the primed surfaces. Apply at least two coats and allow time for drying between the coats. * NOTE * Certain chemicals cannot be removed effectively by detergent solutions. Special cleaning agents are available for that purpose. It is suggested that the chemical suppliers be contacted for cleaning agents that are suitable for those special needs. A regular and thorough cleaning of both the interior and exterior of the aircraft is a major part of corrosion control. All areas of the aircraft are accessible for cleaning by removal of the panels. The cleaning procedure that follows is recommended for general purposes. X Effective: 05/05/

47 A. Wash all exterior surfaces of the aircraft with plain water and any commercial soap or detergent. Soap and detergent are organic chemicals, and it is important that all traces be removed by flushing with plain water. B. Detach all removable panels from the aircraft. Wash down the rear fuselage aft of the wing trailing edge. Tube joints, skin bends, and so forth should receive particular attention. Remove excess moisture after flushing. C. The forward fuselage and engine section should not be cleaned with water unless close attention is made to avoid removal of lubricants and to avoid possible rusting of components and hardware. A general purpose, non-corrosive cleaning agent is preferred in those areas. D. Particular attention should be given to the wing center splice fittings and the attachments of the oil cooler, hopper and engine mount. E. Hopper cleaning should be accomplished at the end of each working day. A good commercial detergent should be used and followed by a thorough flush with water. Leave the hopper door and gate open for thorough drying. WINDSHIELD An anti-static type of plastic cleaner, such as Mirror Glaze or equivalent, is recommended for best cleaning. The side windshields are plastic and should not be cleaned with gasoline, alcohol, acetone, and lacquer thinner, or window cleaning spray. Those fluids will soften the plastic and cause crazing. Avoid rubbing the plastic surface with a dry cloth, as that can cause scratches and build up an electrical charge (static) which will attract dust particles. If scratches are visible after removing the dust accumulation, finish the plastic with a quality grade of commercial wax. Apply the wax in a thin, even coat and carefully buff out with a soft cloth. Do not buff or polish in one area for more than a brief period of time. The heat generated by rubbing the surface may soften the plastic and may produce visual distortion. The middle section of the windshield is safety plate glass for better resistance to scratching. It is enclosed in an aluminum frame. HOPPER REPAIR Hopper repair may be accomplished in accordance with the instructions contained in Section 9. FUEL TANK REPAIR Fuel tank repair may be accomplished in accordance with the instructions contained in Section 5. BATTERY MAINTENANCE The 24-volt batteries are installed in the engine compartment between the engine and firewall. Access is gained to the batteries by removal of a cowling. Battery servicing involves adding distilled water to maintain electrolyte level of 3/16 inch over the separators, checking the cable connections, and neutralizing or cleaning any spilled electrolyte or any corrosion. Use bicarbonate of soda and clean water to neutralize corrosion. Follow with a thorough flushing of clean water and wipe dry. Clean the cable 2-30 Effective 05/05/04

48 and terminal connections with a wire brush and coat with petroleum jelly to minimize corrosion. ** CAUTION ** Do not allow the bicarbonate of soda to enter the battery filler openings, as it will neutralize the electrolyte, which could permanently damage the batteries. A hydrometer test of the battery s solution should be made each 50 hours of operation, or more often in hot weather. If the specific gravity tests 1.240, the battery should be removed and recharged. The solution levels should be examined and, when necessary, add distilled water to maintain the level of 3/16 inch over the separators. If distilled water is added, do it just prior to recharging so that the added water mixes with the solution. When the recharging is completed, the specific gravity should be between and The battery should be checked for grounding to the case. A voltmeter can be used to check between the positive cell and the case. A ground fault exists if there is a reading on the voltmeter. A dated service record shall be attached or stamped on the terminal side of the battery to indicate that the battery has been capacity tested. Refer to Section 10 for recharging procedures. Effective: 05/05/

49 Figure 2-1: Tie Down and Jack Points 2-32 Effective 05/05/04

50 Figure 2-2: Wing Fuel Fillers and Drains Effective: 05/05/

51 Figure 2-3: Fuselage Fuel Drains 2-34 Effective 05/05/04

52 Figure 2-4: Fuel Filter Location Effective: 05/05/

53 LUBRICATION For the lubrication requirements, refer to Figure 2-6: Lubrication Chart (8 sheets). Before adding grease to fittings, wipe the fittings clean. Lubricate the fittings and wipe off the excess lubricant. Lubricate the hinges with a squirt can or a brush moistened with oil. Wipe off the excess oil to prevent accumulation of dirt and grit. Figure 2-6: Lubrication Chart (Sheet 1 of 8) ** WARNING ** The drawings of Figure 2-6, sheets 1 thru 8, are for lubrication reference only. They do not show proper assembly details and may not be used as assembly reference. Refer to the appropriate parts manual for details concerning parts assembly. APPLICATION SYMBOL SPECIFICATIONS AND TYPE OF LUBRICATION HAND PACK MIL-G (AEROSHELL 22) AIRCRAFT GREASE LUBRICATION GUN MIL-G (AEROSHELL 22) AIRCRAFT GREASE OIL CAN MIL-L (AEROSHELL OIL W 15W50) OR EQUIVALENT LUBRICATING OIL * NOTE* Use only Aeroshell 6 in propeller Effective 05/05/04

54 Figure 2-6 Lubrication Chart (Sheet 2 of 8) Effective: 05/05/

55 Figure 2-6 Lubrication Chart (Sheet 3 of 8) 2-38 Effective 05/05/04

56 Figure 2-6 Lubrication Chart (Sheet 4 of 8) Effective: 05/05/

57 Figure 2-6 Lubrication Chart (Sheet 5 of 8) 2-40 Effective 05/05/04

58 Figure 2-6 Lubrication Chart (Sheet 6 of 8) Effective: 05/05/

59 Figure 2-6 Lubrication Chart (Sheet 7 of 8) 2-42 Effective 05/05/04

60 Figure 2-6 Lubrication Chart (Sheet 8 of 8) Effective: 05/05/

61 BOLTS FINE BOLTS STEEL - TENSION THREAD STEEL - TENSION STEEL - SHEAR STEEL AN 3 thru AN 20 SERIES MS thru MS NAS NAS 340 ANY AN 42 thru AN 49 ONLY NAS 144 thru NAS 158 NAS 464 AN 73 thru AN 81 NAS 624 thru NAS 644 NAS NAS 590 AN 173 thru AN 186 NAS 1202 thru NAS 1210 NAS 1103 thru AN 509 NK9 NAS 1303 thru NAS 1320 NAS 1120 AN 525 NK525 NAS 6603 thru NAS 6620 NAS NAS 6220 MS thru MS NAS 172 MS NAS 174 MS NAS 517 MS NUTS NUTS STEEL - TENSION STEEL - SHEAR STEEL - TENSION STEEL - SHEAR AN 310 AN 320 AN310 AN320 MS17826 AN 315 AN 364 AN315 AN364 AN 363 MS AN363 MS AN 365 MS AN365 MS MS 17829F MS 21083N MS18729F MS 21083N MS MS MS20365 MS MS NAS 679 MS20500 NAS 679 MS NAS 1022N or A MS21042 NAS 1022N or A MS 21044N NAS 1291 MS21044N NAS 1291 MS MS21045 NAS 1021 NAS 1021 Torque Limits, in# Torque Limits, in# NUT/BOLT Torque Limits, in# Torque Limits, in# Min. Max. Min. Max. SIZE Min. Max. Min. Max. +/- 5% / / /8/ / / , / ,100 1, ,100 1, /8-18 1,250 1, ,300 2,500 1,300 4,500 3/4-16 2,650 3,200 1,600 1, ,500 3,000 1,500 4,800 7/8-14 3,550 4,350 2,100 2,600 1,500 3,700 4,500 2,200 3, ,500 5,500 2,700 3,300 2,400 5,000 7,000 3,000 4, /8-12 6,000 7,300 3,600 4,400 4,000 9,000 11,000 5,400 6, / ,000 13,400 6,600 8,000 5,600 CAUTION: Torque values are for dry threads. If oil contamination is suspected, clean threads with acetone. NOTE: Tension nuts may be used on shear bolts, but shear nuts may not be used on tension bolts. FIGURE 2-7: Torque Chart 2-44 Effective 9/16/05

62 Figure 2-8: Engine Oil Servicing Effective: 05/05/

63 Section 3 HYDRAULICS TABLE OF CONTENTS SECTION THREE... 1 HYDRAULIC SYSTEM... 2 GENERAL DESCRIPTION... 2 Effective: 05/05/04 3-1

64 HYDRAULIC SYSTEM GENERAL DESCRIPTION The S2RHG-T65 aircraft has two individual hydraulic systems using MIL-H-5606 fluid. The main landing gear utilizes a master brake cylinder for the operation of the landing gear brakes and parking brakes. The master brake cylinder is connected to the disc type brake calipers by brake lines that are supported by and clamped to the airframe structure forward of the master brake cylinder. The hydraulic brake lines are of rigid steel tubing, except for the flexible hoses on the landing gear assembly. The master brake cylinder is installed aft of the rudder-brake pedals and is actuated by toe pressure on the pedals. As toe pressure is applied to the pedals, the push rod, piston and spring are pressed into the master brake cylinder. This compresses hydraulic fluid in the lines and applies pressure to the appropriate brake. Operate individual parking brakes as follows: ON Depress rudder pedal, pull parking valve lever, take pressure off of rudder pedal. OFF Depress rudder pedal, valve will deactivate and lever will pop in. 3-2 Effective: 5/05/04

65 SECTION 4 POWERPLANT AND PROPELLER TABLE OF CONTENTS GENERAL DESCRIPTION...3 AIR CLEANING SYSTEM...3 POWERPLANT...3 DESCRIPTION AND OPERATION...3 ENGINE BUILDUP...5 ENGINE REMOVAL...6 ENGINE INSTALLATION...9 DESCRIPTION AND OPERATION...11 PROPELLER AND BETA FEEDBACK MECHANISM...11 CONSTANT SPEED UNIT (CSU)...12 PROPELLER OVERSPEED GOVERNOR...15 ENGINE POWER AND PROPELLER CONTROLS (FCU)...15 PROPELLER SPEED SELECT AND FEATHERING CONTROL...16 PROPELLER SETTINGS...16 PROPELLER MAINTENANCE...17 PROPELLER REMOVAL...17 PROPELLER INSTALLATION...18 CONSTANT SPEED UNIT (CSU) REMOVAL...19 CONSTANT SPEED UNIT (CSU) INSTALLATION...20 PROPELLER CSU HIGH RPM ADJUSTMENT...21 PROPELLER OVERSPEED GOVERNOR REMOVAL...21 PROPELLER OVERSPEED GOVERNOR INSTALLATION...21 RIGGING INSTRUCTIONS...22 AIRFRAME CONTROL LINKAGES...22 PROPELLER REVERSING INTERCONNECT LINKAGE...22 FRONT LINKAGE...22 REAR LINKAGE...23 CONDITION LEVER LINKAGE...24 PROPELLER RIGGING...24 ENGINE RIGGING CHECKS AND ADJUSTMENTS...25 GROUND IDLE ADJUSTMENTS...25 FLIGHT IDLE ADJUSTMENTS...25 PROPELLER GOVERNOR CHECK...25 MAX PROPELLER SPEED CHECK...26 OVERSPEED GOVERNOR CHECK...26 FEATHERING CHECK...26 REVERSE MAX POWER CHECK...26 GROUND OPERATION PROPELLER PITCH STOP...26 Effective: 9/16/05 4-1

66 BETA & REVERSE LOCKOUT...27 FUEL SHUTOFF LOCKOUT RPM Np TORQUE SETTING...27 ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION...28 Figure 4-0a: PT6 Engine Assembly...30 Figure 4-0b: PT6 Engine Assembly...31 Figure 4-1: Prop Pitch Mechanism...32 Figure 4-2: Propeller Reversing Linkage...33 Figure 4-3: Engine Controls...34 Figure 4-4: Engine Control Quadrant...35 Figure 4-5: Torque Conversion Chart...36 Figure 4-6: Beta Feedback Mechanism...37 Figure 4-7: Fuel Control Unit...38 Figure 4-8: Vibration Isolators...39 Figure 4-9: Propeller Angle Guide Effective: 9/16/05

67 POWERPLANT AND PROPELLER GENERAL DESCRIPTION The Turbo Thrush S2RHG-T65 agricultural airplane utilizes a Pratt & Whitney Aircraft Canada PT6A-45A, -45B, -45R, PT6A-60AG, or PT6A-65AG, -65AR, or -65B turboprop gas turbine engine. The dual cockpit version is approved with the PT6A-60AG engine only at this time. AIR CLEANING SYSTEM The prime difference between the agricultural application and a normal installation is the air cleaning system incorporated in the engine air intake system. The lower cowl forms the inlet to the engine. The air filter panel is a K & N cleanable barrier filter. It provides high efficiency, maximum reliability, long service life and low overall cost. The barrier filter unit is made of a cotton mesh with a light coat of K&N special red oil to assist in collecting dust. The filter can be removed, cleaned and reserviced I/A/W cleaning instructions from K & N P/N (aerosol) or P/N Recharger filter care service kit, obtained locally. POWERPLANT DESCRIPTION AND OPERATION The PT6A-45A, -45B, -45R, PT6A-60AG, and PT6A-65AG, -65AR, -65B (See Figure 4-0) series power plant is a lightweight free turbine engine. The engine utilizes two independent turbine sections: one driving the compressor in the gas generator section and the second driving the propeller shaft through a reduction gearbox. The engine is self-sufficient, since its gas generator driven oil system provides lubrication for all areas of the engine, pressure for the torque meter and power for propeller pitch control. Inlet air enters the engine through an annular plenum chamber, formed by the compressor inlet case where it is directed forward to the compressor. The PT6A-60AG and PT6A-45A, -45B, -45R compressor consists of three axial stages combined with a single centrifugal stage, assembled as an integral unit. PT6A-65AG, -65AR, 65B has four axial stages combined with a single centrifugal stage, assembled as an integral unit. The engine is equipped with a wash ring at the compressor air inlet screen. A line running from this wash ring to a port on the outside of the cowling gives the capability to cleanse the compressor section without engine cowling removal. A row of stator vanes, located between each stage of compression, diffuses the air, raises its static pressure and directs it to the next stage of compression. The compressed air passes through diffuser tubes, which turn the air through ninety degrees in direction and convert velocity to static pressure. The diffused air then passes through straightening vanes to the annulus surrounding the combustion chamber liner assembly. The combustion chamber liner is an annular, heat resistant alloy; domed at the front end where it is supported inside the gas generator case by the 14 fuel manifold adapter sheaths and both igniters. The rear end of the combustion chamber is open and is supported by the large and small exit ducts. The liner assembly has perforations of Effective: 9/16/05 4-3

68 various sizes that allow entry of compressor delivery air. The flow of air changes direction 180 degrees as it enters and mixes with fuel. The fuel/air mixture is ignited and the resultant expanding gases are directed to the turbines. The location of the liner eliminates the need for a long shaft between the compressor and the compressor turbine, thus reducing the overall length and weight of the engine. Fuel is injected into the combustion chamber liner through 14 simplex or Dual Orifice Fuel nozzles supplied by a dual manifold consisting of primary and secondary transfer tubes and adapters. Two spark igniters that protrude into the liner ignite the fuel/air mixture. The resultant gases expand from the liner, reverse direction in the exit duct zone, and pass through the compressor turbine inlet guide vanes to the single-stage compressor turbine. The guide vanes ensure that the expanding gases impinge on the turbine blades at the most optimum angle, with minimum loss of energy. The still expanding hot gases from the gas generator are still directed forward to the power turbine inlet guide vane which directs, at the most optimum angle, the gas flow onto the power turbine which drives the propeller shaft via a two-stage reduction gear box. The compressor and power turbines are located in the approximate center of the engine with their respective shafts extending in opposite directions. This feature provides for simplified installation and inspection procedures. The exhaust gas from the power turbine is collected and ducted in the bifurcated exhaust duct assembly and directed to atmosphere via twin opposed exhaust stubs. Interturbine temperature (T5) is monitored by an integral bus bar, probe and harness assembly installed between the compressor and power turbines with the probes projecting into the gas path. A terminal block mounted on the gas generator case provides a connection point to cockpit instrumentation. All engine-driven accessories, with the exception of the propeller governor, over speed governor and NP tachometer-generator, are mounted on the accessory gearbox at the rear of the engine. These components are driven by the compressor by means of a coupling shaft, which extends the drive through a tube at the center of the oil tank. The rear location of accessories provides for a clean engine and simplifies maintenance procedures. The engine oil supply is contained in an integral oil tank, which forms the rear section of the compressor inlet case. The tank has a total capacity of 2.3 US gallons and is provided with a dipstick. An engine-driven fuel pump further pressurizes fuel supplied to the engine from an external source and the fuel control unit (FCU) controls its flow to the fuel manifold. The power turbine drives a propeller through a two-stage planetary reduction gearbox located at the front of the engine. The gearbox embodies an integral torque meter device, which is instrumented to provide an accurate indication of engine power. A chip detector is installed at the bottom of the gearbox. The propeller reversing installation is comprised of a single-acting hydraulic propeller that is controlled by a propeller governor which combines the functions of a normal constant speed unit (CSU), a reversing valve and a power turbine (Nf) governor. A mechanical linkage between the propeller governor Beta control valve and the air bleed link enables the FCU and the propeller governor to modify engine power to maintain 4-4 Effective: 5/05/04

69 power turbine speed at a speed slightly less than the selected rpm when operating in the Beta control range. ENGINE BUILDUP Engine build-up consists of the removal of accessories and equipment from the old engine and installing them on the new engine. Consult the Engine Maintenance Manual for removal and replacement procedures. After all accessories and equipment have been installed on the new engine, proceed as follows: ** CAUTION ** Consult the Engine Maintenance Manual before removing the new engine from the shipping container. ** CAUTION ** If the old engine is being removed because of oil contamination or the possibility of oil contamination, scrap the following items: (a) oil cooler and (b) all oil carrying lines and hoses. If the old engine has oil contamination, the following items must be sent to an appropriate maintenance facility for disassembly and flushing to remove all contaminants or they must be replaced: (a) over speed-governor, (b) propeller, (c) fuel/oil heat exchanger (d) propeller governor (C.S.U.). (NOTE: The fuel/oil heat exchanger and propeller governor normally comes with the new engine.) Failure to comply with the above will prove to be false economy, as the new engine will be contaminated by old impurities. * NOTE * Tag or identify all hoses, bolts, nuts, and electrical connector plugs and note harness clamp locations for installation on the new engine. Cap all open hoses and engine ports to prevent contamination. A. Remove the engine control brackets and supports from the old engine and install on the new engine. Consult the Engine Maintenance Manual for the proper torque values. Effective: 05/05/04 4-5

70 B. Remove the engine mounts from the old engine and install on the new engine, using the same bolts, washers, and gaskets. Torque the bolts to inch pounds and secure with safety wire. Figure 4-8, #2 * NOTE * If the engine mounts are removed for replacement, they must be all the same part numbers. Torque the engine mount to engine mount truss bolts to inch-pounds. See Figure 4-8, #4 & #10 C. Remove the exhaust stacks from the old engine and install on the corresponding (left or right) exhaust ports of the new engine. Torque the bolts to inchpounds. A. Preliminary steps: ENGINE REMOVAL ** CAUTION ** To prevent damage to internal mechanisms, engines expected to be idle for more than seven days, due to maintenance or other reasons, should be preserved in accordance with the engine manufacturer's recommendations as outlined in the Engine Maintenance Manual. B. Turn fuel shut off handle to close fuel shut off valve. C. Make sure all electrical power to the aircraft is disconnected. D. Provide suitable containers under the engine to catch fuel and oil spillage. E. Remove engine cowlings. F. Disconnect battery. G. Remove propeller. H. Remove exhaust ducts. I. Remove cannular inlet cover (3 places) from compressor inlet. J. Securely cover the engine compressor inlet screen to prevent entry of foreign material. K. Disconnect the following tube and hose assemblies at the locations noted: 4-6 Effective: 5/05/04

71 * NOTE * Tag and identify all tube and hose assemblies to facilitate and ensure correct installation of the engine. Cap and plug all openings to prevent contamination. 1. Oil cooler hoses. 2. Gas generator case front drain valve hose. 3. Torque system lines at forward fire seal. 4. Gas generator case rear drain valve line. 5. Delta P-Lines. 6. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel boost pump. 7. Oil cooler hoses (2) at the engine. 8. Compressor wash ring tube assembly at the union forward of aft fire seal. 9. Fuel inlet manifold adaptor dump tube at front fire seal. 10. Fuel inlet hose at the oil-to-fuel heater. 11. Fuel purge hose at the high pressure fuel pump. 12. Oil pressure line at engine. 13. Disconnect the engine overboard breather hose. 14. High-pressure fuel pump drain. 15. Fuel pressure line from rear of oil to fuel heater. 16. Torque indicating systems hoses at aft fire seal. L. Disconnect the electrical leads and connector plugs at the locations noted. Remove electrical harness clamps, as necessary, to allow engine removal. * NOTE * Tag or identify all electrical leads and connector plugs. Note harness clamp locations to facilitate and ensure correct installation. contamination. Cap all plugs and receptacles to prevent 1. ITT harness at the T5 terminal block. 2. Over speed governor prop test solenoid. 3. Prop beta micro switch. 4. Np tachometer generator. 5. Tq pressure transmitter (NOTE: This not installed on aircraft with direct reading Tq gauge.). Effective: 05/05/04 4-7

72 * NOTE * After wiring harness has been removed from above items, remove the grommet at basket assembly aft. Close out and carefully pull the harness aft and clear of basket. Secure harness to prevent damage until ready to re-install. 6. Ng tach generator. 7. Oil temperature sending unit. 8. Ignition leads at exciter box. 9. Starter/generator terminal block. 10. Fuel flow transducer (If equipped). 11. Engine ground cable from rear of engine driven boost pump. M. Disconnect the engine controls. * NOTE * Tag and retain all attaching control cable parts for engine installation. Note clamp locations to facilitate control cable installation. 1. Disconnect the propeller control rod end at the propeller governor control lever and remove the cable from the forward fire seal. 2. Remove the prop cable from the forward fire seal. 3. Disconnect the condition lever control push-pull tube rod end at the lever on the start control unit. 4. Disconnect the power control cable rod end at the power-input lever. N. Remove engine mount cuffs at aft fire seal (8 locations). O. Remove forward and rear fire seals. P. Remove forward engine mount basket assembly. Q. Remove the engine unit from the aircraft as follows: 1. Attach the engine sling to the engine hoisting lugs. Position a suitable hoist directly over the engine and attach to the engine sling. 2. Raise the hoist sufficiently to take the weight of the engine. 3. Remove the cotter pins and attaching hardware, which attaches the engine vibration, mounts to the mounting, trusses. 4. Remove the bolts and washers attaching the mounts to the engine mount truss. R. Hoist the engine unit clear of the fuselage nose section and install in a suitable stand. Remove the engine sling. 4-8 Effective: 5/05/04

73 ** CAUTION ** Before hoisting the engine unit clear of the fuselage nose section, check that all wiring, cables, and tube and hose assemblies are disconnected and free from snagging. ENGINE INSTALLATION A. Install the engine unit in the aircraft as follows: 1. Attach the engine sling to the engine hoisting lugs. Position a hoist directly over the engine and attach to the engine sling. 2. Remove the engine from the stand and carefully position in the engine mount. 3. Align the bolt holes of the engine vibration mounts with those of the engine mounts. Install the attaching hardware. Torque the bolts to inchpounds and install cotter pins. 4. Install forward engine mount basket assembly. 5. Install forward and rear fire seals. 6. Install engine mount cuffs at aft fire seal (8 locations). 7. Seal all mating joints to assure proper sealing of cannular inlet and filter area with RTV sealant. B. Connect the following tube and hose assemblies at the locations noted: 1. Oil cooler augmentation lines and hoses. 2. Gas generator case front drain valve hose. 3. Torque system lines at forward fire seal. 4. Gas generator case rear drain valve line. 5. Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel boost pump. 6. Oil cooler hoses (2) at the engine. 7. Compressor wash ring tube assembly at the union forward of aft fire seal. 8. Fuel inlet manifold adaptor dump tube at front fire seal. 9. Fuel inlet hose at the oil-to-fuel heater. 10. Fuel purge hose at the start control unit. 11. Oil pressure line at engine. 12. Engine overboard breather hose at engine. 13. High-pressure fuel pump drain. 14. Fuel pressure line from rear of oil to fuel heater. 15. Torque indicating systems hoses at aft fire seal. Effective: 05/05/04 4-9

74 C. Connect the electrical leads and connector plugs at the locations noted: 1. Engine ground cable to rear of engine-driven boost pump. 2. Fuel flow transducer (if equipped). 3. Starter/generator terminal block. 4. Ignition leads at exciter box. 5. Oil temperature-sending unit. 6. Ng tach generator. * NOTE * Route forward electrical harness through forward close out. Install grommet in slot provided. Secure harness to basket structure as previously noted. Connect harness to items as follows. 7. Tq pressure transmitter (if equipped). 8. Np tach generator. 9. Prop beta micro switch. 10. Over speed governor prop test solenoid (Be sure to install the two ground wires on the mounting stud.) 11. ITT harness at the T5 terminal block. * NOTE * Clean terminal ends and torque the ITT harness connections in accordance with the Engine Maintenance Manual. D. Connect the engine controls. 1. Attach the propeller control cable housing to the forward fire seal and connect the propeller control rod end to the propeller governor control lever. 2. Connect the fuel condition control cable rod end at the FCU condition lever. 3. Connect the power control cable rod end at the FCU power input lever. E. Install the propeller. F. Rig the engine controls. G. If necessary, refer to the Engine Maintenance Manual for depreservation of the engine oil and fuel systems. H. Service the engine oil system. I. Remove the cover from the compressor inlet screen. J. Install the engine cowling Effective: 5/05/04

75 K. Perform the engine ground test and checks. (Refer to procedures outlined later in this section and Pratt & Whitney Maintenance Manual.) ** CAUTION ** Prior to engine run-up, ensure the engine air inlet plenums are free of foreign objects. PROPELLER DESCRIPTION AND OPERATION This section describes the function of the following: - Propeller and Beta Feedback Mechanism - Constant Speed Unit (CSU) - Propeller Over speed Governor - Engine Power and Propeller Controls (FCU) - Propeller Speed Select and Feathering Control - Propeller Settings *NOTE* The Fuel Control Unit (FCU) is not included, as it is covered in the Engine Maintenance Manual PROPELLER AND BETA FEEDBACK MECHANISM The propeller has five blades mounted on a hollow hub, in the front end of which is a servo-piston that moves forward under servo-oil pressure or rearward under feather return spring pressure (See Figure 4-1). There are five links from the servo-piston. One goes to each blade root, and these links transmit forward motion of the servopiston to the blade roots and pivot the blades in the decrease pitch direction. When servo-piston pressure is relieved, the servo-piston moves rearward under feather return spring pressure and pivots the blades in the increase pitch direction. This action is assisted by centrifugal force of the counterweight on each blade root. Servo-oil is supplied from the constant speed unit (CSU). It flows through oil passages in the engine reduction gear case through a transfer tube between the reduction gear case and propeller oil transfer housing; then via the propeller oil transfer housing, the engine shaft, the hollow hub, and the internal oil ports in the servo-piston. Refer to Figure 4-1. The beta feedback mechanism has three low pitch stop rods (Fig. 4-1) that are screwed into the propeller feedback ring (Fig. 4-1). These three rods slide fore and aft in small bushings mounted in a flange integral with the hollow hub. Near the forward end of each low stop rod is a beta nut (Fig. 4-1). Ahead of these is the Effective: 05/05/

76 ring rod end (Fig. 4-1) which steadies the low stop rods. As the servo-piston moves forward, it picks up on the beta nuts at a certain preset blade pitch. From that instant the propeller feedback ring (Fig. 4-1) moves forward with the servo-piston. As it moves, the reverse return springs (Fig. 4-1) are compressed. During the return motion, when the servo-piston moves rearward, the reverse return springs maintain contact between the beta nuts (Fig. 4-1) and the servo-piston by pushing aft on small plates attached to each low stop rod. This forward and reverse movement of the propeller feedback ring is used to monitor blade pitch change during beta and reverse. The motion is transmitted to the beta control valve in the CSU via the carbon block (Fig. 4-2, #4) and the propeller reversing lever (Fig. 4-2, #2). As the propeller reversing lever pivots back and forth, it opens or closes the beta control valve (Fig. 4-2, #3) which is attached to the middle of the propeller reversing lever. The beta feedback mechanism has two uses. A. It enables the aircraft pilot to select blade angle directly during beta and reverse. B. It allows provision of a hydraulic low pitch stop during flight. CONSTANT SPEED UNIT (CSU) For clarity and ease of understanding, the CSU is described in five different sections: A. Servo-oil Supply B. Constant Speed Section C. Power Turbine Governing Section D. Beta Control Valve Section E. Feathering A. Servo-oil Supply The servo-oil that is used to vary the propeller blade angle is supplied by the CSU. Refer to Figure 4-2. An oil pump in the base of the CSU boosts the engine oil pressure to approximately 385-PSI. The oil is then routed past a pressure relief valve through the beta control valve port to a chamber formed by the hollow drive shaft (Fig. 4-1) and the lower part of the pilot valve plunger. Here it is ready for delivery to the propeller servopiston. Excess oil pressure and flow is bypassed via the relief valve back to the pump inlet. During normal constant speed operation the beta control valve port is always open. The beta control valve plays no part on the propeller blade angle control. B. Constant Speed Section The constant speed section maintains constant propeller speed during takeoff, climb, and cruise by controlling the flow of servo-oil to and from the propeller servo-piston. A hollow drive shaft (Fig. 4-1) is driven by a bevel gear on the engine propeller shaft. On top of the drive shaft there are two rotating flyweights that pivot outward. This action provides an upward force proportional to propeller RPM. The feet of the flyweights tend 4-12 Effective: 5/05/04

77 to lift the pilot valve plunger and the force of the speeder spring tends to push the pilot valve plunger down. The interaction of these two forces controls the propeller speed. The lower end of the pilot valve plunger covers the ports in the hollow shaft in the CSU body. This mechanism directs the servo-oil to the propeller. When the upward force of the flyweights equals the downward force of the speeder spring, the ports are covered and no servo-oil flows to or from the propeller. The propeller blades remain at constant pitch. This is termed "on speed" condition. The operator may select the propeller RPM at on speed condition. He may vary the downward force on the speed spring by actuating the speed select lever (Fig. 4-2, #9) which is connected to the propeller control lever on the throttle quadrant. If the operator selects a low speeder spring force, it follows that only a low flyweight force is needed to lift the pilot valve plunger into the "on speed" condition. This is achieved at low flyweight and low propeller RPM. The converse occurs if the operator selects high speeder spring force. The CSU maintains selected propeller RPM automatically and compensates for "over speed" and "under speed". When the propeller RPM is higher than the selected speed, the "over speed" condition occurs. The "under speed" condition results when the propeller RPM is lower than the selected speed. These conditions are described in detail below. 1. If the propeller RPM drops below the selected speed, the flyweight force decreases and the force of the speeder spring pushes the pilot valve plunger down. This process provides oil to the propeller servo-piston. The servo-piston moves forward, which fines out the blades. The propeller RPM will then increase. As the propeller RPM reaches the selected speed, the flyweight force lifts the pilot valve back to the "on speed" condition. 2. If the propeller RPM rises above the selected speed, the flyweight force increases and overcomes the force of the speeder spring to lift the pilot valve. The oil is dumped from the propeller, which causes the blades to coarsen pitch. The propeller RPM will then decrease. As the propeller RPM reaches the selected speed, the speeder spring force pushes the pilot valve back to the "on speed" condition. C. Power Turbine Governing Section The Nf governor or fuel-topping governor of the power turbine governing section of the CSU has two functions in the propeller speed control. 1. The first function is during the constant speed operation of takeoff, climb, and cruise when it acts as a safety in the "over speed" condition only. If a malfunction occurs which allows the propeller RPM to exceed selected RPM by 6%, the Nf governor bleeds Py air from the fuel control unit (FCU) to limit power. 2. The second function is during reverse propeller control when it will start to bleed Py air from the fuel control unit (FCU) to keep the propeller and therefore the Nf power turbine from over speeding. This will limit propeller RPM 4% - 6% below the propeller RPM selected on the speeder spring which is 1700 RPM, because the propeller control lever is still in full forward position. This will in turn limit max reverse propeller RPM. During beta Effective: 05/05/

78 operations the propeller control lever on the throttle quadrant is at the max RPM (full forward position). The speeder spring is exerting its maximum downward force so that it will always exceed the upward force of the flyweights in order to keep the pilot valve plunger down at all times during the beta and reverse. The oil passages to the propeller will then be wide open, and only the beta control valve now controls the oil flow, which is upstream of the pilot valve plunger. 3. The components used in the Nf governor include the reset arm (Fig. 4-2, #13), the under speed adjustment eccentric (Fig. 4-2, #15), and the fuel governor interconnect rod (Fig. 4-2, #14). 4. If a malfunction causes propeller "over speed" that cannot be controlled by the CSU constant speed section during the constant speed operation of takeoff, climb, and cruise; then the top of the pilot valve plunger lifts the air bleed lever. The air bleed lever tilts and allows the orifice lever to bleed Py air from the FCU. The governing action begins when the propeller RPM is approximately 106% Np (1802 Np Maximum) or 6% above that selected on the speeder spring. In this phase of the operation the fuel governor reset arm (Fig. 4-2, #13) is against the maximum stop. (Figure 4-2, #12) 5. During beta and reverse the pilot valve plunger is always in a lowered position. Therefore, in order that the air bleed lever can contact the pilot valve plunger, the fulcrum point of the air bleed lever is lowered by lowering the rest. This action is performed by the Nf governor reset arm. As the aircraft operator commands the beta operation, the fuel governor reset arm moves off the maximum stop by the fuel governor interconnection rod. This action continually lowers the reset post to lower the RPM from its normal over speed protection duty of being set at 106% Np to a setting of 96% Np. This will keep the propeller from never exceeding 96% Np (1632RPM) as the aircraft operator chooses beta and reverse operations by bleeding Py pressure (pneumatic governor servo pressure). This causes a decrease in Py pressure at the computing section of the FCU (fuel control unit), causing the fuel metering valve to move in a closing direction, thus reducing fuel flow and consequently Ng and Nf speeds. D. Beta Control Valve Section The beta control valve (Fig. 4-2, #3) performs two functions in the propeller control. 1. The first function during takeoff, climb, and cruise is to act as a hydraulic low pitch stop by limiting the finest blade angle possible in flight to the low blade angle. As power is reduced, the constant speed section maintains selected propeller speed by fining the propeller blade angle until the servopiston picks up the beta nuts. The beta feedback mechanism starts to close the beta control valve by moving it forward. As the blades fine out further, the valve closes completely at the low blade angle. Because the beta control valve is upstream of the pilot valve plunger, the constant speed section can no longer select finer blade angles because its supply is cut off. Except for a malfunction, the hydraulic low pitch stop is normally achieved in descent only. It is available only as a safety during takeoff, climb, and 4-14 Effective: 5/05/04

79 cruise. Normally in those configurations the blades are much coarser than the angle at which the servo-piston picks up the beta nuts. 2. The second function of the beta control valve is to enable direct control of the propeller blade angle in beta and reverse. After the hydraulic low pitch stop is reached, finer blade angles through flat pitch to reverse can be selected by the aircraft operator after landing. If the beta control valve is opened again by rearward movement, the servo-oil flows to the propeller and moves the blades to a finer angle. This can be continued to the maximum reverse blade angle. The beta feedback mechanism will limit the blade angle reached in beta or reverse to that desired by the aircraft operator. It does this by reclosing the beta control valve. E. Feathering Feathering is accomplished by raising the override rod. This pulls the pilot valve plunger up to dump the servo-oil from the propeller. The blades feather automatically under the action of the counter-weights and feather springs. PROPELLER OVERSPEED GOVERNOR The propeller over speed governor is installed in parallel with the propeller governor and mounted at the approximate 10 o'clock position on the front case of the reduction gearbox. The governor is incorporated to control any propeller over speed condition by immediately bypassing pressure oil from the propeller servo to the reduction gearbox sump. The governor consists of conventional type flyweights mounted on a hollowsplined shaft and driven by the accessory drive gear shaft. The hollow shaft embodies ports, which are normally closed by a pilot valve installed in the shaft centerbore and held in position by the governor speeder spring. The spring tension acts in opposition to the centrifugal force of the rotating flyweights. When a propeller over speed condition occurs, the increased centrifugal force sensed by the governor flyweights overcomes the speeder spring tension and lifts the pilot valve to bypass propeller servo oil back to the reduction gearbox sump via the governor hollow drive shaft. This allows the combined forces of the blade counterweights and the return springs to move the propeller blades toward a coarse pitch position, thereby absorbing engine power and reducing propeller rpm. A solenoid-operated valve is incorporated to facilitate functional testing of the over speed governor. When operated, the valve resets the governor below its normal over speeds setting. (See over speed governor check later in this section.) ENGINE POWER AND PROPELLER CONTROLS (FCU) The cockpit power lever is connected to the engine power lever (Fig. 4-3, #3). This operates the cam follower pin as shown in Figure 4-3, #12. Connected to the beta control cam (Fig. 4-3, #2) is the push-pull control cable which runs forward on the engine to connect to the top end of the propeller reversing lever (Fig.4-2, #2), via the fuel governor interconnection rod (Fig. 4-2, #14), and connects to the fuel governor reset arm. Figure 4-2. The FCU is operated by the FCU actuating lever (Fig. 4-3, #11), the FCU control rod (Fig. 4-3, #6), and the FCU arm (Fig. 4-3, #10). Effective: 05/05/

80 In all forward configurations, which includes low idle, takeoff, climb, and cruise, the power lever control performs only one function - the function of scheduling fuel. When the cockpit power lever is advanced, the cam follower pin (Fig. 4-3, #11) moves forward and pushes the FCU arm (Fig. 4-3, #10) forward to schedule more fuel. The extension of the cam follower pin rides in the track of the beta control cam (Fig. 4-3, #2). In all forward configurations the path taken by the cam follower pin exactly matches the cam track. Therefore, the beta control cam does not move; the push-pull control cable is inoperative; the top end of the propeller reversing lever does not move; and the fuel governor reset arm remains on the maximum stop on the CSU. In beta after touchdown the power lever has two functions. It schedules the blade angle directly, and it resets the Nf governor down. After the blades have passed zero pitch, the power lever begins its third function in reverse. That function is to schedule the fuel flow as well. After touchdown the aircraft operator presses the override button which is located on the power lever and moves it rearward. The cam follower pin loses contact with the FCU actuating lever, and the FCU will stay at flight idle (69% Ng), because the high idle roller (Fig. 4-7) will prevent any further lowering of gas generator speed. As the cam follower pin moves rearward, it picks up the cam track of the beta control cam and starts to move it rearward. This action pulls the push-pull control cable as well. This action also pulls the propeller reversing lever and the fuel governor-interconnecting rod. The FCU remains at flight idle while the blades fine out until the cam follower pin picks up on the dead band adjustment screw (Fig. 4-7). This moves the FCU reversing lever, which starts to schedule more fuel in reverse. From this instant the cockpit power lever is performing three functions. The functions are scheduling the blade angle directly, scheduling the fuel flow, and setting the Nf governor down. The action continues up to maximum reverse blade angle. PROPELLER SPEED SELECT AND FEATHERING CONTROL The cockpit propeller lever has two functions: A. The first function is to select the propeller RPM in takeoff, climb, and cruise configurations. B. The second function is to feather the propeller when it is required. The cockpit propeller lever is connected to the speed select lever on the CSU. The first function is performed by varying the speeder spring pressure by rotating the propeller speed select lever (Fig. 4-2, #9) toward the propeller speed max stop (Fig. 4-2, #10). The second function is performed by rotating the propeller speed select lever (Fig. 4-2, #9) toward the feathering stop. This action will cause the override rod to pull the pilot valve plunger upward, therefore allowing servo oil to be dumped from the propeller servo piston. This action will cause the propeller blades to travel to the feather position, by action of the feather-return spring pressure acting on the propeller servo piston. A. Maximum RPM... 1,700 RPM PROPELLER SETTINGS 4-16 Effective: 5/05/04

81 B. Cruise Power... Approximately 42 inch station C. Full Feathered Angle ± 42 inch station D. Mechanical Reverse Pitch Stop ± 42 inch station E. Angle at which servo piston just touches the three low pitch stop rod beta nuts (which move the propeller beta feedback ring) is 10.0 ±.1 when blades are held toward decrease position at the 42 inch station. The hydro-mechanical low pitch stop occurs at a blade angle of approximately 11 when the propeller dome has traveled sufficiently to fully close the beta valve and shut off the oil flow to the propeller. F. The specific low-pitch blade-angle determined through aircraft flight and ground test, during which the controllability of the aircraft is checked, is approximately 11 for the Hartzell propeller installed on the Turbo Thrush. G. The way to set the specific low-pitch blade-angle is to adjust the hydraulic low pitch stop. This is accomplished by proper adjustment of the three beta nuts, by using the 1600-RPM Np Torque Setting Chart (Figure 4-5). PROPELLER MAINTENANCE PROPELLER REMOVAL A. Remove the forward cowl from the engine. B. Remove the spinner dome by removing the attaching screws from around the rear circumference. C. Disconnect the front fork-end from the propeller-reversing lever. Disconnect the pivot bolt securing the reversing lever to the propeller governor actuating lever and lift the reversing lever free of the collar prior to pulling the low pitch stop collar fully forward. ** CAUTION ** The procedures in the step above must be accomplished to avoid damaging the propeller governor. D. Install the feedback ring-puller and pull the low pitch stop collar fully forward. ** CAUTION ** Make sure that the tool is not cocked to avoid damaging the propeller. Take the precautions necessary to avoid bending or otherwise damaging the three spring-loaded rods and the beta feedback ring. Effective: 05/05/

82 * NOTE * Mark propeller hub flange and the engine shaft flange so that the propeller can be reinstalled in its original position. This will prevent disturbing the propeller/engine combination dynamic balancing if the same propeller is to be reinstalled. E. Remove the safety wire from the propeller mounting bolts. Using a 5/8" box head wrench, remove the eight bolts securing the propeller in place and remove the propeller from the airplane. PROPELLER INSTALLATION A. Place the new O-ring seal over the engine shaft. B. Pull the beta ring fully forward with the puller. ** CAUTION ** Make sure the tool is not cocked to avoid damaging the propeller. Take the precautions necessary to avoid bending or otherwise damaging the spring-loaded rods and the beta feedback ring (brass ring). C. Install the propeller on the engine by inserting the two dowel pins on the propeller flange in the appropriate holes on the propeller shaft flange. * NOTE * The propeller will fit on the engine in two positions, 180 from each other. Either position is permissible to use. If the same propeller is being reinstalled, install in the original position as previously marked. This will prevent disturbing the propeller/engine combination dynamic balancing. D. After assuring that complete and true surface contact between the flanges has been established, apply (MIL-PRF-83483, Hartzell P/N A or latest upgrade) antiseize compound to mounting bolt threads and washer surfaces (and remainder of bolt if desired). For the HC-B5MP-3 ( ) propeller install eight (8) P/N B-3339 bolts and eight (8) A washers through engine flange into the propeller flange. *** WARNING *** Chamfer of washer must face bolt head at installation Effective: 5/05/04

83 E. Using (Hartzell P/N AST-2877) special torquing adapter and a standard torque wrench, torque all eight bolts according to instructions as outlined in the latest edition of Hartzell Propeller, Inc. Owner's Manual & Log Book No F. Safety all mounting bolts in an airworthy manner with.032-inch minimum diameter stainless steel wire. G. Remove the feedback ring puller and connect the propeller reversing lever to the propeller control linkage. ** CAUTION ** With the carbon block assembly held against one side of the beta feed back ring, check the side clearance (Refer to Figure 4-6). Clearances can be established by dressing the block(s) side(s) as required. H. Check the propeller reversing linkage on the front end of the engine for proper rigging. I. Reinstall the spinner dome and engine cowling. J. Perform the necessary engine run-up checks. * NOTE * Thrush Aircraft Inc. recommends that the propeller be dynamically balanced to the engine whenever a new propeller or an overhauled propeller is installed, or any time there is a question of the propeller s balance. Following the instruction of the propeller balancing equipment (Chadwick Helmuth Vibrex or equivalent equipment), set the amplitude of vibration given in IPS (inches per second) on the balancer's meter to a level of.2 or less at 1,500 rpm Np by adding weights to the light blade(s) or spinner bulkhead in accordance with Hartzell Propeller Owners manual P/N 139 chapter 6. * NOTE * Do not add more than four (4) balance weights (P/N A-1305) in any one stack. A maximum total of eight (8) weights are allowed on any one clamp half. CONSTANT SPEED UNIT (CSU) REMOVAL A. Remove the forward engine cowling. Effective: 05/05/

84 B. Remove bolt that secures the propeller control cable to the governor's speed select lever. C. Remove the cotter pin, castellated nut, and washer and bolt securing the Nf governor-interconnecting rod to the Nf governor reset arm. D. Remove the cotter pin, castellated nut, washer, bolt and spacer securing the front clevis end to the propeller-reversing lever. E. Remove the cotter pin, washer, clevis pin and bushing securing the propellerreversing lever to the beta valve. Remove reversing arm. F. Disconnect coupling nut of pneumatic (Py) front tube from straight nipple on propeller governor. G. Remove the four nuts and washers anchoring the governor to the mounting pad on the reduction gearbox case. H. Remove governor and governor mounting pad gasket. I. If CSU is to be replaced by a new or overhauled unit, remove the straight nipple from Py port on governor. Remove "O" ring and retain nipple for reuse on the replacement unit. CONSTANT SPEED UNIT (CSU) INSTALLATION A. Install a new gasket over the four studs on the governor-mounting pad. ** CAUTION ** Make sure the gasket is placed on the mounting pad with the raised side of the screen up so that it will fit into the recess on the base of the governor. B. If a new or overhauled propeller governor is to be fitted, install straight nipple as follows: 1. Lubricate new "O" ring with clean engine oil and install on nipple. 2. Install nipple in Py port on propeller governor. Tighten and torque nipple to 65 to 70 lb. in. C. Lightly coat the splined shaft of the governor with clean engine oil. ** CAUTION ** Ensure drive splines are completely engaged by checking that flange of governor rests squarely on gasket with no gap. Rotate propeller to assist engagement, if necessary. D. Position the governor on the mounting pad and secure it in place with the four attaching washers and nuts. Torque the nuts to 125 to 135 inch-pounds. E. Secure the propeller-reversing lever to the beta valve with the attaching bushing, clevis pin, washer and cotter pin Effective: 5/05/04

85 F. Secure the front clevis end to the propeller reversing lever with the attaching spacer, bolt, washers, castellated nut and cotter pin. G. Secure the Nf governor-interconnecting rod to the Nf governor reset arm with the attaching bolt, washer, castellated nut and cotter pin. H. Secure the governor speed select lever to the propeller speed control cable with the attaching bolt, washer and nut. I. Ensure the governor's stop plate contacts both the high RPM stop screw and the feathering stop screw, when the propeller control lever in the cockpit is operated. Ensure that there is sufficient cushion at both positions on quadrant. If linkage will not allow proper travel, adjust the control linkage at either rod end or move speed select lever on the governor to obtain necessary travel. J. Connect coupling nut of the pneumatic (Py) front tube to propeller governor. Tighten nut; torque to 90 to 100 lb. in., and lock wire. K. Check engine front linkage rigging. L. Accomplish propeller governor operational checks in accordance with the appropriate Pratt & Whitney Maintenance Manual. M. Install the forward engines cowling. PROPELLER CSU HIGH RPM ADJUSTMENT If a high RPM adjustment is required, turn the high RPM stop screw on the governor head clockwise to decrease or counter clockwise to increase RPM as required to obtain 1,700 RPM propeller speed (NP). After adjustment, ensure there is sufficient cushion at both the feathered and high RPM positions at the propeller lever on the throttle quadrant. Lock wire the high RPM stop screw after adjustment. PROPELLER OVERSPEED GOVERNOR REMOVAL A. Remove the forward engines cowling. B. Remove the safety-wire and disconnect the electrical plug from the governor solenoid valve. C. Remove the four self-locking nuts and plain washers securing the governor and remove the governor from the left side of the reduction gear housing. PROPELLER OVERSPEED GOVERNOR INSTALLATION A. Install a new gasket on the mounting pad. B. Apply clean engine oil to the governor splined drive. C. Position the governor on the mounting pad and install the four plain washers and self-locking nuts. Apply a torque of 125 to 135 inch-pounds to the mounting nuts. (Make sure you have the two ground wires under one of the nuts.) D. Connect the electrical plug to the governor solenoid valve. E. Reinstall the forward cowling. F. Perform over speed governor check (prop test). Effective: 05/05/

86 ENGINE CONTROLS RIGGING INSTRUCTIONS The following instructions will produce nominal settings of the engine s operating parameters. If an engine is installed, fuel control, propeller or propeller governor replaced or any time the adjustment of these units is disturbed, the engine controls rigging should be checked. AIRFRAME CONTROL LINKAGES Proper engine/airframe control system rigging is a prerequisite in order to achieve satisfactory engine operation. The airframe control system will provide the required throws, travel limits, and etc. necessary for the engine controls operation. PROPELLER REVERSING INTERCONNECT LINKAGE Details for assembly and disassembly of engine push-pull cable are contained in the Engine Maintenance Manual. ** CAUTION ** Never attempt to move the power lever into reverse with engine shutdown without first removing the pin at the rear clevis. (Refer to Figure 4-3, item #1) FRONT LINKAGE A. Propeller in FEATHER B. Align rig pin holes in propeller cambox and install pin (Fig. 3, See Rig Pin Hole. A #41 drill bit can be used as a rig pin. This setting is a rigging datum point. C. Detach front clevis (Fig. 4-2, #6) at propeller reversing lever (Fig. 4-2, #2) by removing retaining pin. Do not lose spacer. D. Connect push-pull cable rear clevis (Fig. 3, Item 1) to center hole of propeller cam (Fig. 3, Item 2). E. Disconnect fuel governor interconnect rod (Figure 4-2, #14) from fuel governor reset arm (Figure 4-2, #13) by removing retaining bolt. F. Position rear of clevis slot on beta valve Fig. 4-2, # (3) flush with front surface of conical cap (1) on propeller governor (see rigging datum). G. Apply forward tension on push-pull cable and while maintaining rigging datum setting in step F, adjust clevis (Fig. 4-2, #6) so that retaining pin is easily installed at clevis and reversing lever (Fig. 4-2, #2) interconnect. Ensure there is no slack in the push-pull cable. If necessary, adjust length of cable on ball terminal ends and on lever prior to completing connection and check clevis ends for safety; cable must be of sufficient length to prevent the passage of lock wire through the witness holes Effective: 5/05/04

87 H. With beta valve set at the rigging datum position, set fuel governor reset arm (Fig. 4-2, #13) on its MAX stop (Fig. 4-2, #12). Align holes in terminal end of interconnect rod (Fig. 4-2, #14) with the outer hole of the rest arm so that the retaining bolt can be easily installed. Shorten the length of interconnect rod (Fig. 4-2, #14) by one-half turn on the terminal end. I. When rigging is complete, check all cotter pins for correct installation, safety wiring complete and all clevis ends, nuts, etc., are in safety and secured. REAR LINKAGE A. Disconnect power lever control cable (Fig. 4-3, #4) at input lever (Fig. 4-3, #3). B. Disconnect push-pull cable (Fig. 4-3, #1) from propeller cam (Fig. 4-3, #2) by removing retaining pin. C. Align rigging holes in propeller cambox and install rig pin. This setting is a rigging datum point. D. Set condition lever (Fig. 4-3, #5) at LO-IDLE and install rig pin. This setting is a rigging datum point. E. Set FCU arm (Fig. 4-3, # 10) on FCU speed setting shaft (Fig. 4-7) maintaining an angle of 45 degrees as shown. F. Adjust interconnect rod (Fig. 4-3, # 6) to length of / inches between terminal end centers and using the outboard hole in FCU arm (Fig. 4-3, # 10) and 2 nd hole down from the top of FCU actuating lever (Fig. 4-3, # 11), install interconnect rod. G. Place power control lever (Fig. 4-3, # 7) at Beta and reverse lockout stop and install rig pin into FCU actuating lever (Fig. 4-3, #11) with cambox input lever (Fig. 4-3, # 3) slightly forward of vertical, connect power lever control cable (Fig. 4-3, #4) to inboard hole on cambox input lever (Fig. 4-3, #3). H. Remove the rig pin from the cambox (Fig. 4-3, #2) and operate the power control lever (Fig. 4-3, #7) throughout its forward operating range. Observe that the FCU hits the FWD MAX STOP and returns to the ground idle position when the power control lever is fully advanced with FCU on FWD MAX STOP, ensure that: 1. Cam follower pin is clear of bottom of cam track. 2. FCU reaches FWD MAX STOP before cockpit power lever reaches its forward extremity of control quadrant travel. There should be a slight cushion at the end of lever travel. I. Select MAX REVERSE with power control lever (Fig. 4-3, #7) and verify that FCU MAX REVERSE STOP (Fig. 4-7) is contacted before power lever reaches rearward extremity of control quadrant travel. Allow slight cushion at the end of lever travel. J. To check dead band, place protractor on cambox input lever (Fig. 4-3, #3). K. Retard power lever (Fig. 4-3, #7) into REVERSE range as far as necessary in order to get the FCU lever (Fig. 4-3, #10) to move off of the dead band stop. Slowly move the power lever (Fig. 4-3, #7) forward until the dead band adjustment screw (Fig. 4-7) hits the stop. The screw should be against the stop Effective: 05/05/

88 until a piece of paper between the screw and the stop is held tightly and a further motion in the REVERSE direction will release the paper. L. Measure the angle of the cambox input lever (Fig. 4-3, #3). M. Push the power lever (Fig. 4-3, #7) forward to the point where the stop screw is about to lift-off of the stop, but will slightly still grip the piece of paper tightly. N. Measure the cambox input angle. The difference between the two angle measurements should be 11 to 12 degrees. Adjust the dead band stop screw (Fig. 4-7) to obtain the desired dead band travel. One full turn out of the dead band adjustment screw will widen the dead band 1.32 degrees. O. Check that the dead band adjusting screw (Fig. 4-7) first contacts the stop at, or slightly forward of the idle detent and the adjusting screw begins to lift-off the stop at, or slightly aft of the ground idle detent. P. The dead band travel can be repositioned by adjusting the serrated washer (Fig. 4-7) on the speed setting shaft. A movement of one serration will result in 0.6- degree change in position of the FCU arm (Fig. 4-3, #10). Fine adjustments of the dead band position may be made by adjusting the length of the interconnect rod (Fig. 4-3, #6). Q. Connect the push-pull cable (Fig. 4-3, #1) to the propeller cam Fig. 4-3, #2). R. When rigging complete, check all cotter pins for correct installation, safety wiring complete and all clevis ends, nuts, etc. are in safety. CONDITION LEVER LINKAGE With the condition lever placed in LOW-IDLE, install rig pin. This is the datum setting point. A. Place the condition control lever (Fig. 4-3, #8) in LOW-IDLE detent on cockpit control quadrant. B. Align cable terminal with 3 rd hole from the top in FCU condition lever (Fig. 4-3, #5) and connect. C. Operate the condition control lever (Fig. 4-3, #8) on the cockpit control quadrant throughout its full range to ensure freedom of movement and check the following: 1. When OFF, the FCU cut-off stop (Fig. 4-7) is contacted and the pump offload set screw (Fig. 4-7) fully depresses the pump unloading valve plunger (Fig. 4-7). 2. When control lever selected to LOW-IDLE, the FCU condition lever (Fig. 4-3, #5) rig pin can be inserted and withdrawn freely. 3. When selected to HIGH-IDLE, the FCU reset lever contacts the HIGH-IDLE stop (Ref. Fig. 4-7). PROPELLER RIGGING A. Move propeller control lever (Fig. 4-3, #9) fully forward and check that the skirt below the propeller governor speed set lever (Fig. 4-2, #9) contacts the maximum speed stop (Fig. 4-2, Item 10) Effective: 5/05/04

89 B. Move the propeller control lever in the cockpit to FEATHER and ensure that the skirt below the governor speed set lever (Fig. 4-2, Item 9) fully depresses the feathering valve plunger. Upon completion of rigging and prior to engine running, a functional check of the system s operation should be carried out. This check should include the operation of all controls throughout their entire operating range and checking for freedom of all movement, freedom from binding, security and safety. ENGINE RIGGING CHECKS AND ADJUSTMENTS This section details various engine and propeller functional checks, which are performed after engine control rigging and engine run up. GROUND IDLE ADJUSTMENTS (Ref. Fig. 4-7) A. Run engine to bring oil temperature within normal operating ranges (38 C minimum). B. Set condition lever to LOW-IDLE. and power control lever in IDLE. Check Ng tachometer for a reading of 59% Ng for PT6A-45A, -45B, -45R and PT6A-65AG, - 65AR, -65B or 62% Ng for PT6A-60AG. If it is not, proceed as follows: 1. Loosen FCU lever clamp screw (Detail A) then loosen the upper low idle adjustment screw and tighten the lower low idle screw by an equal number of turns to INCREASE idle speed. One flat allen head screw will change idle speed 4%. 2. Tighten the FCU lever clamp screw. *NOTE* After adjusting idle, MAX FORWARD and MAX REVERSE settings may require readjustment. FLIGHT IDLE ADJUSTMENTS A. Set condition lever to HIGH-IDLE. Condition lever (Fig. 4-3, #8) must contact HIGH-IDLE stop screw (Fig. 4-7). An angle of 42 degrees ± 4 degrees represents the angle formed between the CUT-OFF and HIGH-IDLE positions at the lever. B. Set HIGH-IDLE to 69% Ng. For the PT6A-60AG, adjustments can be made by turning nuts on the cam follower assembly (Fig. 4-7). Adjusting the nuts out will rotate the FCU lever (Fig. 4-3, Item 10) in a clockwise direction and increase Ng and conversely, turning the nuts in will rotate the FCU lever in a counterclockwise direction and decrease Ng. Turning the nut one turn will increase or decrease HIGH-IDLE speed by 1.5%. (Note: PT6A-45A, -45B, -45R and PT6A-65AG, - 65AR, -65B High-Idle is adjusted by turning High-Idle Stop in to increase, out to decrease RPM.) A. Set power lever to IDLE. PROPELLER GOVERNOR CHECK Effective: 9/16/

90 B. Feather propeller. C. Ng should not change more than 100 RPM. MAX PROPELLER SPEED CHECK A. Set propeller control lever to obtain 100% Np or 1700 RPM B. Adjust MAX SPEED stop adjuster screw (Figure 4-2, item 10) as necessary. OVERSPEED GOVERNOR CHECK The over speed governor is set to govern at 104% Np or approximately 1768 RPM and should not normally require re-adjustment. To check: A. Move the propeller control lever to MAX INCREASE. B. Increase power to obtain 1600 RPM. C. Do not exceed engine torque limit during this check. D. Hold propeller test switch in PROP GOV TEST. E. Advance power control lever until RPM stabilizes. Over speed governing should hold stable rpm indication of 1598 ± 20 RPM. F. Return power lever to IDLE and release the propeller test switch. FEATHERING CHECK A. Set propeller control lever to MAX INCREASE. B. Set power control lever at IDLE. C. Set condition lever at LOW IDLE. D. Pull propeller power control lever aft., past the GROUND OPERATION PROPELLER PITCH STOP detent, to the after most position and observe that the propeller begins to feather. REVERSE MAX POWER CHECK (Figure 4-4) A. Fuel Condition Lever HIGH IDLE B. Propeller Control Lever MAX INCREASE C. Power Lever - Pull slowly from IDLE to REVERSE. D. Propeller speed rises to and steady between 1580 and 1650 RPM. E. Torque should be in the range of 8.5 to 9.5 psi. GROUND OPERATION PROPELLER PITCH STOP Provides positive method to keep out of the propeller s ground operation RPM restrictions. (NOTE: This stop is adjusted at the factory by controlling the length of the latch s pawl and should not require field adjustment. If adjustment is necessary, file the end of the pawl to adjust length, to obtain below said specifications.) For PT6A-45A, -45B, -45R, -60AG, -65AG, -65AR, -65B engines with model HC-B5MP- 3C/M10876AS or ANS propellers adjust the ground operation propeller pitch stop to 4-26 Effective: 9/16/05

91 restrict propeller rpm to 1170 or below. *NOTE* A to 1400 RPM Np is prohibited on Ground. B. Stabilized operation below 900 RPM Np is prohibited Except in feathered operation from 0 to 400 RPM Np. BETA & REVERSE LOCKOUT Provides a positive lock to prevent unintentional movement of the power lever into beta or reverse mode. FUEL SHUTOFF LOCKOUT Provides a positive lock to prevent unintentional movement of fuel control lever to the fuel cut off position RPM Np TORQUE SETTING The 1600 Np torque setting is adjusted using the three beta nuts on the propeller. Refer to Figure 4-5 when following the steps below. *NOTE* It is not necessary to cap the bleed air line when checking the 1600 RPM torque setting A. Record the stabilized outside air temperature accurately and set the altimeter window to Record the pressure altitude. B. Start the engine and allow the instruments to stabilize. C. With the propeller lever full forward, advance the power lever until 1600 RPM propeller speed is obtained. D. Record the engine torque which is indicated on the torque meter. E. Shut down the engine. F. Refer to chart in Figure 4-5 and read the desired engine torque for the prevailing ambient conditions. G. Ensure that the beta valve clevis slot is flush with the beta valve cap nut. Remove the propeller spinner and adjust the beta nuts, if necessary, to obtain the desired engine torque. To facilitate the adjustment of the beta nuts, scribe a line on the beta nuts and the low-pitch stop rods as shown in Figure 4-5. Use the reference line to ensure that each nut is adjusted the same number of flats. Turning the nuts six flats will provide approximately one (1) PSI change in the engine torque. Standing in front of the propeller and facing the dome, make the adjustments: to increase turn clockwise and to decrease turn counter-clockwise. The torque meter should be within +/- one (1) psi of the predetermined value. Effective: 9/16/

92 **CAUTION** It is important that each nut be moved the same amount to ensure that the nuts are not moved out of the relationship with each other. **CAUTION** Do not perform ground testing of the propeller if the wind exceeds 5 MPH. If any wind at all is present, head the aircraft to a crosswind. ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION Low (Ground) Idle High (Flight) Flight Idle Fuel Boost Pump Pressure (Electric & Engine Driven) Max Reverse Prop Test (O/S Governor) Max Propeller RPM Hydraulic Low Pitch Stop -60AG % +1%, -0% NG -45A, -45B, -45R... 59% ± 1% NG -65B, -65AR, -65AG... 59% ± 1% NG 69% Ng 20 +/-1 psig 8-10 psi 1,598 ± 20 RPM 1,700 RPM Check in accordance with 1600 RPM NP ENGINE LIMITS CHART (PT6A-65AG SHOWN), for pertinent engine instrument marking see chapter 8, Figure 1a through 1d. POWER SETTING SHP TORQUE (PSI) ** Takeoff Max. Continuous Minimum Idle ITT ( C) 810 *** 810 **** 750 ******* (%) NG NP (RPM) OIL PRESSURE (PSIG) OIL TEMP. ( C) to to to to minimum -40 to 110 Starting 1000* 200 maximum Acceleration (Transient) * to 200 Maximum Reverse to minimum -40 to 110 ***** 0 to 110 ****** 4-28 Effective: 5/05/04

93 LEGEND: 1050 SHP -60AG; 1050 SHP -45A, -45B, -45R; 1100 SHP 65B 1050 SHP -60AG; 1020 SHP -45A, -45B, -45R; 1100 SHP 65B 38.8 PSI -60AG; 38.8 PSI -45A, -45B, -45R; PSI 65B 37.7 PSI -60AG; 37.7 PSI -45A, -45B, -45R; PSI 65B * Transient Engine Limits are limited to 5 seconds for starting and 20 seconds during acceleration. ** The Torque Pressure Limits listed above are for NP = 1700 RPM only. *** -45A, -45B & -45R = 800; -60AG = 820; -65B = 820; - 65AR = 855 **** -45A, -45B & -45R = 800; -60AG = 775; -65AR = 840 ***** -45A, -45B & -45R = 99 to 110; -60AG = 0 to 110 ****** -60AG = 0 to 104; - 65B = 0 to 99; -65AR = 10 to 105 ******* -65B = 700; -65AR = 715 For PT6A-45A, -45B, -45R, -60AG and -65AG, -65AR, -65B with HC-B5MP- 3C/M10876AS or ANS propeller the following applies: A to 1400 RPM Np is prohibited on Ground B. Stabilized operation below 900 RPM Np is prohibited Except in feathered operation from 0 to 400 RPM Np. Effective: 9/16/

94 Figure 4-0a: PT6 Engine Assembly 1. REVERSING CABLE 2. T5 HARNESS 3. T5 TRIM STICK 4. DECAL PATENTS DESIGNATION 5. CAM BOX (REVERSING) 6. OIL RETURN FROM AIRFRAME COOLER 7. OVERBOARD BREATHER DISCHARGE 8. OIL DIPSTICK (ELECTRICAL A-67B) 9. STARTER/GENERATOR PAD 10. FUEL CONTROL UNIT 11. OIL TO AIRFRAME COOLER 12. FUEL PUMP 13. OIL TO FUEL HEATER 14. OIL PRESSURE TAPPING 15. P3 AIR FILTER 16. OIL FILTER COVER 17. P3 AIR DELIVERY TUBE TO FUEL CONTROL 18. BLEED VALVE 19. MAIN OIL PRESSURE LINE 20. CHIP DETECTOR 21. PROPELLER TACH-GENERATOR PAD 4-30 Effective: 5/05/04

95 Figure 4-0b: PT6 Engine Assembly 1. INLET SCREEN 2. P2.5 CABIN BLEED 3. FIRESEAL FRONT 4. FUEL NOZZLE ADAPTER 5. PY AIR LINE 6. DATA PLATE POWER SECTION 7. PROPELLER GOVERNOR (CSU) 8. PROPELLER SHAFT 9. PROPELLER OVERSPEED GOVERNOR PAD 10. TORQUE OIL PRESSURE PORT 11. REDUCTION GEARBOX STATIC PRESSURE PORT. 12. IGNITER PLUG 13. ENGINE MOUNT PAD 14. P3 CABIN BLEED PORT 15. OIL SCAVENGE TUBES 16. IGNITION CABLES 17. EXCITER BOX 18. WASH SPRAY RING 19. OIL LEVEL SIGHTGLASS 20. REAR FIRESEAL 21. OIL FROM AIRFRAME COOLER Effective: 5/05/

96 Link Arm Prop Feedback Ring Beta Nut Low Pitch Stop Rod Oil Transfer Tube Ring Crankshaft Figure 4-1: Prop Pitch Mechanism 4-32 Effective: 5/05/04

97 Figure 4-2: Propeller Reversing Linkage Effective: 5/05/

98 Figure 4-3: Engine Controls 4-34 Effective: 5/05/04

99 Figure 4-4: Engine Control Quadrant Effective: 5/05/

100 Pressure Altitude (Ft.) TORQUE PRESSURE (PSI) AT 1600RPM PRESSURE ALTITUDE ANDTEMPERATURE CONVERSION CHART Temp. (0 Degrees C) Figure 4-5: Torque Conversion Chart 4-36 Effective: 5/05/04

101 Figure 4-6: Beta Feedback Mechanism Effective: 5/05/

102 Figure 4-7: Fuel Control Unit 4-38 Effective: 5/05/04

103 Figure 4-8: Vibration Isolators Effective: 5/05/

104 Figure 4-9: Propeller Angle Guide Cockpit Power Lever (Throttle) To Propeller Blade Angle Relation 4-40 Effective: 5/05/04

105 SECTION 5 FUEL SYSTEM TABLE OF CONTENTS FUEL SYSTEM... 2 GENERAL DESCRIPTION... 2 MAINTENANCE PRECAUTIONS... 3 SUB-SYSTEMS AND COMPONENTS... 3 FUEL QUANTITY INDICATING SYSTEM... 3 FUEL QUANTITY INDICATOR... 3 TRANSMITTER... 4 REMOVAL... 4 INSTALLATION... 4 CALIBRATION... 4 CAPACITY (U.S. GALLONS)... 5 AUXILIARY ELECTRIC FUEL PUMP... 5 AUXILIARY ELECTRIC FUEL PUMP REMOVAL... 5 AUXILIARY ELECTRIC FUEL PUMP INSTALLATION... 6 ENGINE-DRIVEN FUEL PUMP... 6 FUEL FILTER... 6 AIRBORNE 1J18 FUEL FILTER SERVICE INSTRUCTIONS... 6 OPTIONAL FUEL FLOW... 7 FUEL LINE MAINTENANCE... 8 SEALING COMPOUNDS... 8 LEAK SEALING... 9 RESEALING AFTER COMPLETE SKIN REMOVAL... 9 TROUBLESHOOTING FUEL SYSTEM TROUBLE SHOOTING CHART ACTIVATING HOPPER (FERRY) FUEL SYSTEM OPERATING INSTRUCTIONS FOR THE P/N FERRY FUEL SYSTEM 13 FIGURE 5-1: FUEL SYSTEM, FIREWALL AFT FIGURE 5-2: FIREWALL FUEL FILTER FIGURE 5-3: HOPPER FERRY FUEL SYSTEM Effective: 9/16/05 5-1

106 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH FUEL SYSTEM GENERAL DESCRIPTION (See Figure 5-1) A 230 U.S. gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is contained inside integral wing tanks (wet wing fuel tanks) just outboard of the fuselage. The left wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that is located in the fuselage. The fuel supply lines, to the engine, are routed from the header tank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel boost pump. The electric driven fuel boost pump discharge is then routed through a 25-micron main fuel filter to an engine driven fuel boost pump. The electric driven fuel boost pump serves two purposes, first as a backup system to provide continuous fuel pressure to the engines high pressure fuel pump in case the engine driven fuel boost pump fails and secondly to provide boosted fuel pressure to the engines high pressure fuel pump during engine starting. Fuel from the aircraft fuel system enters the engines high pressure fuel pump which has two fuel filters, a 74-micron inlet filter and a 10-micron discharge filter (Refer to the engine appropriate maintenance manual for pertinent maintenance details for the engine supplied filters and fuel system). The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fuel tanks are vented through tubing connected at both the inboard and outboard ends of the individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters a vent scoop, on the fuselage under the left wing, and pressurizes the vent system to maintain positive pressure on the fuel tanks. The vent system is provided with two quick drains, located on the fuselage under each wing to drain any fuel that might happen to have got in the tanks outboard vent lines. At engine shutdown, fuel from the flow divider/dump valve, located at the 6 o clock position on the engines fuel nozzle manifold or start control unit on older engines equipped with a start control unit, is directed to a residual fuel reservoir EPA tank mounted inboard on the L/H aft shin skin. This reservoir holds approximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoirs vent system. This reservoir should be emptied after each shutdown. Also, it is common and normal after an engine compressor Water Wash or Performance Recovery Wash to have water or soap appear in the reservoirs drained waste fuel. The fuel quantity gauge is located on the lower left instrument panel. The fuel quantity indicated system consists of two transmitters, one indicator gauge, and an L/H or R/H tank fuel quantity selector switch. A transmitter, installed in each wing tank, transmits an electrical signal to the single fuel quantity indicator. The instrument reads either the left or right fuel tank individually, as chosen by the electrical control switch, adjacent to the fuel quantity indicator gauge on the instrument panel. The two fuel tanks are serviced through filler ports located on the top of both wings. The filler ports incorporate security chains to prevent the loss of the fuel caps. Service the aircraft from refueling facilities that utilize proper ground handling equipment and filter systems to remove impurities and water accumulations from the bulk fuel. If filtering facilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanks should be serviced after the last flight of each day to reduce condensation and allow any entrapped water accumulations to settle to the fuel system drains. Prior to the next flight, 5-2 Effective: 9/16/05

107 fuel should be drained from each wing tank drain, the header tank drain, and the firewall fuel filter until all signs of water are gone. MAINTENANCE PRECAUTIONS The establishment of safe maintenance procedures is necessary to ensure safety of personnel and prevent damage to the aircraft when performing fuel system maintenance. The principle precautions that should be enforced are enumerated as follows: A. Perform fuel system maintenance in an approved work area. B. Ground aircraft and maintenance stands to a common ground; ground- attaching surfaces must not be painted. C. Remove external power sources and disconnect batteries. D. Suspend all maintenance except fuel system maintenance, unless area is declared safe from explosive vapors. E. Assure that fire-extinguishing equipment is readily available. F. Use air-driven power tools only. G. Use explosive-proof electric lights or flashlights. H. Wear cotton clothing to avoid possible static electricity discharge. I. Service, defuel, and refuel aircraft as outlined in Section II. J. Do not remove components from the fuel system until replacement components or covers are available for exposed openings. K. Always replace O-rings, seals, etc. when re-installing fuel system components. SUB-SYSTEMS AND COMPONENTS FUEL QUANTITY INDICATING SYSTEM The fuel quantity indicating system consists of a fuel quantity indicator, located in the left instrument panel and electrically connected to a fuel quantity transmitter installed in each fuel tank. The fuel quantity indicating circuit is provided with variable resistors within the transmitters. These resistors vary the current flow through the indicating circuit. As the current flow varies, the needle on the fuel quantity indicator will indicate the level of fuel sensed by the fuel quantity transmitter. FUEL QUANTITY INDICATOR One fuel quantity indicator is installed in front of the pilot in the left instrument panel. This instrument is a single reading indicator that serves either the left of right fuel tank by operation of an electric fuel tank-selector switch on the left instrument panel. A transmitter installed in each fuel tank sends input signals to the indicator that gives the proper level of fuel in each tank. The instrument face is marked in increments from empty to full. Refer to Section 8 for additional information. Effective: 9/16/05 5-3

108 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH TRANSMITTER The fuel quantity transmitters are installed in the inboard aft corner of the wing fuel tanks. Access to the transmitter is gained by removing the inboard cover plate. As the fuel level increases, the float arm is repositioned. This produces a minimum resistance through the transmitter, permitting maximum current flow through the fuel quantity indicator and maximum pointer deflection. As the fuel level is lowered, resistance in the transmitter is increased, producing a decreased current flow through the fuel quantity indicator and consequently a smaller pointer deflection on the fuel quantity indicator. Removal Removal of the fuel quantity transmitter can be accomplished through the inboard cover plate on the upper surface of the wing. A. Defuel aircraft as outlined in Section 2. B. Remove inboard cover plate. C. Disconnect electrical leads at the transmitter. D. Remove attaching screws, washers and bushings, and carefully remove transmitter assembly. Installation The transmitter can be installed by reversing the removal procedures. Do not damage float or bend float arm when placing the transmitter into the tank or incorrect readings will result. Calibration The fuel quantity transmitter and indicator have been calibrated at the factory and should not require recalibration. However, if for some reason the system requires recalibration, the electrical system should be carefully checked prior to recalibration. When necessary, the fuel quantity indicating system is calibrated as follows: A. Defuel aircraft as outlined in Section 2. B. Connect an APU (auxiliary power unit) to the external power connector. C. Turn APU on and adjust to 27.5 volts. D. Turn battery switch ON. Readjust APU to 27.5 volts, if necessary. E. Place fuel quantity switch to L.H. MAIN tank. F. With the transmitter float resting on the bottom of the fuel tank, set indicator needle to the empty mark by adjusting the screw on front of indicator. G. Raise float to touch top of fuel tank and set indicator needle to the full mark by adjusting trimmer screw on back of indicator. H. Place fuel quantity switch to R.H. MAIN tank. I. Repeat steps F and G for right fuel tank. J. Turn battery switch OFF. K. Turn APU OFF. 5-4 Effective: 5/05/04

109 L. Level aircraft as outlined in Section 2. M. Disconnect right fuel tank fuel lines to header tank at wing outlet ports. Cap fuel tank fittings and disconnected fuel lines. N. Fill header tank and lines with fuel. O. Add one (1) U.S. gallon of fuel to each wing tank. P. Turn APU ON. Q. Turn Battery switch ON. R. Check fuel quantity indicator for correct reading of each tank. Indicator should read empty (O) at one gallon. S. Complete the calibration (see Table below). T. After completion of the preceding steps, the calibration should be correct. If not, check transmitter float arm for correct down (empty) position and correct by bending float support arm as needed. Recalibrate system and check for correct reading. U. If the system is still out of calibration, remove and replace the transmitter and/or the indicator. V. Turn off and disconnect APU. W. Turn battery OFF. X. Restore the fuel system to its original configuration. CAPACITY (U.S. GALLONS) GAUGE READING EMPTY 1/2 FULL 82 ABOVE 82 FUEL IN TANK 1 Gallon 40 (-3, +5) Gallons Per Tank 82 (-0, +8) Ungauageable AUXILIARY ELECTRIC FUEL PUMP The auxiliary fuel pump is installed on the underside, left side of aircraft cockpit aft of the fuel header tank. A two-position switch labeled AUX FUEL PUMP on the switch panel electrically controls this pump. The pump is a positive displacement vane type with a balanced-type relief valve, and provides a fuel pressure of 20± 1psi. This pump provides positive fuel pressure for engine starting and may be used for continuous engine operation in the event of engine-driven fuel pump failure. Maintenance and disassembly of this pump is not authorized. Therefore, the servicing is limited to the removal and replacement of the pump. AUXILIARY ELECTRIC FUEL PUMP REMOVAL A. Close fuel shutoff valve. Effective: 9/16/05 5-5

110 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH B. Remove drain plug and drain pump. C. Disconnect electrical connector from motor. D. Remove hose from pump and cap hose. E. Remove attaching hardware and remove pump assembly from support bracket. AUXILIARY ELECTRIC FUEL PUMP INSTALLATION A. Install pump to support brackets and tighten hardware. B. Connect hose to pump C. Open fuel shutoff valve. D. Connect electrical connector to pump motor. E. Operate fuel pump and check for fuel leaks at lines and fittings. ENGINE-DRIVEN FUEL PUMP The engine-driven fuel pump installed on the lower right rear portion of the engine is provided with a relief valve that will allow fuel to pass through from the airframe pump to the engine in the event of pump failure. FUEL FILTER The fuel strainer in the filter should be removed, inspected and cleaned every 100 hours of operation or sooner if improper fuel circulation is suspected. (See Figure 5-1 and 5-2 fuel filter.) AIRBORNE 1J18 FUEL FILTER SERVICE INSTRUCTIONS ** CAUTION ** The following procedures must be followed in the order of steps given to avoid damage to the components and to assure proper functioning of the unit. Refer to Figure 5-2 for identification of parts during disassembly and re-assembly. A. Turn airframe fuel shutoff valve to OFF position. Cut, remove and discard safety wire (not shown) securing filter bowl assembly. B. Using 13/16 wrench unscrew hex nut, (Item 1) bowl retainer. (Right hand threads.) C. Pull filter bowl (Item 2) straight off filter housing stud. D. Using one thin ½ open end wrench, hold filter retaining nut (Item 3) while loosening jam nut (Item 4) with second ½ wrench. 5-6 Effective: 5/05/04

111 ** CAUTION ** DO NOT twist or bend stud. Stud is not a removable item. DO NOT pry on filter element. E. Remove retaining and jam nuts (Items 3 and 4). F. Filter element (Item 5) will now drop off stud. G. Seal central tube opening of filter element with suitable size rubber plug, to keep inside of filter element from getting contaminated during the cleaning process. Gently clean filter element by rinsing in new/unused solvent (Safty-kleen SK-105, Varsol, MIL-PRK-680 Type II, Odorless mineral spirits or equivalent) and blowing debris off surfaces using a low-pressure (up to 30 PSI Max) clean compressed air source. * * CAUTION * * DO NOT scrape, pry or poke mesh surfaces with sharp objects. DO NOT attempt to separate segments of filter elements. H. Replace filter element (Item 5) on stud and secure with retaining nut (Item 3) tightened moderately. I. While holding retaining nut with thin ½ open-end wrench tighten jam nut (Item 4) with second ½ wrench. ** CAUTION ** DO NOT allow stud to twist. J. Replace filter bowl 0 ring. Apply a light coating of Vaseline to new filter bowl 0 ring seal, then locate new seal in groove on inside lip of filter housing. K. Push filter bowl (Item 2) into housing taking care not to cock sideways. L. Replace fuel bowl retaining nut 0 ring. Apply light coating of Vaseline to 0 ring on filter bowl retainer nut (Item 1) and install on stud with 50 to 60 inch pounds torque. M. Secure Filter bowl retainer nut with.032 stainless steel lock wire. N. Turn airframe fuel shutoff valve to ON position. Turn electric fuel boost pump on and observe 20 PSI on fuel pressure gauge. Observe fuel filter assembly for leaks prior to closing filter access panel. OPTIONAL: FUEL FLOW Some aircraft are equipped with a fuel flow unit. The Shadin Company Inc. Miniflo Digital fuel management system incorporates an indicator and transducer. The transducer is installed in the fuel line between the engine s FCU and the fuel flow divider/dump valve. (See Shadin Company Inc. Miniflow maintenance manual for troubleshooting and repairing data for the fuel flow system.) Effective: 5/05/04 5-7

112 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH FUEL LINE MAINTENANCE CS 3204 A2 sealer may be used as a thread lubricant or to seal minor connection leaks throughout the fuel system. Apply sparingly to male fittings only. Make sure that a sealing compound or residue from a previously used compound, or any other foreign matter does not enter the fuel system. ** CAUTION ** Protect all drain openings and fuel outlet screens when applying sealant. Any repair that breaks the fuel tank seal will necessitate resealing of that area of the tank. Repair parts that need sealing must be installed and riveted during the sealing operation. SEALING COMPOUNDS CS 3204 A2 or B2 sealant meets AMS-S-8802 (formerly Mil-S-8802) standards. It is a fuel resistant sealant use on integral wet wing fuel tanks as well as other areas subject to contact with aircraft fuels, lubricants, oils, agriculture chemicals, water and/or weathering. Thrush Aircraft Inc uses two grades; CS 3204 A2 which is thin, brushable, and self leveling liquid and CS 3204 B2 which is a thixotropic paste that will not flow or sag on overhead or vertical surfaces. Thrush Aircraft Inc recommends the use of Semkit, which are easy-to-use pre-measured 6 oz. Plastic tubes with a 4.5 oz. Fill of product. When mixing materials packaged in bulk or when only a small quantity is required, stir 10 parts by weight of the part B component into 100 parts by weight of the part A component. Mix and stir both components until a uniform gray color is achieved. There should be no white or black streaks in the properly blended material. Blend the components slowly, as violent stirring will entrap air in the cured sealant. Do not thin CS 3204 with solvents. Thoroughly clean all surfaces to which CS 3204 is to be applied immediately prior to sealant application. Cleaning shall be accomplished with clean lintfree paper or cloth towels or small paintbrushes soaked with Acetone or Methyl Ethyl Ketone and wiped clean. Always clean an area longer and wider than the width of the finally applied sealant to insure maximum bonding. CS 3204 is also used to make and seal all exposed stressed skin joints and overlap fillets, fiberglass to aluminum overlap fillets and seal cockpit windows to prevent water and agriculture chemical entry into these vital structures. CS 3204 is used to seal all bolts in hold-down and carry-through duty in the chemical hopper. CS 3204 can be painted when cured. Alternate sealers for CS 3204 class A & B are PR-1422 class A & B and PR-1750 class A & B. For fast set up times (20 minutes application life and cure time) Quick Set CS-3204 B1/4 or PR-1435 may be used as an alternate sealer anywhere on the aircraft. CS 3600 (Mil-S-4383C) is used by Thrush Aircraft as a topcoat for all the above listed polysulfide sealers inside of the Thrush s integral fuel tanks. It is one part (no mixing), has the consistency of thin syrup and can be painted on top of all previously sealed internal fuel tank seams. If CS 3600 is used, it must be allowed to air dry for 4 days minimum before being exposed to fuel. Semkit pre-measured cartridges can best be applied by use of either a Semco model 250 pneumatic or model 850 hand operated application gun. The Thrush Aircraft factory uses the following nozzles: Semco model Nos. 252 (2.5, 1/16 orifice), 410 (4, 1/32 orifice), or 440 (4, 1/8 orifice). The plastic nozzle tip can be cut with a razor knife to enlarge or modify the tips orifice size and shape to control the size and shape of the material bead. 5-8 Effective: 05/25/05

113 ***WARNING*** Refer to and adhere to all measures and precautions obtained from the applicable Material Safety Data Sheet (MSDS) prior to using or removing CS 3204 and any other chemicals, adhesives, materials, oils, fuels, sealers, cleaners, or solvents listed in this manual. LEAK SEALING Determine the approximate location of the leak by visual inspection through the cover plates in the lower surface of the wing. After leak area is determined, drain all fuel from affected tank. See Section II for defueling procedures. A. Remove the cover plates on upper surface of wing to repair the tank leak. Sealing can be accomplished through these openings. **CAUTION** Assure that the leak is not being caused by structural cracks, loose seams or any source other than a pinhole from around a properly installed fastener. B. Clean the general area of the leak with clean paper towels. Apply an even coating of CS 3204 A2 with a stiff clean brush. Catalyst is furnished and should be carefully mixed according to instructions on the container. C. Allow the sealer to dry overnight. D. After drying, the sealer should be checked for air bubbles or thin spots. Additional sealer should be applied where necessary. E. Reinstall the cover plates on wing upper surface. RESEALING AFTER COMPLETE SKIN REMOVAL To reseal the fuel tanks after removing or repairing the wing skin, proceed as follows: A. Prior to installing the wing tank skin, all surfaces that will receive sealant shall be cleaned and etched. B. Apply CS 3204 B2 mixed compound to all areas of contact between the skin and rib structure. C. Rivet the wing tank skin in place and allow the sealer to dry until tacky to the touch. D. After adequate drying, the sealer should be checked for air bubbles or thin spots. Apply additional CS 3204 A2 sealer as necessary. E. Reseal cover plates and fuel quantity transmitter mounting with CS 3204 B2. F. Vacuum tank area thoroughly to remove all particles of dried sealant, dirt or other foreign matter. Effective: 5/05/04 5-9

114 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH G. Allow the sealant to cure for 16 hours or more. H. Pressure check fuel tank from 38 to 44 inches of water-manometer, for 3 (+1) minutes. **CAUTION** Do not attempt to apply pressure to the tank without first sealing off all lines and vents, and without an adequate regulator to control pressure. Do not pressurize the tank in excess of psig (44.0 inches of water-manometer) or damage may occur. I. To prevent water and chemical entry into wing and empennage skin joints and edges, make fillets by applying a small bead of CS 3204 B2 to all skin edges, joints, and overlaps. The fillets can be painted after sealer has dried. TROUBLESHOOTING The trouble-shooting figure in this section discusses symptoms, which can be diagnosed and interprets the results in terms of probable causes and the appropriate corrective remedy to be taken. Review all probable causes given and check other listings of troubles with similar symptoms. Items are presented in sequence, but not necessarily in order of probability. FUEL SYSTEM TROUBLE SHOOTING CHART PROBLEM PROBABLE CAUSE REMEDY No fuel quantity indication. Fuel tanks empty. Fuel quantity indicator circuit breaker open or defective. Defective fuel quantity indicator or transmitter. Loose connections or open circuit. Check fuel quantity. Service with proper grade and amount of fuel. Check visually. If not open, check continuity. Reset. Replace if defective. Disconnect wire from transmitter at indicator not registering and attach it to an indicator that is registering. If indicator does not register, transmitter is defective. If the new indicator registers, the existing indicator is defective. Replace defective transmitter or indicator. Check connections and wiring. Tighten connections; repair or replace wiring Effective: 05/25/05

115 PROBLEM PROBABLE CAUSE REMEDY No fuel quantity indication. (Continued) Fuel indicated full at all times. No fuel flow to engine-driven fuel pump. Fuel starvation after starting. No fuel flow when auxiliary pump is turned on. Left and right fuel quantity indicator switch defective. No power to gauge. Power, ground and transmitter checks good. Open ground between gauge and transmitter. Fuel tanks empty. Fuel line disconnected or broken. Header tank outlet fuel strainers plugged. Fuel filter element plugged. Fuel line plugged. Partial fuel flow from the preceding causes. Malfunction of enginedriven fuel pump. Fuel vents plugged. Defective electric auxiliary fuel pump switch. Check continuity and replace if defective. Check power to gauge. If no power, check for defective circuit breaker. Circuit board on rear of gauge defective. (Replace board) or entire gauge. Check ohms to transmitter. Check for broken wire. Transmitter should read 0 ohms when fuel tank is empty and 33 ohms when fuel tank is full. Check fuel quantity. Service with proper grade and amount of fuel. Inspect fuel lines. Connect or repair fuel lines. Disconnect fuel lines from tank outlets. No fuel indicates plugged strainers. Remove and clean strainers and flush out tanks. Inspect filter element. Clean or replace filter element. Starting at fuel pump inlet, disconnect fuel lines successively until plugged line is located. Clean out or replace fuel line. Use the preceding isolation procedures, checking for sufficient rate of flow. Using the preceding remedies. Check pump outlet during starting. Replace fuel pump. See Section IV. Pressure check each vent line. Clean or replace vent line. Check continuity of switch. Replace defective switch. Effective: 5/05/

116 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH PROBLEM PROBABLE CAUSE REMEDY No fuel flow when auxiliary pump is turned on. (Continued) Fuel flow indicator inoperable. Indicator comes on but will not show fuel flow. Open or defective circuit breaker. Loose connections or open circuit. Defective auxiliary fuel pump. Defective engine-driven fuel pump by-pass valve. No voltage to indicator. Bad wires to transducer or defective transducer. Check visually. If not open, check continuity. Reset. Replace if defective. Check connections and wiring. Tighten connections; repair or replace wiring. Disconnect outlet line. With proper fuel supply to pump, fuel under pressure should flow from outlet. Replace defective pump. Check pump outlet during starting. See Section IV and replace fuel pump if bypass valve is defective or installed backwards. Check voltage and ground wire. If voltage is present and ground is good, replace indicator, maintaining the same K factor. To check transducer, remove four screws holding wire housing to flow vane housing. With battery power on, pass screwdriver back and forth over wire housing pickups. You should get a reading on indicator. If no reading, replace units. *NOTE Any time you have to replace either the fuel flow indicator or the transducer, you must be sure to have unit calibrated to same K factor as set by manufacturer. It will cause bad indications if mismatched K factors are installed together. ACTIVATING HOPPER (FERRY) FUEL SYSTEM (ref. Fig. 5-3) A. Remove spray pump and spray pump discharge line to spray valve. Tie-rap any wires or cables to upper portion of pump mount. B. Open hopper gate box dump gate. C. Assure hopper has been cleaned thoroughly and there is no presence of water or chemicals Effective: 05/05/04

117 D. Assure side loading plumbing has been cleaned and there is no presence of water or chemicals. E. Install the 2" camloc female cap on the spray valve return inlet fitting located inside the hopper gate box left hand side and lock wire. F. Install cap on hopper outlet fitting and lockwire. G. Hook up fuel line from cap to fuel selector valve. Make sure that the fuel line is secured to aircraft structure and will not foul any moveable controls. H. Service hopper with approved fuel. ** CAUTION ** Operation instructions must be followed to operate aircraft using ferry fuel system. OPERATING INSTRUCTIONS FOR THE P/N FERRY FUEL SYSTEM A. Securely attach these instructions in the cockpit on the hopper, directly in front of the pilot's face at the time of installation of the ferry fuel system. B. In the United States, an aircraft with this ferry fuel system installed and connected to the normal fuel system must be operated on a special flight authorization (ferry permit) regardless of whether the ferry fuel system is actually used on any particular flight. C. Due to vapor lock considerations, use of aviation gasoline as an alternate fuel is prohibited in either the wing tanks or the hopper. D. Do not use hopper fuel for takeoff, landing, or flight at low altitude. E. Use hopper fuel only for level cruising flight above 3000 feet above ground level. Always operate the electric fuel pump and the ignition switch while changing the fuel selector in flight. Always switch fuel at or below cruise power settings. F. Except in emergency, do not dump hopper fuel in flight or on the ground with the engine running. G. Drain the hopper sump and all other normal fuel system sumps prior to flight. ** CAUTION ** With the ferry fuel selector in hopper position, drain all trapped air from the hopper fuel line by operating the fuel filter drain located on L/H shin skin forward of firewall (see Fig. 5-1). Unless this procedure is followed after each refueling, the engine may flameout when hopper fuel is selected in flight. H. Never use the hopper as a fuel tank unless it is completely clean and dry. Effective: 9/16/

118 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH I. Remove these instructions from the cockpit only after removal of the ferry fuel system from the aircraft. Figure 5-1: Fuel System, Firewall Aft 5-14 Effective: 5/05/04

119 Figure 5-2: Firewall Fuel Filter Effective: 5/05/

120 THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH Figure 5-3: Hopper Ferry Fuel System 5-16 Effective: 9/16/05

121 SECTION 6 LANDING GEAR, WHEELS & BRAKES TABLE OF CONTENTS LANDING GEAR, WHEELS AND BRAKES...3 MAIN LANDING GEAR...3 MAIN LANDING GEAR REMOVAL...3 CLEANING, INSPECTION AND REPAIR OF MAIN GEAR...3 TAIL LANDING GEAR...3 REMOVAL...4 CLEANING, INSPECTION AND REPAIR OF TAIL GEAR...4 DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY...5 CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY....5 INSTALLATION...6 TAIL GEAR RIGGING...6 TAIL WHEEL REMOVAL AND DISASSEMBLY...7 INSPECTION OF TAIL WHEEL ASSEMBLY...7 TAIL WHEEL REASSEMBLY AND INSTALLATION ( pr)...8 WHEELS AND BRAKES...9 MAIN WHEEL REMOVAL AND DISASSEMBLY...9 INSPECTION OF MAIN WHEEL ASSEMBLY...10 REASSEMBLY AND INSTALLATION...11 SERVICING...12 MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES...12 REMOVAL OF LININGS FROM CALIPERS...13 REPLACEMENT OF ORGANIC LININGS...13 REASSEMBLY OF ORGANIC LININGS TO CALIPER...13 REPLACEMENT OF METALLIC LININGS...14 REASSEMBLY OF METALLIC LININGS TO CALIPER...14 BRAKE LINING CONDITIONING PROCEDURES...15 THRUSH METALLIC LININGS...15 THRUSH NON-ASBESTOS ORGANIC LININGS...16 BRAKE REMOVAL AND DISASSEMBLY...16 (Cleveland Disc Type, See Figure 6-7)...16 BRAKE REASSEMBLY AND INSTALLATION...18 REMOVAL OF BRAKE MASTER CYLINDERS...18 DISASSEMBLY AND REPAIR...18 INSTALLATION...18 BRAKE BLEEDING...19 LANDING GEAR TROUBLESHOOTING CHART...20 Figure 6-1: Tailwheel Assembly...22 Figure 6-1a: Tail Leaf Spring Support...23 Figure 6-2: Organic Linings Wear Limits...24 Effective: 9/16/05 6-1

122 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Figure 6-2a: Metallic Lining Wear Limits...25 Figure 6-3: Brake Disc Coning Limits...26 Figure 6-4: Organic Brake Linings...27 Figure 6-4a: Metallic Brake Linings...28 Figure 6-5: Brake Master Cylinder...29 Figure 6-6: Main wheel...30 Figure 6-7: Cleveland Brakes Effective: 9/16/05

123 LANDING GEAR, WHEELS AND BRAKES MAIN LANDING GEAR The main landing gear consists of two interchangeable spring steel gear assemblies and two wheel and brake assemblies. A common center beam supports each gear half. A dowel pin and clamp is used to hold the gear in place. The beam is mounted to left and right plates, both of which are bolted to the lower forward fuselage frame. All landing gear attach points should be carefully inspected for wear and damage during landing gear checks. Always place the aircraft on jacks prior to performing any maintenance procedures on the landing gear system. MAIN LANDING GEAR REMOVAL A. Jack aircraft as outlined in Section 2. B. Remove fuselage skins as required. C. Disconnect flexible hydraulic brake line and plug to prevent leakage and contamination. D. Remove the outboard saddle clamps from end-pieces. E. Remove inboard clamp bolts. **CAUTION** The gear is extremely heavy and needs to be handled accordingly to prevent personnel injury and/or damage to the gear. F. With the gear supported, lower it down off and away from the dowel pin. It may be necessary to pry the gear apart. CLEANING, INSPECTION AND REPAIR OF MAIN GEAR A. Clean all parts with a suitable type cleaning solvent. B. Inspect all bolts, bearings and bushings for excess wear, corrosion and damage. C. Check all welds for cracks at fuselage support brackets. D. Repair of the landing gear is limited to reconditioning of parts, such as replacing components, bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped or peeled. TAIL LANDING GEAR The tail landing gear consists of a 1-inch thick alloy steel spring, tail gear sub-assembly, fork assembly and wheel assembly. The tail wheel is a locking type and is actuated from the elevator bell crank by a cable. Centering springs align the tail wheel, and a pin engages and locks the wheel in the trailing position. Pushing the control stick fully forward disengages the locking pin and the wheel is free to caster for taxiing. Effective: 05/05/04 6-3

124 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH REMOVAL (See to figure 6-1) A. Remove fuselage skins as required. B. Using a suitable Jack, jack and secure tail of aircraft, using jackpoint. C. Remove outer dust cover (hubcap). D. Remove cotter pin and axle castellated nut, then remove the tire/wheel assembly, and be sure to capture the two- (2) P/N spacers, located on each side of wheel assembly. E. Disconnect flex control lock cable at pivot arm and cable hold down clamp. F. Disconnect centering springs from tail wheel centering arm assembly by removing attach bolt. * NOTE * Do not alter lock cable or elevator travel stops. Alteration of tail gear lock cable or elevator travel stops will require rerigging of tail wheel locking system. G. If disassembly of tail wheel/tire assembly is necessary, follow steps highlighted on page 6-5 and 6-6. H. Remove main leaf spring assembly by removing NAS D (inspect every 100 hours) bolt holding spring to trunnion assembly. Remove two-(2) each NAS bolts that holds the lower spring support block to upper support block. Note how many washers were located on each side between support blocks. (See Figure 6-1a) I. Remove trunnion assembly from fuselage by removing trunnion attach shaft. CLEANING, INSPECTION AND REPAIR OF TAIL GEAR A. Clean all parts with a suitable type cleaning solvent. B. Remove, clean, and inspect leaf spring forward attach P/N NAS D bolt every 100 hours. Upon reassembly lubricate bolt and leaf spring hole with Snapon General Purpose Antiseize or equivalent or MIL-G (Aeroshell 22) grease. Torque to specifications I/A/W Torque chart (figure 2-7). Replace MS cotter pin each inspection. C. Inspect all bolts holes for elongation. As a general rule, replace components with holes that are out of round by or more. *** WARNING *** Replacement of the leaf spring forward attach bolt, P/N NAS D, with a larger diameter bolt is not approved. The leaf spring may not be drilled out for a larger bolt. 6-4 Effective: 9/16/05

125 D. Inspect main spring leaf for corrosion and cracks. Replace leaf spring as needed. E. Inspect spindle housing assembly welds for cracks. F. Inspect spindle housing assembly for cracks and corrosion. G. Inspect lock pin and upper and lower lock plates for wear, corrosion, cracks, and proper operation. H. Inspect centering springs for corrosion, wear at ends, and for correct operation. I. Inspect lock pin flexible cable and spring for corrosion and correct operation. J. Inspect P/N Acetal (Delrin ) lower support block spacer for wear and cracks. K. Inspect upper and lower leaf spring support blocks, and attachment hardware for wear, corrosion, and cracks. Ensure that the leaf spring support blocks grips the leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible sealant around contact edges of support blocks, lower support block spacer and leaf spring is intact to prevent collection of potential corrosive material in this area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G (Aeroshell 22). L. Repair of the tail landing gear is limited to replacement of component parts, bearings, bushings, smoothing out minor nicks and scratches, repainting chipped or peeled areas. DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY (See Figure 6-1) M. If desired, remove bolts, nuts and washers that bolt tail wheel fork to spindle. N. Remove bolts, nuts, and washers that bolt centering arm to top of spindle and remove centering arm. Note orientation for proper reassembly. O. Remove red plastic cap plug (dustcover). P. Remove cotter pin, castellated nut, tongue washer, grease cup washer, and cone bearing. Q. Remove spindle assembly and thrust washer from spindle housing. Do not remove upper bearing cup or bottom bronze bushing unless replacement is indicated by inspection. CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING ASSEMBLY. A. Clean all parts with a suitable type cleaning solvent. B. Inspect all bolts, bearings and bushings for excessive wear, corrosion and damage. C. Inspect spindle assembly for cracks, excessive wear, corrosion and damage. D. Inspect spindle housing for cracks, excessive wear, corrosion and damage. Effective: 9/16/05 6-5

126 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH E. Inspect lock pin lower plate and lock pin top plate assembly for cracks, corrosion and damage. F. Repair of tail gear sub-assembly is limited to reconditioning of parts such as replacing bearings and bushings, smoothing out minor nicks and scratches, repainting chipped or peeled areas and replacement of component parts. INSTALLATION (See Figures 6-1 & 1a) The tail gear may be installed by reversing the removal procedures. Ensure that trunnion is straight down (6 O clock position) and that leaf spring support blocks grips the leaf spring tightly to prevent movement fwd. or aft. (Add or subtract P/N washers/spacers (.063 ) between upper and lower support blocks to achieve a tight grip of leaf spring after bolts are properly torqued.) All bolts shanks and bolt holes are to be coated with Snap-on General Purpose Antiseize lubricant or equivalent before installation. Lubricate all bearings, bushings, and Zerk (grease) fittings with MIL-G (Aeroshell 22) grease. Torque all hardware in accordance with TORQUE CHART (figure 2-7) with the exception of the top spindle castellated nut and wheel/tire axle castellated nut, which should be torqued as follows: A. While manually rotating spindle, torque spindle castellated nut to 20 inch-pounds, continue rotating spindle and back off to zero inch-pounds. While manually rotating spindle, torque nut to 10 inch pounds. If not in locking position, advance nut to next position, not to exceed 30º, and install cotter pin. Bend ends of cotter pin around spindle castellated nut. Note: Spindle must rotate freely without perceptible play. B. For tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle castellated nut to 80 inch-pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch pounds. Rotate axle castellated nut (clockwise or counterclockwise) to nearest slot and cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut. Note: Wheel/tire must rotate freely without perceptible play. C. After the components have been installed, seal the contact edges where the spring P/N , upper support block P/N , lower support block P/N and spacer P/N come together with a high quality flexible silicone sealant or fuel tank sealant CS3204 B2 (AMS-S-8802 formerly MIL-S- 8802) to help block the collection of potential corrosive contaminants in this area. D. Carefully lower aircraft to ground and remove Jack. E. Recheck tire inflation pressure ( pr is 55psi) and install dust cover (hubcap). TAIL GEAR RIGGING Rigging will be required if lock cable or elevator travel stops have been altered in any way. Rig as follows: A. Place elevator in a 17 (±1) degrees down position. B. Connect lock cable to pivot arm. 6-6 Effective: 9/16/05

127 C. Assure lock pin is flush with bottom of lock pin cylinder when making final adjustment to lock cable turn barrel. D. Adjust top plate as required to assure straightforward travel of aircraft tail wheel when tail gear is locked. TAIL WHEEL REMOVAL AND DISASSEMBLY To remove and disassemble tail wheel/tire, proceed as follows: (See Figure 6-1) A. Using a suitable Jack. Jack and secure tail of aircraft, using provided jackpoint. B. Remover dustcover (hubcap) and deflate tire by depressing the schrader valve stem plunger until air can no longer be heard escaping from the tire. C. Remove schrader valve core. D. Remove cotter pin and axle castellated nut. Rock wheel/tire slightly, then remove wheel/tire assembly from axle, and be sure to capture the two- (2) P/N spacers, located on each side of wheel assembly. E. From each side of wheel; carefully remove snap ring, felt grease seal retainer, felt grease seal, grease seal ring and cone bearing. Store the cone bearings. Label the bearings for reinstallation into position from which it was removed. F. With the tire completely deflated, removing the wheel through-bolts will separate the wheel halves. Pull the wheel halves from the tire by removing the wheel half opposite the valve stem first. Mark wheel halves to note relationship to each other for reassembly. INSPECTION OF TAIL WHEEL ASSEMBLY A. Visually check all parts for cracks, corrosion, distortion, defects and excessive wear. B. Inspect felt grease seals. Replace if surface is hard or contaminated, or shows evidence of excessive wear. Lightly saturate grease seal felts with SAE 10wt. Oil (3-in-ONE oil) (do not soak). C. Inspect tire for cuts, anomalies, internal damage and deterioration. D. Inspect inner tube for cuts, wrinkles, anomalies and deterioration. Note: Do not use a used inner tube with a new tire. Tubes grow in service, taking a permanent set of about 25% larger than original size. This makes a used tube too large to use in a new tire, which could cause a wrinkle and lead to tube failure. E. Inspect wheel bearing grease for contamination and solidification at each periodic inspection. Repack bearings with MIL-G (Aeroshell 22) or equivalent grease. Note: Do not exceed 500 wheel miles or on annual inspection whichever comes first between repacking intervals. F. Clean and inspect bearing cups and cones. Note: Do not spin dry bearings or handle bearing components with bare hands. The bearing cup should not be removed except when replacement is necessary due to scratches, nicks, pitting, spalling, corrosion, brinelling, or evidence of overheating. Note: If bearing cup is replaced, its companion bearing cone must also be replaced. Effective: 5/25/05 6-7

128 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH 1. Bearing cup removal: Heat wheel half in an oven not exceeding 212 F for 15 minutes. Remove wheel half from heat source and immediately remove bearing cup by carefully tapping out evenly from the inside with a fiber drift. 2. Bearing cup installation: Place wheel half in oven not exceeding 212 F for 15 minutes. Chill new bearing cup in an atmosphere of -25 F to -65 F for no less than 4 hours. Chilling can also be accomplished by placing the bearing cup in dry ice for a minimum of 15 minutes. Dry cup thoroughly and installed chilled bearing cup into bore of heated wheel half using a thin coat of zinc chromate primer as a lubricate/protectant. Tap gently into place with fiber drift making sure bearing cup is evenly seated against shoulder of wheel half. Avoid cocking bearing cup during installation. If bearing cup will not seat properly in wheel half, repeat above said procedures or replace wheel half assembly. G. Replace any wheel casting that is distorted, corroded, or has visible cracks. TAIL WHEEL REASSEMBLY AND INSTALLATION ( pr) To assemble and reinstall tail wheel, refer to Figure 6-1 and proceed as follows: A. Wipe tire and tube (serviceable or new) with denatured alcohol, followed by soap and water, then dry thoroughly. B. Inflate the inner tube just enough to round it out, dust tube lightly with tube talc. * NOTE * Tires and tubes are balanced as individual units and marked at time of manufacture. The tire balance mark is a red dot. The tube balance mark is a yellow stripe on the base of the tube. Always assemble tire and tube with marks aligned. C. Place tube in tire and align balance marks. If tube has no balance mark, place valve stem adjacent to tire balance red dot. D. Install tire and tube on the wheel half containing the valve stem hole and then the opposite. E. Install the wheel through-bolts with bolt heads opposite valve stem side, tighten nuts evenly and torque to 150 inch-pounds. *** WARNING *** Uneven or improper torque may cause a bolt or wheel failure. Inflate tire until tire beads are sealed, remove schrader valve core, and allow tube to completely deflate. Install the valve-core and inflate pr tire to 55 psi. Assure schrader valve does not leak before replacing valve cap. 6-8 Effective: 5/25/05

129 F. Repack bearing cones with MIL-G (Aeroshell 22) grease or equivalent. G. On each side of wheel; apply a thin coating of grease on bearing cups, installed freshly repacked bearing cones, install flat grease seal ring, install felt grease seal retainer with felt seal installed Note: Lightly saturate grease seal felts with SAE 10wt. Oil (3-in-ONE oil) (do not soak), and carefully install snap ring. Install the two- (2) P/N spacers, one on each side of wheel assembly. H. Install dust cover with center hole on opposite valve stem side of wheel. I. Inspect tail wheel axle for anomalies, then apply a light coating of grease. J. Install tail wheel/tire assembly onto tail wheel axle with valve stem side facing outboard. K. Install tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle castellated nut to 80 inch- pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch pounds. Rotate axle castellated nut (clockwise or counterclockwise) to nearest slot and cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut. Note: Wheel/tire must rotate freely without perceptible play. L. Carefully lower aircraft to ground and remove Jack. M. Recheck tire inflation pressure ( pr is 55psi) and install dust cover (hubcap). WHEELS AND BRAKES The divided type wheels (including tail wheel) are machined castings, consisting of two sections called wheel halves. The wheel halves, which are secured together by bolts and nuts, are interchangeable, and the complete wheel assemblies are interchangeable according to wheel size. The wheels operate on tapered roller bearings that rotate in hardened steel races pressed into each wheel half. A brake disc assembly is bolted to the wheel and turns with the wheel. Applying pressure to the rudder-brake pedals individually controls the hydraulic brakes attached to the main landing gear. Movement of a rudder-brake pedal operates the corresponding master brake cylinder, attached to the aft side of the rudder pedals, and applies pressure to the appropriate brake. The brakes are self-adjusting, easily checked for wear, and can be quickly overhauled by field activities. MAIN WHEEL REMOVAL AND DISASSEMBLY DIVIDED TYPE WHEEL (Cleveland) To remove and disassemble a main landing gear wheel, proceed as follows: A. Jack aircraft as outlined in Section 2. B. Remove valve-core and deflate tire completely. C. Remove bolts and washers from back plates of brake assembly and remove back plates. D. Remove hubcap snap ring, hubcap, cotter pin, nut, washer, bearing and wheel assembly from landing gear. E. Break tire bead from wheel by using a mallet (do not use tire irons). Effective: 5/25/05 6-9

130 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH F. Remove bolts, washers and nuts and separate wheel halves. Guard valve stem to avoid damage while removing tire and tube. G. Remove brake disc from brake side of wheel. If disk sticks, pry out disc using non-metallic instrument. H. Remove bearing retainer snap ring, grease seal ring, and grease seal, spacer and bearing cone from inboard side of wheel. * NOTE * Wheel halves can be replaced individually. Wheel sets no longer have to be replaced as match pairs. INSPECTION OF MAIN WHEEL ASSEMBLY (Cleveland Divided Type, See Figure 6-6) A. Clean all parts in cleaning solvent and dry thoroughly. A soft bristle brush may be used to remove hardened grease, dust or dirt. *** WARNING *** Cleaning solutions are toxic and volatile. Use in a wellventilated area. Avoid contact with skin or clothing. Do not inhale vapors. B. Inspect bearing cones for nicks, scratches, water staining, spalling, heat discoloration, roller wear, cage damage, cracks or discoloration. C. Inspect wheel-bearing grease for contamination and solidification (see Inspection Intervals Chart in Section II). When repacking wheel bearings, use MIL-G (Aeroshell 22). D. Inspect wheel halves for cracks, corrosion and other damage. A cracked or badly corroded casting should be replaced. Small nicks scratches or pits can be blended out using fine 400-grit sandpaper. E. Inspect snap rings and grease seals for distortion or wear. Replace parts, if damage or deformed. Saturate grease seal felts with SAE 10 oil (do not soak). F. Inspect bearing cups for looseness, scratches, pitting, corrosion, or evidence of overheating. The bearing cups are pressed into the wheel halves and should not be removed unless replacement is necessary due to the above conditions. If replacement is necessary, proceed as follows: 1. Insert wheel half into boiling water for one (1) hour or place it in an oven at 250 degrees Fahrenheit for 30 minutes. 2. Remove wheel half from source of heat and invert wheel half. If bearing cup does not drop out, tap the bearing cup evenly from the axle bore with a fiber drift pin or suitable arbors press Effective: 5/05/04

131 3. When replacing a bearing cup, repeat step 1., and chill bearing cup in dry ice for a minimum of 15 minutes. 4. Remove wheel half from source of heat and bearing cup from the dry ice. 5. Dry the chilled bearing cup and coat its contacting surfaces with zinc chromate primer. 6. Install the chilled bearing cup into the bearing bore of the heated wheel half. Tap bearing cup gently and evenly into place, using a fiber drift pin or suitable arbor press. G. Inspect wheel brake disc assembly for cracks, excessive wear or scoring, rust and corrosion. Remove corrosion and blend out small nicks using fine (400 grit) sandpaper. Replace brake disc if worn below wear limit of.395 inch (see Fig. 6-2). Coning of disc in excess of inch is cause for replacement of disc (see Fig. 6-3). H. Inspect self-locking nuts for self-locking feature. Replace nuts if they can be turned onto the bolt past the self-locking section by finger. REASSEMBLY AND INSTALLATION (Cleveland Divided Type) Tires and tubes are balanced as individual units and marked at the time of manufacture. The tire balance mark is a red dot. The tube balance mark is a yellow stripe on the base of the tube. The following procedure is suggested as a guide for mounting the tires in balance and installing the wheels. A. Reassemble cone bearings, grease seals, felts and snap ring into the proper wheel halves. Lubricate bearings. See Inspection of Main Wheel Assembly. B. Inflate tube sufficiently to round it out. C. Dust tube with a small amount of tube talc. D. Insert tube into tire so that balance mark (yellow or white band) is radically aligned with the tire balance mark (red dot). E. Place outer wheel half into tire and pull tube valve stem through valve hole. F. Turn tire and wheel half over and place inner wheel half into the tire and align the bolt holes with the outer wheel half. G. Place brakes discs into the inner wheel half and align bolt holes. H. Install bolts through the inner wheel half and washers and nuts on the outer wheel half. I. Tighten nuts evenly and torque to 150 inch-pounds. *** WARNING *** Uneven or improper torque may cause Bolt or wheel failure. J. Inflate tube until beads seat on wheel flanges. Remove valves core and allow tube to deflate. Effective: 5/05/

132 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH K. Install valves core and inflate tires from 40 to 60 psi. Check to assure valve stem does not leak before installing valve cap. L. Lubricate washer and axle nut (see Section II Servicing). Install wheel assembly on axle and secure with washer and axle nut. M. While manually rotating wheel, torque axle nut to 80 inch-pounds, continue rotating wheel and back off to zero inch-pounds. While manually rotating wheel, torque to 40-inch pounds. If nut is not to locking position, advance to next position, not to exceed 30 degrees, and install cotter pin. N. Install hubcap and hubcap retaining ring. O. Install brakes back plate assembly and torque bolts to 60 inch-pounds. These bolts are self-locking and should be inspected for the self-locking feature. Replace bolts if the self-locking feature is damaged or destroyed. P. Wheels may be repainted if the parts have been repaired and thoroughly cleaned. Paint exposed areas with one coat of zinc primer and one coat of aluminum lacquer. * NOTE * Do not paint working surfaces of the bearing cups. SERVICING MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES (See latest edition of Cleveland Manual number AWBCMM for pertinent details.) Metallic or Non-asbestos Organic brake linings are used in different brake assemblies on the Turbo Thrush. The minimum wear thickness for replacement of both metallic and organic linings is inch (2.54 mm) (refer to Fig. 6-2 & 2A). Note: Metallic and Organic brake linings are not interchangeable, see next two paragraphs to properly identify the two different type brake linings. The metallic brake lining is a sintered metal composition and is attached by torque pins which press fit into the back surface (steel carrier plate) of the lining. The holes for the pins are not visible on the lining surface unless the lining is worn beyond its wear limit (refer to Fig. 6-2a). Metallic brake linings are used with P/N brake disk that are.562 nominal new,.537 minimum (worn out), this disk can be easily recognized by it having 6 each out-gassing slots around its periphery. The non-asbestos Organic brake lining is identified by its semi hard composition and rivets used to attach the lining to the pressure plate or back plate. The rivet holes are visible on the lining. (Refer to Fig. 6-2a) Organic brake linings are used with P/N brake disk that are.425 nominal new,.395 minimum (worn out), this disk can be easily recognized by it being a solid disk. Once it is determined which type lining is being replaced, follow the appropriate instructions listed below Effective: 5/25/05

133 REMOVAL OF LININGS FROM CALIPERS A. Remove backing plate attaching bolts and washers, and remove back plates and insulator shim. B. Carefully slide brake caliper out of torque plate bushing. C. Slide pressure plate assembly (lining carrier) off anchor bolts. REPLACEMENT OF ORGANIC LININGS A. Old organic linings may be removed by using a small drift pin or carefully drilling out the rivets with a 1/8-inch diameter drill. Use care to prevent elongating the rivet holes. Deburr the surface adjacent to the lining to allow lining to set flush. B. Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing new linings. C. Inspect pressure plate and back plate for excessive corrosion, visible damage, or excessive warping. Straighten pressure plate too less than inch (0.254mm) flatness. D. Align new factory authorized replacement lining segments on pressure plate/back plates and install P/N rivets, using Cleveland s rivet set, P/N 199-1, or appropriate riveting tool. E. Check to be sure lining is tight and movement free with no distortion of parts. F. With tubular rivets, splits may result from the clinching operation. Refer to rivet sketch (figure 6-4) for acceptance criteria. REASSEMBLY OF ORGANIC LININGS TO CALIPER A. Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of piston extending beyond cylinder face, and push piston back into cylinder. B. Slide pressure plate with new lining over anchor bolts and install brake caliper into torque plate. For equipment that is operated in an amphibious environment, or in extremely wet climates, lubricate the anchor bolt with Lubriplate. For equipment used in a non-amphibious environment, or in extremely wet climates, lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE GREASE OR OIL. These materials will attract dirt enhance the wear of the anchor pins. C. Install back plate attachment bolts and washers in brake caliper. D. Install insulator shims (typically used with metallic lining) and spacers as applicable. E. Slide back plates between brake disc and wheel/tire and install back plate attachment bolts and washers into back plates. F. Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different types of back plate tie bolts are used. The patch lock bolt (nylon material embedded in threaded end) will required replacement 6 to 8 installations or whenever the bolts can be run in past the locking feature by use of fingers only. Bolts with drilled heads require safety wire after torquing. Effective: 5/25/

134 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH A. Pry off old lining using a screwdriver. REPLACEMENT OF METALLIC LININGS B. Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing new linings. C. C. Inspect pressure plate and back plates for excessive warping. Straighten pressure plate too less than flatness. D. D. Check lining attachment pins for mushroomed heads or other visible damage. Damaged pins may be replaced by carefully drilling out the pins (refer to Fig. 6-4a). Install replacement pin in holes in pressure plate or back plate with tail of pin sticking out the counter bore side of the part. Hole locations in pressure plates / back plate should allow installation of lining after pin upset. Place pins and pressure plate or back plate on a flat metal surface. Using Cleveland s Rivet Set Kit orbital or screw type press, install pins on pressure plate or back plate. Check to be sure pins are tight and movement free with no distortion of parts. Refer to (Fig. 6-4a) for Pin installation acceptance criteria. E. Apply a light film of spray adhesive (3M Super 77 or equivalent) to metal backing of lining and install lining segments onto pins. Check to insure metal backing is tight against the pressure plates / backing plates. * NOTE * The adhesive is used to maintain position of lining until the brake is assembled onto disc, and will be burned off in the first few stops. Lining will remain in place on assembly trapped between the brake disc and pressure / back plates. REASSEMBLY OF METALLIC LININGS TO CALIPER A. Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of piston extending beyond cylinder face, and push piston back into cylinder. B. Slide pressure plate with new lining over anchor bolts and install brake caliper into torque plate. For equipment that is operated in an amphibious environment, or in extremely wet climates, lubricate the anchor bolt with Lubriplate. For equipment used in a nonamphibious environment, or in extremely wet climates, lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE GREASE OR OIL. These materials will attract dirt enhance the wear of the anchor pins. C. Install back plate attachment bolts and washers in brake caliper Effective: 5/25/05

135 D. Install insulator shims (typically used with metallic lining) and spacers as applicable. E. Slide back plates between brake disc and wheel/tire and install back plate attachment bolts and washers into back plates. F. Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different types of back plate tie bolts are used. The patch lock bolt (nylon material embedded in threaded end) will required replacement 6 to 8 installations or whenever the bolts can be run in past the locking feature by use of fingers only. Bolts with drilled heads require safety wire after torquing. BRAKE LINING CONDITIONING PROCEDURES When new linings have been installed, it is important to condition them properly to obtain the service life designed into them. THRUSH METALLIC LININGS A. Perform two (2) consecutive full stop braking applications from 35 to 40 mph (30 to 35 knots). Do not allow the brake discs to cool substantially between the stops. B. Allow the brakes to cool for minutes. C. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete. D. If brakes cannot hold aircraft during static run-up, allow brakes to completely cool, and repeat steps 1 through 3. *** WARNING *** Due to the efficiency of these brakes, extremely hard braking on aircraft with tail wheels could result in lifting the tail from the ground, creating a nose over condition. *** WARNING *** Use extreme caution to prevent aircraft from nosing over when running engine at high static throttle (power lever) settings, hopper and fuel system should be full to help keep aircraft from nosing over. This conditioning procedure will wear off high spots and generate sufficient heat to create a thin layer of glazed material at the lining friction surface. Normal brake usage should generate enough heat to maintain the glaze throughout the life of the lining. Effective: 5/25/

136 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Properly conditioned linings will provide many hours of maintenance free service. A visual inspection of the brake disc will indicate the lining condition. A smooth surface, one without grooves, indicates the linings are properly glazed. If the disc is rough (grooved), the linings must be reglazed. The conditioning procedure should be performed whenever the rough disc condition is observed. Light use, such as in taxiing, will cause the glaze to be worn rapidly. THRUSH NON-ASBESTOS ORGANIC LININGS A. Taxi aircraft for 1500 feet with engine at 1700 rpm applying brake pedal force as needed to develop a 5-10 mph taxi speed. B. Allow the brakes to cool for minutes. C. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete. D. If brakes cannot hold aircraft during static run-up, allow brakes to completely cool and repeat steps A through C. *** WARNING *** Due to the efficiency of these brakes, extremely hard braking on aircraft with tail wheels could result in lifting the tail from the ground, creating a nose over condition. *** WARNING *** Use extreme caution to prevent aircraft from nosing over when running engine at high static throttle (power lever) settings, hopper and fuel system should be full to help keep aircraft from nosing over. This conditioning procedure will wear off high spots and generate sufficient heat to create a thin layer of glazed material at the lining friction surface. Normal brake usage should generate enough heat to maintain the glaze throughout the life of the lining. Properly conditioned linings will provide many hours of maintenance free service. A visual inspection of the brake disc will indicate the lining condition. A smooth surface, one without grooves, indicates the linings are properly glazed. If the disc is rough (grooved), the linings must be re-glazed. The conditioning procedure should be performed whenever the rough disc condition is observed. Light use, such as in taxiing, will cause the glaze to be worn rapidly. BRAKE REMOVAL AND DISASSEMBLY (Cleveland Disc Type, See Figure 6-7) A. Release parking brake. B. Jack aircraft as outlined in Section II Effective: 9/16/05

137 C. Disconnect and cap brake hydraulic supply line at brake housing. D. Remove back plate assemblies from calipers. E. Remove caliper assemblies. F. Remove pressure plate assembly. G. Clean all metal surfaces with denatured alcohol and dry thoroughly. All 0 rings are to be replace. Remove pistons by injecting air into the caliper ports (15 to 20 psi) maximum pressure. *** WARNING *** Use caution when blowing pistons out the caliper cylinders with air, as pistons could fly out at high velocity. It is suggested that the caliper be turned over so that pistons face table working surface. Use a rag to cushion piston contact with table surface to prevent piston damage. Make sure to wear all applicable personal protective safety equipment. * NOTE * The brake caliper pistons on the Turbo Thrush are equipped with a friction spring (drag ring) on the piston tail. It is recommended that this ring NOT be removed unless it is damaged or corroded. H. Inspect brake cylinders for cracks, nicks, corrosion and damaged threads. Inspect inlet and outlet hydraulic ports for foreign contaminates. Examine cylinder walls for scoring or excessive wear. Blend and polish light scratches in piston cavities with fine emery cloth, 600 grit. Castings that are cracked or have damaged threads should be replaced. I. Inspect anchor bolts for cracks, corrosion, permanent set and excessive wear. Replace bolts that are bent, cracked or severely corroded. J. Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and blend out nicks, using fine emery cloth 600 grit, and clean thoroughly. K. Inspect pressure plate assembly for cracks, damaged pins and excessive warped contours. Replace pressure plate if cracked or severely deformed. Replace cracked or deformed pins. L. Inspect brake cylinder bolts for cracks, damaged threads, and self-locking feature. Replace bolts that are cracked, bent or have damaged threads. M. Inspect brake linings for cracks, edge chipping, and surface deterioration. Linings should be replaced when worn to a thickness of inch. Effective: 05/05/

138 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH *NOTE* Clean outside of pistons before inserting pistons into brake caliper housing assembly. N. Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brine ling in bolt holes. Replace torque plate if cracked or severely deformed. O. Clean repaired surfaces and areas of the brake assembly from which paint has been removed. P. Paint exposed areas with one coat of zinc primer and one coat of aluminum lacquer. ** CAUTION ** Do not paint pistons or piston bores in the brake housing. Keep paint off of brake linings. Q. Check the wheel brake disc. See procedures under Inspection of Main Wheel Assembly. BRAKE REASSEMBLY AND INSTALLATION (Cleveland Disc Type) A. Install friction spring on piston assembly (if removed). B. Lubricate large O-ring with MIL-H-5606 hydraulic fluid and install in groove in brake housing bore area. C. Install piston assembly in brake housing. D. Install pressure plate assembly on anchor bolts. E. Install brake assembly to torque plate. F. Install back plate assemblies with bolts and washers. Torque bolts to 60 inchpounds. REMOVAL OF BRAKE MASTER CYLINDERS A. Disconnect and cap hydraulic lines. B. Remove master cylinder retaining bolts. C. Remove master cylinder. DISASSEMBLY AND REPAIR Repair is limited to replacement of parts, cleaning and adjustment. Use clean hydraulic fluid MIL-H-5606 as a lubricant during re-assembly of the cylinders (see Fig. 6-5). INSTALLATION To install the brake master cylinders, reverse the removal procedures and fill and bleed 6-18 Effective: 5/05/04

139 brakes as outlined in this section. BRAKE BLEEDING To bleed the brakes proceed as follows: A. Place parking brake control in OFF position. * NOTE * Keep master cylinder reservoir full of the proper type fluid throughout bleeding operation. B. Prepare a piece of 5/32 clear plastic (preferred) or rubber (any color) tubing at least 12 inches long. Remove bleeder screw dust cap. Install one end of hose onto bleeder screw. C. Place free end of hose in a clean glass receptacle containing enough hydraulic fluid to cover end of hose. End of bleeder hose must be submerged at all times to properly check for air bubbles and prevent entry of air into hydraulic system. D. Apply brake pressure and open bleeder screw approximately 1/3 to ½ turn, close bleeder screw before releasing brake pressure to avoid reentry of air into brake system. Repeat this procedure until system is free of air. E. Tighten bleeder screw, remove rubber hose and replace dust cap. F. Repeat bleeding procedure for opposite brake. Effective: 05/05/

140 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH LANDING GEAR TROUBLESHOOTING CHART PROBLEM PROBABLE CAUSE REMEDY Tail wheel shimmy. Excessive/uneven tire wear. Tail wheel fails to lock or unlock. Main landing gear shimmy. Dragging brakes. Worn or loose wheel bearings. Tire imbalance. Incorrect tire pressure. Tail gear sub-assembly bearings worn or loose. Lock cable out of adjustment or broken. Lock pin or lock pin spring broken or damaged. Tire imbalance. Worn or loose wheel bearings. Parking brake valve holding. Jack tail, remove wheel and inspect bearings. Replace with new lubricated bearing if necessary. Jack tail and remove tire for balance check. Rebalance. Pressure check tire. Inflate to recommended pressure. Jack tail; remove tail gear sub-assembly. Repair or replace as required. Adjust or replace as required. Repair or replace as required. Jack aircraft and remove tire for balance check. Rebalance. Jack aircraft and check wheels for end play. Replace with new lubricated bearings if necessary. Check parking brake valve. Release parking brake valve. INTENTIONALLY LEFT BLANK 6-20 Effective: 5/05/04

141 PROBLEM PROBABLE CAUSE REMEDY Dragging brakes (continued) Brakes are spongy or fail to operate. Restriction in hydraulic lines or restriction in parking brake valve. Worn, scored or warped brake disc (see Fig. 6-2 and 6-3). Damage or accumulated dirt restricting free movement of wheel brake parts. Leak in system. Air in system. Lack of fluid in brakes. Brake assemblies defective. Have someone apply and then release brakes. Wheel should rotate freely as soon as brake is released. If wheel fails to rotate freely, loosen brake line at brake housing to relieve any pressure trapped in line. If wheel now turns freely, the brake line is restricted. Drain all brake lines and clear the inside of brake line. If cleaning the lines fails to give satisfactory results, the parking brake valve may be faulty and should be repaired. Visually check disc. Replace brake disc and lining if required. Check parts for freedom of movement. Clean and repair or replace parts as necessary. Check entire hydraulic system for leaks. If hydraulic reservoir, parking brake valve, or wheel brake assemblies are leaking, they must be repaired or replaced. Bleed system. Check hydraulic reservoir fluid level. Fill and bleed if necessary. Repair or replace as required. Effective: 05/05/

142 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Figure 6-1: Tailwheel Assembly 6-22 Effective: 9/16/05

143 Figure 6-1a: Tail Leaf Spring Support Effective: 05/25/

144 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH ORGANIC BRAKE LININGS. Organic brake linings are used with P/N brake disk [.425 nominal new,.395 minimum (worn out)], this disk can easily recognized by it being a solid disk. Figure 6-2: Organic Linings Wear Limits 6-24 Effective: 5/25/05

145 METALLIC BRAKE LININGS. Metallic brake linings are used with P/N brake disk [.562 nominal new,.537 minimum (worn out)], this disk can easily recognized by it having 6 each out-gassing slots around its periphery. Figure 6-2a: Metallic Lining Wear Limits Effective: 05/25/

146 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Figure 6-3: Brake Disc Coning Limits 6-26 Effective: 5/25/05

147 Rivet Acceptance Criteria 1 The split shall not occur inside the crest of the clenched surface. 2 No more than two splits shall occur in a 90 area. 3 A total of no more than three splits shall be allowed. Figure 6-4: Organic Brake Linings Effective: 05/25/

148 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Figure 6-4a: Metallic Brake Linings 6-28 Effective: 5/25/05

149 Figure 6-5: Brake Master Cylinder Effective: 05/25/

150 THRUSH AIRCRAFT INC MODEL S2RHG-T65 TURBO THRUSH Figure 6-6: Main wheel 6-30 Effective: 9/16/05

151 Figure 6-7: Cleveland Brakes Effective: 9/16/

152 SECTION 7 FLIGHT CONTROLS TABLE OF CONTENTS FLIGHT CONTROLS...3 GENERAL DESCRIPTION...3 MAINTENANCE OF FLIGHT CONTROLS...3 FLIGHT CONTROL SYSTEMS...4 CONTROL STICK...4 REMOVAL OF BEARINGS FROM CONTROL STICK, FORK AND TORQUE TUBE...4 INSTALLATION OF BEARINGS IN THE CONTROL STICK FORK AND ON THE TORQUE TUBE...4 AILERONS...4 AILERON REMOVAL...5 AILERON INSTALLATION...5 AILERON RIGGING...5 AILERON SERVO TRIM TABS...6 WING FLAPS...6 FLAP JACKSCREW REMOVAL...6 FLAP REMOVAL...7 FLAP INSTALLATION...7 FLAP RIGGING...7 RUDDER...8 RUDDER REMOVAL...8 RUDDER INSTALLATION...8 RUDDER PEDAL REMOVAL...8 CONTROL CABLES REMOVAL...8 CONTROL CABLES INSTALLATION...9 RUDDER RIGGING...9 RUDDER TRIM TAB...9 BALANCE CABLE RIGGING...9 ELEVATORS...9 ELEVATOR BALANCE SPRING...10 ELEVATOR REMOVAL...10 ELEVATOR INSTALLATION...10 ELEVATOR RIGGING...10 ELEVATOR TRIM TABS...11 ELEVATOR TRIM TAB REMOVAL...11 ELEVATOR TRIM TAB RIGGING...11 EMPENNAGE...12 EMPENNAGE REMOVAL...12 EMPENNAGE INSTALLATION...12 Effective: 9/16/05 7-1

153 WINGS...13 WING REMOVAL...13 WING INSTALLATION...15 MODIFIED WING INSTALLATION PROCEDURE FOR S2R AIRCRAFT WHICH HAVE TO HAVE THE WING ATTACH ANGLES REPLACED CONTROL SYSTEM TROUBLESHOOTING CHART...20 AILERON SYSTEM...20 FLAP SYSTEM...20 RUDDER SYSTEM...21 ELEVATOR SYSTEM...22 ELEVATOR TRIM SYSTEM...23 Figure 7-1: Control Stick Installation...24 Figure 7-2: Aileron Control System...25 Figure 7-3: Rudder-Aileron Interconnect Springs...26 Figure 7-4: Flap Actuator Motor...27 Figure 7-5: Flap Actuating Mechanism...28 Figure 7-6: Flap Down-stop Installation...29 Figure 7-7: Rudder Pedal Installation...30 Figure 7-8: Rudder Control System...31 Figure 7-9: Rudder Control Rigging...32 Figure 7-10: Elevator control System...33 Figure 7-11: Elevator Trim Tab Linkage...34 Figure 7-12: Horizontal Stabilizer Attachment...35 Figure 7-13: Empennage Attachment...36 Figure 7-14: Wing Attach Angle Attachment to Spar...37 Figure 7-15: Wing Spar Center Splice...38 Figure 7-16: Wing Splice Attachment to Fuselage Frame...39 Table 7-1: Wing Splice Fittings Torque Chart...40 Figure 7-16: Attaching Wing Attach Angles to Fuselage Frame...41 FLIGHT CONTROL STATIC BALANCE LIMITS...41 TABLE 7-2: Static Balance Limits Effective: 9/16/05

154 FLIGHT CONTROLS GENERAL DESCRIPTION The aircraft is equipped with flight control surfaces consisting of ailerons, elevators, rudder, wing flaps, elevator tabs, rudder trim tabs and aileron trim tabs. The ailerons and flaps are an all-metal construction. The empennage is of an all-metal construction consisting of horizontal stabilizer, vertical stabilizer, rudder and elevators. Control of the ailerons, elevators and rudder are provided through a control stick and rudder pedals. A switch located on the back of the throttle quadrant controls the electrically actuated flaps. A lever located on the left side of the cockpit manually controls the elevator trim tabs. Fixed, ground adjustable trim tabs are located on the rudder and both ailerons. The control stick and rudder-brake pedals are mechanically interconnected to the push tubes, push rods, bell cranks, cables and torque tube which actuate the primary flight controls. Control cable pulley brackets are provided with guards to prevent the cable from jumping the pulley groove. The all-metal, electrically actuated wing flaps provide additional lift for shorter takeoff distances and slower landing speeds. Wing flaps may be positioned at any setting between up and down by intermittent operation of the flap switch. MAINTENANCE OF FLIGHT CONTROLS Special care must be exercised when performing control system maintenance. Emphasis shall be given to security of attachments, correct alignment of rod ends, use of correct hardware, and proper safetying of materials. Control cables must be free of kinks and pulleys must be aligned with the cables. Position cable pulleys and route cables to avoid contact with the aircraft structure. Inspect work areas for mislaid tools or parts with could foul the controls, and perform a functional check of the controls prior to replacement of access covers. It is recommended that a test flight be accomplished before the aircraft is released for routine operation when a control system component has been replaced or aircraft rigging has been altered. Re-rigging the control systems will seldom be necessary if correct maintenance technique is employed when system components are removed and replaced. Do not disturb position of rod end fittings when control system components are removed, unless absolutely necessary. When deemed necessary, record the amount of change required. This is to be able to return the fittings to original their original position when the maintenance or repair action is complete. When control system components are being removed, carefully note location and position of attaching parts and hardware and return to original location or position when installing new components and parts. Rigging instructions are provided in succeeding paragraphs for the empennage and each flight control system. Read these instructions carefully before starting the rigging operation. Select and accomplish only those rigging steps applicable to the job requirement. The following procedures should be followed when rigging control cables. Rigging should be accomplished in a hangar. When necessary to rig aircraft in the open, it should be accomplished during coolest part of the day with tail of the aircraft pointing toward sun. If aircraft is moved into a hangar for rigging, allow 90 minutes for control cables to adjust to hangar temperature. The ailerons, elevators, and rudder are all balanced control surfaces and their static balance must be checked in accordance with the limits show in table 7-19 after repaint or repair. Effective: 05/05/04 7-3

155 *** WARNING *** Failure to stay within control surfaces static balance limits could lead to control surface flutter, which could lead to loss of aircraft, life, and/or property. FLIGHT CONTROL SYSTEMS CONTROL STICK The control stick, which is supported by bushings and bearings, is attached to the torque tube located on top of the cockpit floor. A series of push tubes, push rods and bell cranks form solid connections between the control stick and the ailerons. The control stick activates the elevators through push tubes, bell crank, idler and elevator horns. The control stick forks and torque tube may be removed for replacement of bearings and bushings. REMOVAL OF BEARINGS FROM CONTROL STICK, FORK AND TORQUE TUBE Remove the control stick dust cover base assembly and the side skins under the cockpit. Use the following procedures to replace the bearings. A. Disconnect the aileron push rods and elevator push tube. B. Remove the attaching hardware securing the control stick fork to the torque tube. C. Withdraw controls stick and fork from aircraft. D. Remove the bolts securing the torque tube to the pillow blocks. (See Figure 7-1) E. Remove the torque-tube from aircraft. INSTALLATION OF BEARINGS IN THE CONTROL STICK FORK AND ON THE TORQUE TUBE A. Install bearings on the torque tube and in the control stick forks as required. B. Install torque-tube in the pillow blocks. C. Tighten pillow block hardware per torque values in Section II. D. Install control sticks fork on torque tube and tighten hardware per torque values in Section II. E. Check freedom of movement on control stick and torque tube. F. Lubricate bearings per Section II of this manual. G. Connect the elevator push-tube and aileron push-rods and check for proper operation of control system. H. Replace control stick dust cover base assembly and aircraft side skins. AILERONS An all-metal aileron is installed outboard of each wing flap. Each aileron operates on 7-4 Effective: 05/05/04

156 bearing hinges and is attached to the aft wing spar at three points. One balance weight is installed in the outboard leading edge of each aileron to prevent flutter. * NOTE * The left and right ailerons are not interchangeable. There is a female locating slot approximately 25 ½ inches from the counterweight leading edge that must align with a male located tab in the aileron bay. The aileron control is driven by a single push rod from the control stick torque tube to a vertical bell crank at the right side of the fuselage (See Figure 7-2). A short push rod connects the bell crank to a vertical idler in the left side of the fuselage. In each wing, the inboard push tubes connect between the bell crank and idler in the fuselage to the aft side of a bell crank near the inboard end of the aileron. From the forward side of this bell crank, the outboard push tube connects to the forward arm of the drive bell crank located at the aileron mid span. The short arm of the drive bell crank is connected to a push rod that drives the aileron. The ailerons are also connected to the rudder controls by springloaded cables that enable the ailerons to be activated in conjunction with the rudder. This provides a safety factor. In case the aileron system becomes inoperative, the rudder system will lift the aileron. (Fig. 7-3) AILERON REMOVAL A. Disconnect push rod at aileron. Do not change position of rod end on push rod. B. Remove aileron hinge bolts. C. Remove aileron from aircraft. AILERON INSTALLATION Installation of the aileron is the reverse of the removal procedure. In the event push rod length has been altered, streamline trailing edge of opposite aileron with trailing edge of wing and flap and secure with a temporary lock. Adjust push rod length to align attaching bolt hole with hole in aileron hinge fitting, when aileron is in neutral position. Recheck aileron rigging. AILERON RIGGING Assure the ailerons are attached and the system push tubes are assembled, except for the two lateral push rods in the fuselage. Ensure that flaps have been rigged. Rig the ailerons as follows: A. Clamp the ailerons at the trailing edge of the wing tip in the neutral position. Ailerons are in neutral when ailerons are 1/8" below flap trailing edge. B. Adjust the length of the push rod from aileron outboard wing bell crank until inboard wing bell crank is perpendicular to the rear spar, both sides. This can be checked through the inspection holes just forward of the rear spar. Effective: 05/05/04 7-5

157 C. Attach the lower, lateral fuselage push rod between the left fuselage idler bell crank and the right fuselage bell crank, adjusting the length of the rod to fit those items. D. Install the upper, lateral fuselage push rod from right fuselage bell crank to control stick torque-tube fitting. Adjust the length of this push rod to center the control stick. E. Clamp control stick in center position and free clamps on aileron. Set trailing edges of ailerons inch below trailing edge of flap trailing edge by lengthening push rod from aileron to outboard wing bell crank. F. Adjust and lock the aileron stops, accessible through the inspection holes forward of the aileron, for the required travel. Aileron up travel should be 21 (±1) degrees and down travel should be 17 (±1) degrees. G. Go back through system and lock all check nuts. H. To adjust the springs in the rudder-aileron interconnect system, clamp the rudder and ailerons in the neutral position and adjust the turnbuckles until the springs are the same length. AILERON SERVO TRIM TABS A variable position trim tab is attached to each aileron. A wing high attitude of either wing may be corrected by adjusting the applicable trim tab down. Adjusting the tab up will correct a low wing attitude. Begin with both tabs in neutral position (straight with trailing edge of aileron). A. Electric Aileron Trim Tabs. Thrush Aircraft Inc has made available an electric aileron trim tab normally installed on left aileron. Initially, the tab is rigged the same as servo-trim tabs, then the tab can be electrically adjusted to obtain level flight. Compensating for the wind and in normal turns, the tab will act as a servotab. WING FLAPS Wing flaps installed on the S2RHG-T65 are of an all-metal construction and hinged on ball bearings. Each flap extends outboard from the fuselage to the aileron and is attached to the aft wing spar by four (4) stainless steel hinges. A switch located on the aft of the throttle quadrant electrically controls the flap operation. Movement of the flaps is by a torque tube located below the cockpit floor and rotated by an electric motor-driven jackscrew. Push rods attached to the arms of the torque tube moves the flaps to the desired position. The flaps have been completely sealed against chemical spray. FLAP JACKSCREW REMOVAL A. Remove left side fuselage cowling under cockpit door and hopper. B. Remove wing root fairings to gain access to the flap push road and jackscrew attach bolts. C. Disconnect each flap from the push rod and allow flap to swing and hang under wing. 7-6 Effective: 05/05/04

158 D. Disconnect the electrical connections, connecting the micro-switches and motor. Identify the wires and locations for installation reference (See Figure 7-4). E. Remove one attach bolt at the motor end, loosen the other bolt slightly and remove the four bolts connecting the jackscrew to the flap torque tube. F. Install new flap jackscrew assembly into fuselage and connect with hardware which was removed or new hardware. NOTE: Rigging must be checked after installation of new jackscrew or pushrods. Refer to flap rigging. G. Reconnect the electrical wires and test flap motor for proper operation. H. Connect pushrods and after flaps are rigged properly ensure that all bolts are tight and wires are tied off. I. Reinstall fairings and cowling. FLAP REMOVAL A. Disconnect flap push rod at flap. Do not change position of rod end on push rod. (See Figure 7-5) B. Remove flap hinge bolts. C. Remove flap from aircraft. FLAP INSTALLATION Installation of the flap is the reverse of the removal procedure. In the event push rod length has been altered, the flap will have to be completely re-rigged. FLAP RIGGING A. With the master switch ON, fully retract the flaps (up flaps) with the flap switch. B. Disconnect the flap push pull rods at the torque tube arms. C. Hold a straight edge on the wing lower surface at wing station 49.0 (approximately 24 inches outboard of the fuselage side). In the properly rigged flap up position, the straight edge should contact the lower surface of the wing, front spar, the flap trailing edge and the lower surfaces. D. Adjust the flap push-pull rods to the proper length and connect them to the torque tube arms. E. Shorten the length of the maximum travel limit bolt located on the right side of the fuselage adjacent to the torque tube. F. With the flap switch, lower the flaps to the fully extended position. G. Using a propeller protractor or equivalent instrument to measure the flap angular travel, adjust the down micro-switch located on the vertical shaft adjacent to the jackscrew to achieve 15 (+/-1) degrees. Retract and extend the flaps after each adjustment to verify proper adjustment. H. With the flaps in the fully extended position, adjust the maximum travel stop bolt so that there is a to gap between the bolt head and the stop pad (See Figure 7-6). Effective: 05/05/04 7-7

159 I. Retract the flaps with flap switch and turn the master switch OFF. J. Tighten and torque all hardware to the specifications called out in Section II of this manual. RUDDER The metal-covered rudder is attached to the vertical stabilizer at three hinge points. The rudder control cable is connected directly from the rudder horn to the rudder pedal adjustment channels. The left and right rudder cables route from the adjustment channels aft around pulleys where they pass through the fuselage side skins and attach to adjustment straps on the rudder horn. A spring-loaded balance cable is routed between the pedal adjusting channels and forward around pivoted pulleys located on the hopper rear wall. The rudder controls are interconnected by springs to the aileron system so that a wing may be lifted with rudder alone. This feature provides a convenience during cross-country flight and is an added safety feature in case the aileron system becomes inoperative. (Fig. 7-3) RUDDER REMOVAL A. Disconnect rudder cables from rudder horn. B. Remove attaching hardware from rudder hinge points. C. Remove the rudder from the aircraft. RUDDER INSTALLATION A. Place rudder on hinge points. B. Install the hardware in the hinge. C. Attach rudder cables to rudder horn. D. Check rudder operation to determine that no friction or binding is evident. E. Readjust control cables and rudder stops as required per rigging instructions. RUDDER PEDAL REMOVAL Use Figure 7-7 as a guide when removing or installing rudder pedals. CONTROL CABLES REMOVAL A. Disconnect the aft cables from forward side of shackles. B. Remove skins from side of fuselage. C. Disconnect cables at turnbuckles. D. Remove all cable guards from the rudder cable pulleys and disconnect the aft cables from rudder horn. The cables from the turnbuckles aft are free for removal. E. Disconnect cables from adjustment channel. The cables from the turnbuckles forward to the pedals are free for removal. F. Remove the balance cables. G. Remove rudder-aileron cable from aileron vertical bell crank. 7-8 Effective: 05/05/04

160 CONTROL CABLES INSTALLATION (See Figure 7-8) A. Install the cables in reverse order of the removal procedures. B. Check rigging per rigging instructions. C. Assure all cables, cable guards and turnbuckles are installed properly and safety wired. Replace all skins removed for access. RUDDER RIGGING A. Position the rudder pedals at mid-adjustment position in the adjustment channel. B. Center and lock the rudder. C. Adjust the turnbuckles in each rudder cable, at fuselage station , to bring the rudder pedals approximately inches from the back of the hopper. * NOTE * If the turnbuckles run out of adjustment, relocate adjustment strap on rudder horn to shorten cable. D. Safety-wire the turnbuckles with stainless steel wire. E. Adjust and lock the rudder stop bolts, located at the base of the rudder post, to limit the travel of the rudder to 22 (±1) degrees left and right of center. (See Figure. 7-9) RUDDER TRIM TAB A fixed-position trim tab is attached to the lower edge of the rudder. An out-of-trim rudder can be trimmed by bending the metal trim tab. Use forming blocks when bending tab and do not bend more than 0.50 inch deflection in either direction. BALANCE CABLE RIGGING (See Figure 7-3) The Thrush incorporates a rudder-aileron balance cable/spring system. The cables are attached to the rudder pedals and routed out of the cockpit and to the spring which is attached to the opposite aileron bell crank. Adjustments are accomplished with the turnbuckles located on each cable. The system is correctly adjusted when the rudder and ailerons simultaneously align in the neutral position. Ensure there is no contact between balance springs. ELEVATORS Each elevator is attached to the rear spar of the horizontal stabilizer at three hinge points. The control stick is connected to the elevators through the use of a bell crank, idler, push tubes and elevator horn. The right and left elevators are attached to a common elevator horn. (Fig. 7-10) Effective: 9/16/05 7-9

161 ELEVATOR BALANCE SPRING The elevator system has a balance spring attached to the forward elevator bell crank with a cable on top and spring on the other end attached to bell crank support bracket. The cable and spring are connected with a turnbuckle for final adjustments. With the flaps up and the elevator in neutral and the forward stand assembly is clamped on flap transfer tube at 48 from center on fwd side. Rig the cable to obtain a spring length of 39". The dual cockpit elevator balance spring is connected to the lower portion of the forward elevator bell crank and to the left lower longeron fuselage station inches with a turnbuckle for adjustment. With flaps up and elevator neutral, rig spring to 36 inches in length. ELEVATOR REMOVAL A. Disconnect aft push tube from elevator horns. B. Disconnect the trim tab push rod at elevator trim-tab. C. Remove hardware attaching both of the elevators horns together. D. Remove all hinge bolts from leading edge of elevator. E. Remove the elevator from aircraft. ELEVATOR INSTALLATION A. Position elevator on aircraft. B. Attach the elevator to the horizontal stabilizer. C. Bolt the two elevator horns together. D. Connect aft push tube to elevator horns. E. Connect trim-tab push rod at elevator trim. ELEVATOR RIGGING The aft push tube will have to be disconnected from elevator horns for adjustment. A. Set the forward stop on the control stick so the stick is approximately seven inches from the hopper when in full forward position. B. Set the elevator to its full down travel of 17 (±1) degrees and adjust the aft end of push tube at the elevator horn to match that position. Connect push tube to elevator horn. *NOTE * Assure the inspection hole in the rod end is covered by the push tube threads. It may be necessary to let the control stick come back slightly to achieve coverage Effective: 05/05/04

162 ** CAUTION ** Rigging of the elevators will require that tail gear be checked for proper operation. See Section 6, Landing Gear. C. Set the elevator at the full up travel of 27 (±1) degrees and adjust the aft stop on the control stick to match this position. D. Tighten the lock nut against the rod end bearing at the elevator horn. ELEVATOR TRIM TABS Controllable trim tabs, located on the inboard trailing edge of each elevator, are operated by an elevator trim tab control lever located on the left side of the cockpit. Linkage between the elevator trim tab control lever and the elevators consists of push rods bell cranks and fairleads. The push rod leading from the trim tab control lever to the trim tab assembly runs along the left side of the fuselage and is guided at intervals by four fairleads. The aft end of this push rod attaches to a bell crank. This bell crank has arms at each end permitting two short push rods to be routed back to bell cranks located on the inboard side of the horizontal stabilizer. A short push rod leads from these bell cranks to horns on the trim tabs. (See Figure 7-11) ELEVATOR TRIM TAB REMOVAL A. Disconnect push rod from trim tab. B. Remove rivets attaching trim tab hinge to elevator and remove trim tab. ELEVATOR TRIM TAB RIGGING A. Place the trim tab control lever in cockpit in the neutral position. B. Adjust push rods to position both the aft fuselage and stabilizer bell cranks in a center (neutral) position. C. Place elevator in neutral position. Adjust the length of push rod, between the two bell crank assemblies. D. Tighten all bolts. E. Loosen bolts attaching trim control lever stop and adjust the stop to provide proper trim tab travel. The trim tab travel should be 8 (±1) degrees up and 22 (±1) degrees down. *NOTE * When measuring trim tab travel, the elevator should be in the neutral position. F. Measure free-play of the tab at the trim tab horn attaching point. The total maximum free play should not exceed inch. Effective: 05/05/

163 EMPENNAGE The vertical stabilizer, rudder, horizontal stabilizer and elevators are constructed of Alclad aluminum. All stabilizers are connected to the fuselage structure by bolts and supported by adjustable struts. Rudder and elevators are attached to the stabilizers by hinges containing sealed bearings. EMPENNAGE REMOVAL A. Remove rudder and elevators from stabilizer as outlined in this section of the manual. B. Remove horizontal struts, being sure to mark left and right. (The top of the struts can be identified by a small rectangular section of weld line at the V-end of the aft tube.) ** CAUTION ** The forked ends of the struts are torqued to align with horizontal attachments. Movement of the fork will require retorquing as outlined in the installation instructions. EMPENNAGE INSTALLATION A. Install horizontal stabilizer with AN6-46A bolts on forward attaches with one each bushing (P/N ) (9/16 long) between horizontal stabilizer and forward fuselage attach fitting. Place one each bushing (P/N ) (1 ¼ long) between the aft stabilizer attach fitting and the fuselage fitting and install AN6-44A bolts. Torque bolts to inch-pounds of torque. Check that the cord line of the horizontal stabilizer is -0.50º ±.25º (this means nose-down) relative to the leveling longeron used for weight and balance (under the cockpit) (see figure 7-12). Use up to 3 ea. AN washers under either the fwd or aft bushings to achieve the required incidence angle. B. Install left and right struts using the strut/plates and AN5-6A bolts on lower attach (strut to fuselage) and AN6-12A bolts on upper attach (strut to horizontal). Install rudder lock plate on left lower strut attach; tighten all bolts and nuts. When installing a new strut or new strut parts, accomplish as follows: With new strut(s) adjust fork ends as required to bring the strut as close as possible to lower fuselage attach without touching. The strut should be centered fore and aft with fork ends. The forks should be shimmed with a P/N spacer and P/N washers as required (different thicknesses are available) and at least one P/N C copper crush washer. Then torque to inch-pounds and align with attach points simultaneously. The lower strut/plates can now be trimmed to fit if needed and drilled with a.312 (5/16") drill bit and bolted into place using AN5-6A bolts. If only re-torque is required and torque cannot be achieved with old shims, the replacement of the copper crush washer only should be sufficient to regain correct torque ( inch-pounds) and proper angle for alignment Effective: 9/16/05

164 C. Install left and right elevator using P/N spacer, AN4-12A bolt and AN4-11A bolts in center and outboard hinges. Connect elevator control arm and check travel 27 ±1 up and 17 ±1 down. D. Connect elevator trims tabs and check for proper travel. E. Vertical Stabilizer: Install forward attachment loosely with NAS bolt. Using either no shims (normal) or if a gap exist, use one or more of the following P/N 21209T001 (.125 ) and/or P/N 21209T002 (.250 ) shim(s) at upper attach and P/N 21208T001 (.125 ) and/or P/N 21208T002 (250 ) shim(s) at lower attach. Install hardware upper and lower and navigation light ground wire (lower attach); tighten all vertical fin hardware per torque table (See Figure 2-7). Using a string pulled tight through upper rudder hinge and lower rudder hinge, check hinges for alignment fore, aft, left and right. It is permissible to add (1) P/N 40207T005 (.050 ) or 40207T007 (.063 ) between the center hinge bearing housing and vertical fin rear spar to achieve proper alignment. *NOTE * A TAPERED shim(s) P/N 90220T001 (.125 to.080 ) upper attach shim or P/N 90221T001 (.100 to.075 ) lower attach shim may be required on top and/or lower attach to properly align hinges during the string alignment check. F. Install the wire deflector cable and allow sufficient turnbuckle travel to permit tensioning of the deflector cable. Attach and tension cable to 35 ±3 Lbs. G. Install the rudder using AN4-11A bolts; connect navigation light ground wire to rudder horn bolt, and connect navigation light power wire. Install rudder cables and check travel 22 ±1º left and right from center. WINGS WING REMOVAL (See Figures 7-14 & 7-15) A. Park the aircraft in a closed door hangar and secure the aircraft for maintenance. B. Disconnect the batteries and external power sources. C. Gain access to the wing splice area by removing the wing root fairings and the necessary aircraft side and belly panels. Disconnect the electrical, fuel, spray and flight control systems at points appropriate for wing removal. Remove the spray pump and bracket. D. Support the weight of the wings at the jack points located approximately eight feet from the wing tips and under various wing ribs to prevent wing movement when the attach bolts are removed. E. Remove the bolts holding the rear spar to the fuselage, one place on each wing. Effective: 9/16/

165 F. Remove the ¼ inch bolts securing the left and right wing, inboard and outboard attach angles to the spar webs, 12 places on each wing. G. Back the locknuts off of the NAS bolts in the splice fittings far enough to conceal the end of the bolt threads. Spray the bolt shanks with WD-40 or an equivalent lubricant. H. Remove the eight each ¼ inch bolts securing the two each U-shaped Clevis (part number ) to the tube nuts and remove the two clevises (See Figure 7-16). Loosen the lower splice fitting tube nuts. As the nuts are loosened, the bolts will back out of the holes. Once the tube nuts are off of the lower bolts, loosen the upper tube nuts to back them out of the holes. If one of the bolts does not move, rethread the tube nut onto this bolt and place a spacer between the opposite end of the tube and the spar cap (or NAS bolt). Proceed, once again, to loosen the tube nut and back the bolt out of the hole. Remove tube nuts after obtaining sufficient clearance. ** CAUTION ** Observe extreme care to avoid damaging the spar cap and the surface finish of the holes through the spar cap. *NOTE * Adjusting the angle of the wings with the wing jacks may assist in wing bolt removal. I. Place an aluminum block on the smallest nut and with a 4X rivet gun, drive the nut flush to the lower splice fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest. J. Remove all of the nuts and tube nuts from the lower NAS bolts. Place the aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun, drive it flush with the lower splice fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest. K. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the lower splice fittings and lower spar cap with a 2X rivet gun working from smallest size bolt to largest size. L. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic or aluminum wedges between the lower splice fitting and the lower spar cap. Remove the lower half of the lower splice fitting. In a similar manner, remover the upper half of the lower splice fitting. M. Place the aluminum block on the threaded end of the smallest bolt in the upper splice fitting and with a 4X rivet gun, drive it flush with the spar cap. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest Effective: 9/16/05

166 *** WARNING *** Under no circumstances should the bolts be turned while the threads are in the spar cap. This could damage the hole surface finish which could result in a stress concentration. N. Remove all of the nuts and tube nuts from the upper NAS bolts. Place the aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun, drive it flush with the upper splice fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest. O. Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the upper splice fittings and upper spar cap with a 2X rivet gun working from smallest size bolt to largest size. P. Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic or aluminum wedges between the lower splice fitting and the upper spar cap. Remove the lower half of the upper splice fitting. In a similar manner, remover the upper half of the upper splice fitting. Q. Remove the bolts securing the center wing splice plate to the right wing. The splice plate will remain attached to the left wing. R. Slide the wings directly away from the fuselage lifting the wing roots sufficiently to clear the fuselage lower longerons. S. Discard all used nuts, bolts and washers. WING INSTALLATION (See Figures 7-14, 7-15, 7-16 & Table 7-1) To install the wings, proceed as follows using all new nuts, tube nuts, bolts and washers: * NOTE * All bolt shanks and bolt holes are to be coated with Snap- On General Purpose Antiseize lubricant or equivalent before installation. A. If the landing gear is not installed, support the fuselage at a convenient height using jacks at the landing gear attach points, left and right, and at the aft jack point. B. On the left wing, install the outboard wing attach angle on the main spar web with NAS bolts, ¼ inch AN960 and MS20002C washers and MS21042 nuts. Torque the MS21042 nuts per Table 7-1, six places. Effective: 9/16/

167 ** CAUTION ** On all NAS bolts described hereinafter, insure that at least two bolt threads are showing beyond the edge of the fiber locknut and that the nut has not bottomed out on the bolt threads. C. On the left wing, install the center splice plate if removed, to the spar web and install the 3/16 and ¼ bolts and c/s screws, AN960 and MS20002C washers and MS21042 nuts per Figure Torque the MS21042 nuts per Table 7-1, 39 places. D. Elevate the left wing and place it in position. Butt the wing attach angle squarely against the fuselage vertical wing attach tube assembly. Locate the rear spar fitting into the fuselage attach fitting and install the 7/8 bolt, AN960 washers and MS21044N nut. Bring nut up snug but not to final torque. E. Support the wing at the wing jack point on the front spar, approximately 8 feet inboard of the wing tip. F. Rest the inboard end of the main spar on the lower longeron with a ½ inch temporary spacer between. G. Install the left wing inboard attach angle on the main spar web with NAS ¼ inch bolts, AN960 and MS20002C washers and MS21042 locknuts (See Figure 7-16). Torque the locknuts per Table 7-1, 6 places. H. Align the bolt holes in the wing attach angles with the holes in the fuselage vertical wing attach tube. Install one AN 5/16 bolt in the top hole and secure with an AN960 washer and AN365 locknut. Install locknut finger tight. I. On the right wing, install the outboard wing attach angle on the main spar web with NAS ¼ inch bolts, AN960, and MS2002C washers, and MS21042 locknuts. Torque the MS21042 nuts per Table 7-1, 6 places. J. Elevate the right wing and place in position with the 1/2 inch temporary spacers as was done with the left wing. Align the holes in the right wing spar web with the holes in the center splice plate. Install the 3/16 and ¼ bolts and nine each countersunk screws with heads forward and secure with AN960 and MS20002C washers and MS21042 locknuts. Bring the nuts up snug and torque only those which will be inaccessible when the splice fittings are installed. K. Install the right wing inboard attach angle on the main spar web with NAS ¼ inch, AN960 and MS20002C washers and MS21042 locknuts. Torque the locknuts per Table 7-3, six places. ** CAUTION ** Be sure to orient the MS20002C washers such that each countersink is mated with the radius in the underside of the NAS bolt heads Effective: 5/05/04

168 L. Lubricate the 12 NAS wing splice attach bolts and the holes in the upper splice fittings, (top and bottom halves) with Antisieze. Position the upper plate part number on top of the top splice fitting and insert the two large NAS bolts with MS20002C countersunk washers. Be sure to mate the countersunk portion of the washer with the head of the bolt. Insert the remaining 10 NAS bolts with their respective holes and position all 12 bolts flush with the bottom of the fitting. ** CAUTION ** Use extreme care to avoid damaging the spar cap and the surface finish of the holes through the spar cap. M. Apply Antiseize to the matching holes in the upper spar cap and place the top splice fitting into position. Move the wings as required and press the bolts through the holes in the upper spar cap. N. Place the upper splice fitting (bottom-half) into position and press it upward over the bolts. Install MS20002 (no countersink) washers (12 places) and bring the tube nuts (two places) and the MS21044N nuts (10 places) up snug but not to full torque. ** CAUTION ** Use extreme care to avoid damaging the spar cap and the surface finish of the holes through the spar cap. O. Correctly position the lower plate part number on bottom of lower splice fitting (bottom) and insert two large one inch NAS bolts with MS2002C countersunk washers with chamfer towards the bolts hexagonal head. Place (upper) lower splice fitting on top of lower spar cap. Push lower bottom splice fitting with large bolts until flush with lower wing spar and through upper splice fitting. Install and snug tube nuts but not full torque. Install the remaining NAS bolts in the lower splice fittings starting with the largest bolts working to the outboard P. Align the holes in the wing attach angles (left and right wings) with the holes in the fuselage vertical wing attach tubes and install the remaining seven AN 5/16 inch bolts with AN960 washers and MS21044N nuts. Bring the locknuts up snug but not to full torque. Q. Torque all locknuts on the NAS ¼ inch bolts through the spar web and splice plates per Figure 7-3, 39 places. R. Torque the tube nuts and the MS21044N locknuts on the NAS bolts through the upper and lower splice fittings per table (Figure 7-3), four places and 24 places, respectively. S. The upper and lower tube nuts are joined together by u-shaped clevises (part number ). The tube nut connection will require the use of Thrush Aircraft Inc tool part number ESK681-1 or equivalent in drilling and locating the.25 diameter holes. After drilling deburr all holes, and install clevises with eight each. Effective: 5/05/

169 NAS bolts, MS20002C4 chamfered washers, under the head, AN washers, and MS21044N4 locknuts. Torque locknuts per table 7-3. T. Remove the ½ temporary spacers from between the wing spars and the longerons, two places. U. Torque the locknuts on the AN5 bolts through the left and right wing attach angles and the fuselage vertical tubes per Table 2-7, eight places. V. Torque the locknuts on the AN7 bolts through the left and right wing rear spar attach fittings per Table 2-7, two places. W. Release the wing jacks and check the wing dihedral for 3 ½ degrees. X. Install the spray pump and bracket and torque all nuts and bolts. Y. Complete the wing installation by making the necessary connections in the electrical, fuel, pitot, and flight control systems. Z. Reconnect the batteries. MODIFIED WING INSTALLATION PROCEDURE FOR S2R AIRCRAFT WHICH HAVE TO HAVE THE WING ATTACH ANGLES REPLACED. (See Figures 7-14, 7-15, 7-16 & Table 7-1) A. With the wings supported, position the wing roots in the fuselage and place a ½ inch temporary spacer between the lower longeron and the main spar cap of each wing. (This will properly set the wings angle of incidence.) B. Install the spar web splice plate and the upper and lower main spar cap splice fittings in accordance with the normal installation procedure. Torque all nuts to specification. C. Install the wing attach bolts at the left and right rear spars and torque to specification. D. On the wing attach angles (outboard only), draw heavy black line from top to bottom so as to bisect the area of the forward face when it is positioned on the aircraft. This line will be on the outside of each angle and will mate with the back side of the main spar web. E. Position these outboard angles so that they mate flush with the bushings through the vertical fuselage tube, flush with the spar web and contact the top of the lower spar cap. Now raise the angle so that there is approximately a 3/16 inch clearance between the angle and the spar cap. Clamp the angle to the vertical fuselage member. F. Sight through the bolt holes in the main spar web and position the wings so that black lines drawn in step D are visible and that they appear symmetrical between left and right wings. This centers the wings with respect to the fuselage. Repeat step E if the 3/16 inch clearance has changed. G. Transfer the location of each of the holes through the vertical fuselage member to the attach angle by sliding a 5/16 inch drill bit (preferably one that has a pilot tip), through each of the four holes in succession. Do not drill these holes because edge distance must be checked Effective: 5/05/04

170 H. Remove the angle and check to confirm that the mark for the bottom hole is at least 5/8 (2X hole diameter) inch away from the edge of the angle. If it is not, file the bottom edge of the angle which comes into contact with the lower spar cap in such a manner as to allow the angle to be lowered and yet provide clearance with the lower spar cap. Repeat the hole transfer procedure and recheck for edge distance. I. Drill the four 5/16 inch holes through the outboard wing attach angles. J. Place the inboard attach angles back to back against the outboard angles. Align and clamp the two angles and transfer drill the 5/16 inch holes through the inboard angles. K. Temporarily install the four wing attach angles to the fuselage down tubes and torque the 5/16 inch nuts and bolts to specification. L. Again sight through the ¼ inch bolt holes through the main spar web and confirm that the black lines appear symmetrical between the left and right wings. M. Transfer the location of the ¼ inch holes to the four wing attach angles, using the main spar web as an index. A few holes may be drilled and bolts installed to keep the spar web flush with the forward face of the angles for transfer accuracy. Use caution not to enlarge the holes through the spar web. N. Remove the four attach angles and drill and ream the ¼ inch holes at the marked locations with a drill press or milling machine (.250 /.254 ). Debur all holes. O. Reinstall the wing attach angles and torque all nuts and bolts to the specification called out in Figure 2-7. P. Remove the ½ inch temporary spacers between the lower longeron and the lower spar cap. Q. Release the wing supports and check the wing dihedral for 3 ½ degrees. R. Complete the wing installation by making the necessary connections in the electrical, fuel, pitot, and flight control systems. Effective: 5/05/

171 CONTROL SYSTEM TROUBLESHOOTING CHART AILERON SYSTEM PROBLEM CAUSE REMEDY Resistance to control stick movement. Incorrect aileron travel. Correct aileron travel cannot be obtained by adjusting bellcrank stops. Control stick bearings dry or worn. Torque tube bearings dry or worn. Bent aileron. Aileron push rods and tubes out of rig. Aileron bell crank stops incorrectly Incorrect rigging of push rods and tubes. Incorrect rigging of bellcranks. FLAP SYSTEM Check control stick bearings for lubrication, excessive wear and cleanliness. Check bearing for lubrication, excessive wear and cleanliness. Repair or replace aileron. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Rig in accordance with aileron rigging procedures. Flaps do not extend (down) or retract (up). Flaps do not extend (down) or retract (up). Circuit breaker out. Defective flap switch. Defective flap motor. Defective electrical circuit. Stripped or broken jackscrew on flap motor. Reset circuit breaker. Replace flap switch. Replace flap motor. Replace defective wires. Replace jackscrew assembly Effective: 5/05/04

172 PROBLEM CAUSE REMEDY FLAP SYSTEM (Continued) Flaps do not extend (down) or retract (up). (Cont.) Flaps fail to retract (up) completely. Flaps fail to extend (down) completely. Flaps not synchronized or fail to fit evenly when retracted (up). Defective microswitch. Incorrect rigging of push rods. Incorrect rigging of push rods. Incorrect adjustment of push rods. Bent push rods. Replace microswitch. Rig in accordance with rigging procedures. Rig in accordance with rigging procedures. Adjust in accordance with rigging procedures. Straighten or replace. Flaps on one side fail to operate. Bent flap. Broken arm on torque tube or broken push rod. Disconnected push rod. RUDDER SYSTEM Repair or replace flap. Replace broken parts. Connect push rod and recheck rigging procedures. Lost motion between rudder pedals and rudder. Lost motion between rudder pedals and rudder. Excessive resistance to rudder pedal movement. Cables loose. Broken pulley. Bolts attaching rudder horn to rudder loose. Cables too tight. Pulleys binding or rubbing. Adjust in accordance with rigging procedures. Replace pulley. Tighten bolts. Adjust cables in accordance with rigging procedures. Provide proper clearance if pulleys are rubbing pulley brackets or cable guards. Effective: 5/05/

173 PROBLEM CAUSE REMEDY RUDDER SYSTEM (Continued) Excessive resistance to rudder pedal movement. (Continued) Rudder pedals not neutral when rudder is streamlined. Incorrect rudder travel. Rudder binding caused by bent rudder horn. Rudder pedal needs lubrication. Cables not in place on pulleys. Bent rudder. Rudder cables incorrectly rigged. Rudder horn stops incorrectly adjusted. Replace rudder horn. Lubricate as required. Install cables correctly. Repair or replace rudder. Rig in accordance with rigging procedures. Adjust in accordance with rudder rigging procedures. ELEVATOR SYSTEM Resistance to control stick movement. Incorrect elevator travel. Correct elevator travel cannot be obtained by adjusting bellcrank, idler and push tubes. Pulley binding or rubbing. Binding control stick bearings. Elevator hinges need lubrication. Elevator bellcrank, idler, and push tubes incorrectly adjusted. Control stick stops incorrectly rigged. Provide proper clearance if rubbing pulley bracket or guard. Lubricate bearings. Repair or replace elevator horns. Lubricate hinges as required to give free movement. Adjust in accordance with rigging procedures. Adjust control stick stops in accordance with rigging procedures Effective: 5/05/04

174 ELEVATOR TRIM SYSTEM PROBLEM CAUSE REMEDY Trim control lever moves with excessive resistance. Incorrect trim tab travel. Push rods binding. Trim tab hinge binding. Incorrect adjustment of push rods. Check push rods at fairings for free movement. Lubricate hinge. If necessary replace hinge. Adjust in accordance with rigging procedures. Effective: 5/05/

175 Figure 7-1: Control Stick Installation 7-24 Effective: 5/05/04

176 Figure 7-2: Aileron Control System Effective: 5/05/

177 Figure 7-3: Rudder-Aileron Interconnect Springs 7-26 Effective: 9/16/05

178 Figure 7-4: Flap Actuator Motor Effective: 9/16/

179 Figure 7-5: Flap Actuating Mechanism 7-28 Effective: 9/16/05

180 Figure 7-6: Flap Down-stop Installation Effective: 9/16/

181 Figure 7-7: Rudder Pedal Installation 7-30 Effective: 9/16/05

182 Figure 7-8: Rudder Control System Effective: 9/16/

183 Figure 7-9: Rudder Control Rigging 7-32 Effective: 9/16/05

184 Figure 7-10: Elevator control System Effective: 9/16/

185 Figure 7-11: Elevator Trim Tab Linkage 7-34 Effective: 9/16/05

186 Figure 7-12: Horizontal Stabilizer Attachment Effective: 9/16/

187 Figure 7-13: Empennage Attachment 7-36 Effective: 9/16/05

188 Figure 7-14: Wing Attach Angle Attachment to Spar Effective: 9/16/

189 Figure 7-15: Wing Spar Center Splice 7-38 Effective: 9/16/05