MM 761-523

PART NUMBER 761-523 MAY 15, 2012
1A1
AIRPLANE MAINTENANCE MANUAL
PA-42
PA-42-720
(S/NS 42-8301001, 42-8301002 AND 42-5501003 THRU 42-5501023, 42-5501025 THRU
42-5501027, 42-5501029 THRU 42-5501031, 42-5501033, AND 42-5501039)
PIPER AIRCRAFT CORPORATION
1A2
Published by
Technical Publications
1979, 1986, 1989, 1998, 2012 Piper Aircraft, Inc.
2926 Piper Drive
Vero Beach, Florida 32960
U.S.A.
Member
General Aviation
Manufacturers Association
PIPER AIRCRAFT
PA-42 / PA-42-720
1A3
May 15, 2012
REVISION STATUS
Page 1
REVISION STATUS
Revisions to this Maintenance Manual (P/N 761-523) originally issued December 1, 1979 are as follows:
Revision Publication Date Aeroche Card Effectivity
ORG791201 December 1,1979 1, 2, 3, 4 and 5
CR860401 February 28, 1987 1, 2, 3, 4, 5 and 6
CR891231 December 31, 1989 1, 2, 3, 4, 5 6 and 7
PR980109 January 9, 1998 1, 2, 3, 4, 5, 6 and 7
PR120515 May 15, 2012 N/A*
* Piper has ceased production of all Aeroche (i.e., microche) products.
This maintenance manual and other Piper publications are available as
described in the Owner Publications Catalog (part of the Customer Service
Information File, available as described below).
Consult the Customer Service Information File (a free download from the
Piper Aircraft, Inc. website at http://www.piper.com/home/pages/Publications.
cfm) to verify that you have the latest revision.
PIPER AIRCRAFT
PA-42 / PA-42-720
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REVISION STATUS
Page 2
THIS PAGE INTENTIONALLY BLANK
PIPER AIRCRAFT
PA-42 / PA-42-720
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May 15, 2012
TABLE OF CONTENTS
INTRODUCTION
TABLE OF CONTENTS

Paragraph Grid No.
Page 1
1. Instructions for Continued Airworthiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7
2. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A7
3. Effectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
4. Serial Number Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A8
5. Assignment of Subject Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
6. Pagination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A9
7. Aeroche Grid Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
8. Identifying Revised Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A10
9. Warnings, Cautions and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
10. Accident/Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
11. Supplementary Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
Piper Publications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A11
Vendor Publications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A12
12. System/Chapter Index Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A17

List of Illustrations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A23
List of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A33
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PA-42 / PA-42-720
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TABLE OF CONTENTS
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PIPER AIRCRAFT
PA-42 / PA-42-720
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INTRODUCTION
Page 1
INTRODUCTION
1. Instructions for Continued Airworthiness
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL.
WHEN A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED
ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY
THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED
STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING
CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES
SO MODIFIED.
This Piper PA-42/PA-42-720 Cheyenne III/IIIA Maintenance Manual constitutes the Instructions for
Continued Airworthiness (ICA) in accordance with Federal Aviation Regulations (FAR) Part 23, Appendix
G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection Program is in
Chapter 5 (5-20-00).
2. General
This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA)
Specification No. 2, with respect to the arrangement and content of the System/Chapters within the
designated Chapter/Section-numbering system.
WARNING: USE ONLY GENUINE PIPER AIRCRAFT PARTS OR PIPER AIRCRAFT APPROVED
PARTS OBTAINED FROM PIPER APPROVED SOURCES, IN CONNECTION WITH
THE MAINTENANCE AND REPAIR OF PIPER AIRPLANES.
This manual generally does not contain hardware callouts for installation. Hardware callouts are only
indicated where a special application is required. To confirm the correct hardware used, refer to the
PA-42/PA-42-720 Parts Catalog, P/N 761-717, and FAR 43 for proper use.
Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness and
suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER, even
though identical in appearance, may not have had the required tests and inspections performed, may be
different in fabrication techniques and materials, and may be dangerous when installed in an airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources,
may have service histories which are unknown or cannot be authenticated, may have been subjected to
unacceptable stresses or temperatures or may have other hidden damage not discernible through routine
visual or nondestructive testing. This may render the part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for airplane use.
Piper Aircraft, Inc. expressly disclaims any responsibility for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.
NOTE: Piper Aircraft, Inc. expressly reserves the right to supersede, cancel and/or declare obsolete any
part, part numbers, kits or publication that may be referenced in this manual without prior notice.
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INTRODUCTION
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Also, Piper Aircraft, Inc. may possess manufacturers data which defines minimum type design beyond
what may be assumed by an authorized repair entity. When a repair is proposed, it is the responsibility of
the repairer per AC 43.13-1 to determine that the proposed repair is not contrary to manufacturers data.
The repairer or aircraft owner or his agent should contact Piper directly to determine that a proposed
repair is not in conflict with minimum type design capability.
If you have any question concerning the care of your airplane, be sure to include the airplane serial
number in any correspondence to Piper.
3. Effectivity
This maintenance manual is effective for PA-42 Cheyenne III serial numbers 42-7800001, 42-7800002, and
43-7801003 thru 42-8001106; and PA-42-720 Cheyenne IIIA serial numbers 42-8301001, 42-8301002 and
42-5501003 thru 42-5501023, 42-5501025 thru 42-5501027, 42-5501029 thru 42-5501031, 42-5501033,
and 42-5501039. This encompasses the following model years:
NOTE: The following information is provided as a general reference only.
Model Serial Number Range Model Year
PA-42 42-7800001, 42-7800002, 1978
43-7801003 and 42-7801004
42-8001001 thru 42-8001004 1980
42-8001005 thru 42-8001060 1981
42-8001061 thru 42-8001081 1982
42-8001101 thru 42-8001106 1983
PA-42-720 42-8301001, 42-8301002 and 1983
42-5501003 thru 42-5501010
42-5501011 thru 42-5501023 1984
42-5501025 thru 42-5501031, 1985
less 42-5501024 and 42-5501028
42-5501033 and 42-5501039 1986
NOTE: Serial numbers 42-5501040 thru 42-5501060 are advanced trainer airplanes and are covered in a
separate maintenance manual, P/N 761-852.
NOTE: Serial numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034 thru 42-5501038 are model
PA-42-720R airplanes and are covered in a separate, limited availability, maintenance manual.
4. Serial Number Explanation
This manual encompasses airplanes manufactured under three different serial numbering systems.
A. The earlier system is comprised of three sets of numbers, as shown in the following example:
42 78 00001
TYPE CERTIFICATE DESIGNATION
SEQUENCE NUMBER
MODEL YEAR
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INTRODUCTION
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B. The later systems are comprised of four sets of numbers, with different meanings, as shown in the
following examples:
or:
5. Assignment of Subject Material
The various Chapters are broken down into major systems such as Electrical Power, Flight Controls, Fuel,
Landing Gear, etc.
A. The system/chapters are arranged more or less alphabetically rather than by precedence or importance.
All system/chapters are assigned a number, which becomes the first element of a standardized
numbering system. thus the element 32 of the number series 32-00-00 refers to the system/chapter
on landing gear. All information pertaining to the landing gear will be covered in this system/
chapter.
B. The major system/chapters are then broken down into sub-system/sections. These sections are
identified by the second element of the standardized numbering system. The number 40 of the basic
number series 32-40-00 is for the wheels and brakes portion of the landing gear.
C. The individual units within a sub-system/section may be identified by a third element of the standardized
numbering system, such as 32-40-01. This number could be assigned by the manufacturer to fit the
coverage requirements of the publication.
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning
with Page 1 (i.e. - 28-40-00, Page 1). Additionally, a modified legacy Aerofiche grid numbering system
(explained below) will be used to indicate location within the manual until the next complete revision.
42 80 01 001
MODEL CODE
01 = PA-42 / PA-42-720
SEQUENCE NUMBER
MODEL YEAR
(For PA-42 only, 1981, 1982, &
1983 model years repeat 80 in this
position.)
MODEL CODE
01 = PA-42 / PA-42-720
SEQUENCE NUMBER
PLANT CODE
5 = LAKELAND
(Repeated to fill two digit space.
Indicates where first of type was built.)
42 55 01 001
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INTRODUCTION
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7. Aerofiche Grid Numbering
Piper ceased production of all Aerofiche (i.e., microfiche) products in 2008. The Aerofiche grid numbers
will be removed in the next complete revision. In the interim, as partial revisions occur, the Aerofiche grid
numbering system may be modified, as explained below, to simplify production.
Deviations from the legacy Aerofiche grid numbering system will occur when it becomes necessary to add
pages to the manual and will typically take two forms:
A. Inserting pages between two existing grids in the same row.
When inserting two pages between the existing grids 1A8 and 1A9, the two new pages will be
numbered 1A8A and 1A8B.
B. Inserting pages at the end of an Aerofiche grid row.
The legacy Aerofiche grid numbering system limited page numbers in a row to a maximum of 24 (i.e.,
row 1A would be numbered 1A11A24). That limit no longer applies. Accordingly, if two pages need
to be added between any existing grid row end and grid row start (i.e., 1A24 and 1B1), the new pages
will simply be numbered 1A25 and 1A26.
8. Identifying Revised Material
A. 1979 through 1998:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised, added or deleted material. Revision lines indicate only current revisions with
changes and additions to or deletions of existing text and illustrations. Changes in capitalization,
spelling, punctuation, indexing, the physical location of the material or complete page additions are
not identified by revision lines.
A reference and record of the material revised is included in each chapters Table of Contents/
Effectivity. The codes used in the effectivity columns of each chapter are defined as follows:
TABLE OF CONTENTS/EFFECTIVITY CODES
Original Issue or Complete Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
First Revision . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (1R Month-Year = 1R 8-80)
Second and Subsequent Revisions . . . . . . . . . . . . . . . . . . .Revision Identification (#R Month-Year)
Added Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (A Month-Year)
Deleted Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision Identification (D Month-Year)
Change bars and effectivity codes were removed in a complete revision.
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INTRODUCTION
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B. 2012 and later:
A revision to a page is defined as a change to the text or illustrations that existed previously. Revisions,
additions and deletions are identified by a vertical line (aka change bar) along the left-hand margin of
the page opposite only the text or illustration that was changed. Reformatted, but otherwise unchanged,
text is not identified by a change bar.
Change bars in the section Tables of Contents do not indicate a change to that page, but rather that the
information in the actual paragraph has changed.
A change bar in the left-hand margin opposite the footer (i.e. - page number and date), indicates that
the text was unchanged but the material was relocated to a different page.
Example.
NOTE: Change bars are not used in the title pages, list of illustrations, or list of charts. Likewise,
when a publication is completely revised (i.e. - reissued), change bars will only appear in the
Tables of Contents.
9. Warnings, Cautions and Notes
These adjuncts to the text are used to highlight or emphasize important points when necessary. Warnings
call attention to use of materials, processes, methods, procedures or limits which must be followed
precisely to avoid injury or death to persons. Cautions call attention to methods and procedures which
must be followed to avoid damage to equipment. Notes call attention to methods which make the job easier.
Warnings and Cautions shall be located directly above and Notes directly beneath the text and be in line
with the paragraphs to which they apply.
10. Accident/Incident Reporting
To improve our Service and Reliability system and aid in Pipers compliance with FAR 21.3, knowledge of
all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in reporting all
incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for latest revision.
This procedure is to be used by all Dealers, Service Centers and Repair Facilities.
11. Supplementary Publications
The following publications/sources provide servicing, overhaul and parts information for the PA-42/PA-42-
720 Cheyenne III/IIIA airplanes and their various components. Use them to supplement this manual.
A. Piper Publications: Piper P/N
(1) Parts Catalog 761-717
(2) Programmed Inspection Manual (50 Hour) 761-760
(3) Programmed Inspection Manual (100 Hour) 761-739
(4) Special Inspection Manual; PA-42 / PA-42-720; -720 (Advanced Trainer);
-720R; Wing and Associated Structure 767-048
-720R; PA-42-1000; PA-42-1000 (Advanced Trainer);
Cabin and Pressurized Structure 767-078
-720R; Empennage and Associated Structure 767-079
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INTRODUCTION
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B. Vendor Publications:
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY.
(1) AUTOFLIGHT:
Vendor: Rockwell Collins Services PH: - (888) 265-5467
400 Collins Road NE
MS 153-150
Cedar Rapids, Iowa 52498
http://www.rockwellcollins.com/
Collins AP106/APS-65
AP106 Instruction Book: 523-0764802-30111A
APS-65 Instruction Book: 523-0771868-00211A
EFIS 84/85
FIS-84 Instruction Book: 523-0768867-00111A
EFIS-85A
Instruction Book: 523-077337-00311A
EFIS-85B2/12
Instruction Book: 523-0773940-00111A
EFIS-85B4/14
Instruction Book: 523-
or
Vendor: Honeywell
One Technology Center
23500 W. 105th St., M/D #45
Olathe, Kansas 66061-1950
http://www.bendixking.com/
Bendix/King KNS 300
Maintenance Manual: P/N 006-5091-01
Bendix/King KNS 660
System Manual: P/N 006-5596-00
Bendix/King EFIS 10
System Manual: P/N 006-5992-03
Global Series 2 GNS 500A
Systems Manual: P/N 34-56-00
Global Series 3 GNS 500A
Systems Manual: P/N 34-56-15
or
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Vendor: Universal Avionics Systems Corp. PH: (800) 595-5906
3260 E. Universal Way Fax: (520) 295-2384
Tucson, Arizona 85756
Flight Control: UNS1
Systems Manual: UNS-1A
(2) COCKPIT VOICE RECORDER:
Vendor: L3 Communications PH: (941) 371-0811
100 Cattlemen Road Fax: (941) 377-5591
Sarasota, Florida 34232
http://www.l-3ar.com/html/aviation_pubs.html
(3) CORROSION INHIBITING COMPOUND:
Vendor: Chemetall US, Inc. PH: (908) 508-2182
675 Central Avenue FAX: (908) 464-2377
New Providence, NJ 07974
http://www.aerospace.chemetall.com/
(4) ENGINE:
Vendor: Pratt & Whitney Canada, Inc. PH: US/CAN - (800) 268-8000
1000 Maire-Victorian Blvd. INTL - (450) 647-8000
Longueuil, Quebec
Canada J4G 1A1
http://www.pwc.ca/www/en_pwc/index2.asp
Maintenance Manual: PT6A-41 P/N 3021442
PT6A-61 P/N 3034342
Operators Manual: PT6A-41 P/N 3021441
PT6A-61 P/N 3033741
Parts Catalog: PT6A-41 P/N 3021444
PT6A-61 P/N 3034344
(5) FIRE EXTINGUISHER (PORTABLE):
Vendor: H3R Inc. PH: - (800) 249-4289
43 Magnolia Ave # 4
San Francisco, California 94123-2911
http://www.h3r.com/index.htm
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(6) FIRE EXTINGUISHER (FIXED):
Vendor: Pacific Scientific
Aviation Services Company - Miami PH: (305) 477-4711
Aftermarket Services Center Fax: (305) 477-9799
11700 NW 102nd Road, Ste.#6
Miami, FL 33178
http://www.pacificscientific.com/links_index.html
or, Pacific Scientific
HTL/Kin-Tech Division (HTL) PH: (626) 359-9317
1800 Highland Avenue Fax: (626) 357-2107
Duarte, CA 91010
http://www.pacificscientific.com/links_index.html
(7) GENERATOR CONTROL UNIT:
Vendor: Goodrich Corporation Ph: 330 487 2007
Engine Control and Electrical Fax: 330 487 1902
Power Systems
8380 Darrow Road
Twinsburg OH 44087-2329 USA
(8) KEVLAR:
Vendor: KEVLAR Special Products
E.I. DuPont De Nemours & Co. Inc.
Textile Fibers Department
Centre Road Building
Wilmington, Delaware 19898
Guide: A Guide to Cutting and Machining Kevlar Aramid
(9) OXYGEN SYSTEM:
Vendor: Avox Systems PH: (716) 683-5100
2225 Erie Street
Lancaster, New York 14086
http://www.avoxsystems.com/
(10) PROPELLER:
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, OH 45356-2634
http://www.hartzellprop.com/index2.htm
Steel Hub Turbine
Propeller Maintenance
Manual: Manual No. 118
Aluminum Blade
Overhaul Manual: Manual No. 133
Propeller Owners
Manual and Logbook: Manual No. 139
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(11) WHEELS AND BRAKES:
Vendor: Goodrich Corporation PH: (937) 440-2130
Aircraft Wheels and Brakes
101 Waco St
Troy, OH 45373
https://techpubs.goodrich.com/
Installation, Maintenance
and Overhaul Manual: 3-1392 Wheel
2-1435-2 Brake
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4 AIRWORTHINESS LIMITATIONS 1A37
00 General
5 TIME LIMITS/MAINTENANCE CHECKS 1B1
10 Time Limits
20 Scheduled Maintenance Checks
50 Unscheduled Maintenance Checks
6 DIMENSIONS AND AREAS 1E7
00 General
10 Dimensions and Areas
20 Station References
30 Access and Inspection Provisions
7 LIFTING AND SHORING 1E23
00 General
10 Jacking
20 Shoring
8 LEVELING AND WEIGHING 1F9
00 General
9 TOWING AND TAXIING 1F16
00 General
10 Towing
20 Taxiing
10 PARKING AND MOORING 1F22
00 General
10 Parking
20 Mooring
11 REQUIRED PLACARDS 1G3
00 General
20 Exterior Placards/Markings
30 Interior Placards/Markings
12. System/Chapter Index Guide
CHAPTER SECTION TITLE GRID NO.
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12 SERVICING 1G18
00 General
10 Replenishing
20 Scheduled Servicing
30 Unscheduled Servicing
20 STANDARD PRACTICES - AIRFRAME 1I7
00 General
21 ENVIRONMENTAL SYSTEM 1I15
00 General
10 Compression
20 Distribution
30 Pressurization Control
40 Heating
50 Cooling
60 Temperature Control
70 Moisture/Air Contaminant Control
22 AUTO FLIGHT 1K17
00 General
10 Autopilot
23 COMMUNICATIONS 1K24
00 General
30 Passenger Address and Entertainment
50 Audio Integrating
60 Static Discharging
70 Audio & Video Monitoring
24 ELECTRICAL POWER 2B9
00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS 2E5
00 General
20 Flight and Passenger Compartment
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26 FIRE PROTECTION 2E19
00 General
10 Detection
20 Extinguishing
27 FLIGHT CONTROLS 2F7
00 General
10 Aileron and Tab
20 Rudder and Tab
30 Elevator and Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating
29 HYDRAULIC POWER 3B9
00 General
10 Main Hydraulic System
30 ICE AND RAIN PROTECTION 3D22
00 General
10 Airfoil Deicing System
20 Air Intakes
40 Windows and Windshields
60 Propellers
32 LANDING GEAR 3H8
00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extension and Retraction
40 Wheels and Brakes
50 Steering
60 Position and Warning
33 LIGHTS 3K22
00 General
10 Flight Compartment
20 Exterior Lighting
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34 NAVIGATION AND PITOT/STATIC 4B9
00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
10 Crew and Passgnger
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating
39 ELECTRICAL/ELECTRONIC PANELS &
MULTIPURPOSE PARTS 4D23
00 General
10 Instrument and Control Panels
20 Electrical & Electronic Racks
51 STRUCTURES 4F4
00 General
10 Structural Repairs
20 Sealing Procedures
52 DOORS 4I23
00 General
10 Cabin Entrance Door
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
20 Auxiliary Structure
40 Attached Fittings
50 Aerodynamic Fairings
54 NACELLES 4K11
00 General
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55 STABILIZERS 4K17
00 General
10 Horizontal Stabilizers
20 Elevator
30 Vertical Stabilizer
40 Rudder
56 WINDOWS 5B9
00 General
10 Flight Compartment
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
60 Flap Aileron Trim Tabs
61 PROPELLERS 5C16
00 General
10 Propeller Assembly
20 Controlling
70 STANDARD PRACTICES - ENGINES 5D15
00 Standard Practices - Engines
71 POWER PLANT 5D21
00 General
10 Cowling
20 Mounts
30 Fireseals
72 ENGINE TURBO PROP 5E14
00 General
73 ENGINE FUEL SYSTEM 5E20
00 General
10 Distribution
20 Controlling
30 Indicating
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74 IGNITION 5F15
00 General
10 Electrical Power Supply
20 Distribution
75 AIR 5G4
00 General
76 ENGINE CONTROLS 5G10
00 General
10 Description and Function
77 ENGINE INDICATING 5J10
00 General
10 Power
20 Temperature
30 Analyzers
79 OIL 5K1
00 General
20 Distribution
30 Indicating
91 CHARTS AND WIRING DIAGRAMS 6B7
See 6C15 for Wiring Diagram Index
95 SPECIAL PURPOSE EQUIPMENT 7H1
00 General
10 Tools and Test Equipment
PIPER AIRCRAFT
PA-42 / PA-42-720
1A23
May 15, 2012
LIST OF ILLUSTRATIONS
FIGURE
NO. SUBJECT GRID NO.
Page 1
6-1. Three View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E10
6-2. Station References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E13
6-3. Access Plates and Panels - Engine Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1E16
6-5. Access Plates and Panels - Fuselage and Stabilizer. . . . . . . . . . . . . . . . . . . . . . 1E19
7-1. Use of Tail Jacking Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F2
7-2. Jacking Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F2
7-3. Shoring Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F3
7-4. Fuselage and Wing Shoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F4
7-5. Sling Location F.S.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F5
8-1. Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F11
8-2. Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F12
9-1. Turning Radius and Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1F18
11-1. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G6
12-1. Service Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H1
12-2. Servicing Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H8
12-3. Electrosonic Cleaning Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H13
12-4. Lubrication Chart - Landing Gear, Main. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H20
12-5. Lubrication Chart - Landing Gear, Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H21
12-6. Lubrication Chart - Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H22
12-7. Lubrication Chart - Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H24
12-8. Lubrication Chart - Powerplant, Propeller and Propeller Reversing Linkage . . 1I1
12-9. Lubrication Chart - Air Inlet Ice Protection Oil Cooler Doors . . . . . . . . . . . . . 1I2
12-10. Lubrication Chart - Cabin Door, Baggage Door and Seats . . . . . . . . . . . . . . . . 1I3
20-1. Installation of Conical Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I11
21-1. ECS Cabin Selector Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J1
21-2. Cabin Air Distribution Schematic - Conditioned Air. . . . . . . . . . . . . . . . . . . . . 1J2
21-3. Cabin Air Distribution Schematic - Heated Air . . . . . . . . . . . . . . . . . . . . . . . . . 1J3
21-4. Cabin Pressure Control System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J5
21-5. Safety and Outow Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J7
21-6. Cabin Air Pressure Outow Valve Controller . . . . . . . . . . . . . . . . . . . . . . . . . . 1J8
21-7. Fabricated Reducer Pressure Test Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J10
21-8. Cabin Pressure Test Unit (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J10
21-9 Pressurization Test Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J11
21-10. Absolute Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J20
21-11. Environmental Control System - PA-42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K4
21-12. Environmental Control System - PA-42-720. . . . . . . . . . . . . . . . . . . . . . . . . . . 1K5
21-13. Cabin Pressurization and Bleed Air System Schematic - PA-42. . . . . . . . . . . . 1K6
21-14. Cabin Pressurization and Bleed Air System Schematic - PA-42-720 . . . . . . . . 1K7
23-1. ELT Portable Folding Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L3
23-2. ELT Using Fixed Aircraft Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L3
23-3 Emergency Locator Transmitter Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1L
PIPER AIRCRAFT
PA-42 / PA-42-720
1A24
May 15, 2012
LIST OF ILLUSTRATIONS (continued)
FIGURE
Page 2
24-1. Overhead Switch Panel - PA-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B19
24-2. Overhead Switch Panel - PA-42-720 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B20
24-3. Main Circuit Breaker Panel - Typical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B21
24-4. Starter Generator Basic Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C1
24-5. Power Distribution (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C5
24-6. Power Distribution (PA-42-720) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C6
24-7. Left Circuit Breaker Panels Installation (Typical) . . . . . . . . . . . . . . . . . . . . . . . 2C7
24-8. Right Circuit Breaker Panel Installation (Typical) . . . . . . . . . . . . . . . . . . . . . . 2C8
24-9. Typical Cross-section of Starter Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C11
24-10. Illustration of Brush Wear Stages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C13
24-11. Instant Filming Brushes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C13
24-12. Correct Position of Brushes, Leads, and Springs . . . . . . . . . . . . . . . . . . . . . . . 2C14
24-13. Starter-Generator (250 Amp Model 23048-20) . . . . . . . . . . . . . . . . . . . . . . . . . 2C19
24-14. Correct Position of Brushes and Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
24-15. Electrical Connections of Starter-Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C21
24-16. Paralleling Voltage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C24
24-17. Fabricated Cell Puller Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D7
24-18. Cell Layout - Nickel-Cadmium Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D7
24-19. Charge/Discharge Schematics (Typical-Service). . . . . . . . . . . . . . . . . . . . . . . . 2D10
24-20. Closed Loop Test Diagram (Lear Siegler, Inc.) . . . . . . . . . . . . . . . . . . . . . . . . . 2D15
24-21. Voltage Regulator Test Panel Schematic (Lear Siegler, Inc.) . . . . . . . . . . . . . . 2D16
24-22. Voltage Regulator Adapter Connector (Lear Siegler, Inc.) . . . . . . . . . . . . . . . . 2D16
25-1. Crew Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E8
25-2. Passenger Seats Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E9
25-3. Optional Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
25-4. Seat Stops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
25-5. Forward Curtain and Sliding Door Installation . . . . . . . . . . . . . . . . . . . . . . . . . 2E12
25-6. Folding Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
25-7. Forward Cabinetry and Divider Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14
25-8. Aft Refreshment Cabinet, Vanity Cabinet with
Folding Door and Divider Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
26-1. Engine Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
26-2. Engine Fire Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E22
26-3. Battery Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E24
26-4. Engine Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F1
27-1. Trim Screw Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G5
27-2. Methods of Blocking Trim Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G5
27-3. Aileron and Aileron Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G8
27-4. Control Column Sprocket Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G12
27-5. Control Column Travels and Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G15
27-6. Aileron Control Travels and Cable Tension. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G15
27-7. Location of Bellcrank Rigging Hole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
27-8. Installation of Aileron Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G16
PIPER AIRCRAFT
PA-42 / PA-42-720
1A25
May 15, 2012
Page 3
27-9. Aileron Friction Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
27-10. Rudder Control System Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G22
27-11. Rudder and Trim Tab Control Trails and Cable Tensions . . . . . . . . . . . . . . . . . 2H2
27-12. Installation of Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H2
27-13. Installation of Rudder Trim Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H2
27-14. Rudder Friction Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
27-15. Rudder Pedals Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H8
27-16. Elevator System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H12
27-17. Elevator and Elevator Trim - Travels and Cable Tensions. . . . . . . . . . . . . . . . . 2H16
27-18. Elevator Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H18
27-19. Elevator Rigging Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H18
27-20. Elevator System Friction Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H19
27-21. Trim Controls Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H24
27-22. Flap System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I2
27-23. Flap System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I3
27-24. Wing Flap Transmission Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I5
27-25. Wing Flap Transmission Actuator ScrewJack (Exploded View) . . . . . . . . . . . . 2I7
27-26. Checking for Worm Gear Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I8
27-27. Flap Transmission Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I11
27-28. Flap Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I15
27-29. Flap Rigging Work Sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I19
27-30. RESERVED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I21
27-31. Aileron Balancing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2I23
28-1. Standard Fuel System Installation (PA-42 Only). . . . . . . . . . . . . . . . . . . . . . . . 2J9
28-2. PA-42-720 Fuel System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J10
28-3. Fuel Feed and Crossfeed Installation (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . . . 2J11
28-4. Fuel Feed and Crossfeed Installation (PA-42-720 S/Ns 42-8301001 and up) . 2J12
28-5. Tip Tank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J16
28-6. Inboard-Main 95 Gallon Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J18
28-7. Outboard 40 Gallon Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J20
28-8. Aft Inboard 33Gallon Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J21
28-9. Wing Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J22
28-10. Fuel Valve - Drain Plate Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K1
28-11. Detail in Fuel Cell Threading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K2
28-12. Fuel Vent System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K15
28-13. Dukes Fuel Valve (Crossfeed and Shutoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K18
28-14. Fuel Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K19
28-15. Jet Scavenger Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K21
28-16. Jet Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K22
28-17. Submerged Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K23
28-18. Fuel Flow Test Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K24
28-19. Fuel Capacitance Probe Installations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L3
28-20. Fabrication of Test Fixture For Tank Unit Testing. . . . . . . . . . . . . . . . . . . . . . . 2L8
FIGURE
PIPER AIRCRAFT
PA-42 / PA-42-720
1A26
May 15, 2012
FIGURE
Page 4
28-21. Fuel Gauge Adjustment, Gull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L9
28-22. Fuel Gauge Adjustment, Ragen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L9
29-1. Hydraulic System - Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B22
29-2. Schematic of Power Pack Electronics System. . . . . . . . . . . . . . . . . . . . . . . . . . 3B24
29-3. Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C2
29-4. Power Pack Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C7
29-5. Location of Power Pack Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C9
29-6. Hydraulic Power Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C10
29-7. Power Pack Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C14
29-8. Power Pack Handle-Release Mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C17
29-9. Safetying Control Arms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C19
29-10. Indexing of Selector Spool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C19
29-11. Handle release Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C21
29-12. Landing Gear Selector Mechanism Installation . . . . . . . . . . . . . . . . . . . . . . . . 3C22
29-13. Power Pack Test Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D5
29-14. Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D7
29-15. Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D9
29-16. Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D15
29-17. Gear Door Actuating Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D18
29-18. Gear Actuating Cylinder (Nose Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D18
30-1. Pneumatic Deicing System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E6
30-2. Boot Test Apparatus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E8
30-3. Pneumatic Deicer Boots Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E11
30-4. Marking and Cutting Scuff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E21
30-5. Routing Scuff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E21
30-6. Bufng Edge of Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E21
30-7. Hole through Surface of Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E21
30-8. Rotating to Tube Fabric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E23
30-9. Cutting Surface of tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E23
30-10. Cementing Buffed Area and Patch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E23
30-11. Applying and Stitching Fabric. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E23
30-12. Pneumatic Boot and Flow Strip Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F2
30-13. Pneumatic Boot Flow Strip Locations (continued) . . . . . . . . . . . . . . . . . . . . . . 3F3
30-14. Pneumatic Boot Flow Strip Locations (continued) . . . . . . . . . . . . . . . . . . . . . . 3F3
30-15. Placing and Stitching Gum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F5
30-16. Removing Trapped Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F5
30-17. Masking Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F5
30-18. Applying Neoprene Putty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F5
30-19. Wiring Diagram, Left Propeller and Engine Air Inlet Lip Deicing System . . . 3F17
30-20. Engine Air Inlet Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F19
30-20a. Generator Inlet Scoop (PA-42 Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F21
30-21. Windshield Wiper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G1
30-22. Propeller and Engine Air Inlet Lip Deicer System . . . . . . . . . . . . . . . . . . . . . . 3G4
PIPER AIRCRAFT
PA-42 / PA-42-720
1A27
May 15, 2012
Page 5
30-23. Electrical Diagram Showing Cycle Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . 3G6
30-27. Suggested Use of Dial Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G9
30-28. Centering of Brushes on Slip Rings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G9
30-29. Brush Block Assembly and Brush Wear Check. . . . . . . . . . . . . . . . . . . . . . . . . 3G11
30-30. Angle of Contact - Brushes to Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G12
30-31. Brush Module Assembly (3E2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G15
30-32. Alternate Module Stacking Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G15
30-33. Modular Brush Assembly (3E2044-1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G15
30-34. Repair of Lead Strap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G16
30-35. Propeller Deicer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G19
30-36. Sealer Application (Prop Boot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G22
30-37. Sealer Application (Lead Strap). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G22
30-38. Wrinkled Deicer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G23
30-39. Propeller Lead Strap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H1
30-40. Power Control Relays and Deicer Timer Installation . . . . . . . . . . . . . . . . . . . . 3H3
32-1. Simplied Typical Wiring Diagram - Landing Gear . . . . . . . . . . . . . . . . . . . . . 3H19
32-2. Main Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H22
32-3. Main Gear Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I6
32-4. Nose Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I10
32-5. Nose Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I13
32-6. Aligning Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I20
32-7. Rudder Pedals Neutral Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I23
32-8. Emergency Extension System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3I24
32-9. Emergency Extension System Operational Schematic . . . . . . . . . . . . . . . . . . . 3J3
32-10. Main Gear Actuating Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J6
32-11. Gear Door Actuating Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J8
32-12. Nose Gear Actuating Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J11
32-13. B.F. Goodrich 3-1392 Main Wheel Installation. . . . . . . . . . . . . . . . . . . . . . . . . 3J13
32-14. B.F. Goodrich 3-1392 Wheel Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J16
32-15. Nose Wheel Assembly (B.F. Goodrich 3-1076) . . . . . . . . . . . . . . . . . . . . . . . . 3J19
32-16. Nose Wheel Assembly (Cleveland 40-140) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J21
32-17. B.F. Goodrich Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J23
32-18. Master Cylinder Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K4
32-19. Master Cylinder Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K6
32-20. Parking Brake Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K7
32-21. Bleeding Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K9
32-22. Nose Gear Steering Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K11
32-23. Main Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K15
32-24. Gear Warning Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K17
FIGURE
PIPER AIRCRAFT
PA-42 / PA-42-720
1A28
May 15, 2012
FIGURE
Page 6
33-1. Fluorescent Lighting Inverter/Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L2
33-2. Annunciator Panel Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L4
33-3. Annunciator Controller Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L5
33-4. Annunciator Controller Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L6
33-5. Annunciator Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L16
33-6. Landing and Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L18
34-1. Pitot/Static Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B13
34-2. Pitot/Static Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B19
35-1. Oxygen System Installation - FAR 91 (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . . 4C5
35-2. Oxygen System Installation - FAR 91 (PA-42-720) . . . . . . . . . . . . . . . . . . . . . 4C6
35-3. Oxygen System Installation - FAR 135 (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . 4C7
35-4. Oxygen System Installation - 60 Cu. Ft. Capacity - (PA-42-720) . . . . . . . . . . . 4C8
35-5. Visual Indicting Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C9
35-6. Oxygen Tubing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C13
35-7. Surge Valve (Cross Section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C15
36-1. Pneumatic System Schematic (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C24
36-2. Proof Pressure and Leakage Test Setup (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . 4D8
37-1. Vacuum System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D17
37-2. Vacuum System Test Set Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D18
37-3. Vacuum Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D19
39-1. Instrument Panel (Typical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E3
39-2. Main Circuit Breaker Panel (PA-42 Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E4
39-3. Typical Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E6
39-4. Circuit Breaker Installation (Left-Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E9
39-5. Overhead Engine Control Switch Panel (PA-42). . . . . . . . . . . . . . . . . . . . . . . . 4E10
39-6. Overhead Switch and Meter Panel (PA-42-720 Model) . . . . . . . . . . . . . . . . . . 4E11
39-7. Overhead Meter and Switch Panel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4E13
39-8. Dimmer Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E15
39-9. Electric Outside Air Temperature Gauge (Optional) . . . . . . . . . . . . . . . . . . . . . 4E16
39-10. Optional Control Wheel Clock Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E18
39-11. Electrical Accessory and Relay Shelf Installations (PA-42) . . . . . . . . . . . . . . . 4E19
39-12. Electrical Panels and Components Locations (PA-42-720). . . . . . . . . . . . . . . . 4E21
39-13. Avionics Bay Lay Out (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E23
51-1. Material Skin Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F8
51-2. Typical Access Holes and Panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F11
51-3. Band Saw Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F12
51-4. Alternating Tooth Sabre Saw Blade. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F13
51-5. Recommended Drill Bits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F13
51-6. Suggested Routers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F14
51-7. Suggested Countersink Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F14
51-8. Surface Scratches, Abrasions or Ground-in-Dirt . . . . . . . . . . . . . . . . . . . . . . . . 4F21
51-9. Deep Scratches, Shallow Nicks and Small Holes Repair . . . . . . . . . . . . . . . . . 4F21
51-10. Mixing of Epoxy Patching Compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F22
PIPER AIRCRAFT
PA-42 / PA-42-720
1A29
May 15, 2012
Page 7
51-11. Various Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F22
51-12. Welding Repair Method. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F23
51-13. Repairing of Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F23
51-14. Repair of Stress Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F24
51-15. Repair of Impacted Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F24
51-16. Passenger Window Skin Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G15
51-17. Wing Inspection and Repair Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G16
51-18. Empennage Inspection and Rivet Replacement. . . . . . . . . . . . . . . . . . . . . . . . . 4G17
51-19. Lightening Hole Flange Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G20
51-20. Cowl Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G21
51-21. Crack Type Identication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G24
51-22. Typical Inspection Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4H4
51-23. Structural Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4H11
51-24. Fuselage Sealing (Forward) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I6
51-25. Fuselage Sealing (Aft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I7
51-26. Faying Surface Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I11
51-27. Joggle Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I11
51-28. Stringers, Holes and Voids Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I13
51-29. Fillet Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I13
51-30. Bolts and Rivets Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I14
51-31. Wire Harness Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I16
51-32. Avionics and ECU Bay Door Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4I19
52-1. Cabin Entrance Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J3
52-2. Cabin Entrance Door Latch Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J5
52-3. Door Snubber Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J8
52-4. Door Seal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J10
52-5. Door Ajar Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J12
52-6. Cargo Door Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J14
52-7. Nacelle Locker Door Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J16
52-8. Forward Baggage Door Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J18
52-9. Nose cone Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J20
53-1. Floorboard Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K3
53-2. Skin Material - Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K4
53-3. Access Plates and Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K5
54-1. Nacelle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K13
55-1. Empennage Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4K20
55-2. Elevator Balancing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L3
55-3. Elevator and Rudder Friction Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L5
55-4. Rudder Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L7
56-1. Determining Depth of Craze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B13
56-2. Windshield Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B17
56-3. Storm Window Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B19
56-4. Installation of Side Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B20
56-5. Emergency Exit Windows - PA-42/PA-42-720 . . . . . . . . . . . . . . . . . . . . . . . . . 5B21
FIGURE
PIPER AIRCRAFT
PA-42 / PA-42-720
1A30
May 15, 2012
FIGURE
Page 8
57-1. Tip Tank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C1
57-2. Wing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C4
57-3. RESERVED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C8
57-4. Aileron Friction Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C9
57-5. Aileron and Tab Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C10
57-6. Wing Flap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C12
61-1. Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C18
61-2. Feedback Ring Pulley Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C19
61-3. Typical Nicks and Removal Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C20
61-4 Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C24
61-5. Propeller Synchrophaser System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D5
71-1. Power Plant Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E3
71-2. Cowling Installation (PA-42) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E8
71-3. Cowling Installation (PA-42-720) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E9
73-1. Fuel Control Unit Installation (PT6A-41) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E23
73-2. Fuel Manifold Test Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E24
73-3. Main Fuel Supply Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F2
73-4. Fuel Control Unit Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F3
73-5. Jet Scavenge Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F4
73-6. Fuel Control Adjustments (PT6A-41) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F8
74-1. Auto Ignition Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F23
76-1. Power Lever Control Cable Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G15
76-2. Propeller Control Cam - PT6A-41, Rigging Shim in Place. . . . . . . . . . . . . . . . 5G17
76-3. Propeller Control Cam - PT6A-61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G17
76-4. Power Lever Control Cable Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . 5G19
76-5. Power Lever Control Cable/Power Lever Connection. . . . . . . . . . . . . . . . . . . . 5G19
76-6. Overall View - PT6A-41 Engine Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G23
76-7. Power Control Cam assembly in Track Position . . . . . . . . . . . . . . . . . . . . . . . . 5G24
76-8. Beta Rigging Template Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G24
76-9. Fuel Control Unit Arm Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H1
76-10a. Throttle Arm Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H2
76-10b. Throttle Arm Alignment Tool Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H2
76-11. Reverse Dead Band Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H3
76-12. Power (Throttle) Cable Pedestal Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . 5H3
76-13. Wire Rope Read End Clevis Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H4
76-14. Engine Propeller Governor - Right Side View. . . . . . . . . . . . . . . . . . . . . . . . . . 5H5
76-15. Beta Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H6
76-16. PT6A-41 Fuel Control Unit - Front and Right Side View. . . . . . . . . . . . . . . . . 5H8
76-17. Fuel Control Unit Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H9
76-18. Control Lever Bracket Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H9
76-19. Propeller Governor Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H10
76-20a. Ground Test Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H16
76-20b. Governor Adjusting Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H16
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May 15, 2012
Page 9
76-21. Propeller Dome Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H18
76-22. Propeller Governor Pneumatic Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H20
76-23. Power Lever Cross Start and Autofeather Switches . . . . . . . . . . . . . . . . . . . . . 5H21
76-24. Overall View - PT6A-61 Engine Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I2
76-25. Power (Throttle) Cable Pedestal Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . 5I3
76-26. Propeller Cam Assembly - Front to Rear View . . . . . . . . . . . . . . . . . . . . . . . . . 5I3
76-27 PT6A-61 Interconnect Rod Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I4
76-28. Fuel Control Arm Serrated Spacer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 5I5
76-29. Woodward Type II Fuel Control Unit - Left Side View. . . . . . . . . . . . . . . . . . . 5I6
76-30. Woodward Type III Fuel Control Unit - Left Side View . . . . . . . . . . . . . . . . . . 5I7
76-31. Power Lever (Throttle) Cable Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I8
76-32. PT6A-61 Engine Propeller Governor - Right Side View. . . . . . . . . . . . . . . . . . 5I9
76-33. Woodward FCU - Left Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I11
76-34. Cockpit Condition (Start Control) Lever - PA-42-720 . . . . . . . . . . . . . . . . . . . 5I11
76-35. Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I12
76-36. Woodward Type III Fuel Control Unit (FCU) . . . . . . . . . . . . . . . . . . . . . . . . . . 5I20
76-37. Propeller Dome Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I21
76-38. Propeller Governor - Right Side View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I22
76-39. PA-42-720 Feather Detent Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I23
76-40. Autofeather Microswitch Adjustment (PA-42-720). . . . . . . . . . . . . . . . . . . . . . 5I24
76-41. Internal Feather Stop Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J6
77-1. Torque System Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J13
77-2. Thermocouple Harness Loop Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . 5J15
77-3. T5 Harness Installation Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J15
77-4. Inter-Turbine Temperature Calibration Check. . . . . . . . . . . . . . . . . . . . . . . . . . 5J17
77-5. Bareld TT-1000 Test Set Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J19
79-1. Engine Oil System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K8
79-2. Oil Cooler Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K9
79-3. Oil Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K11
79-4. Oil Cooler Door Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K12
79-5. Diverter Valve and Fuel Heater Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K14
NOTE: Refer to Grid 6C15 for Electrical Schematic Index.
95-1. Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H4
95-2. Fabricated Tool, Main Gear Toe-In Adjustment . . . . . . . . . . . . . . . . . . . . . . . . 7H9
95-3. Fabricated Tool, Main Gear Side Brace Link Travel . . . . . . . . . . . . . . . . . . . . . 7H10
95-4. Fabricated Tool, Nose Gear Gauge Link Travel . . . . . . . . . . . . . . . . . . . . . . . . 7H11
95-5. Fabricated Jack Stand for Piper Jack, Part No. 18338-0 . . . . . . . . . . . . . . . . . . 7H12
95-6. Fabricated Tool, Fuselage Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H13
95-7. Protective Closures Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H14
95-8. Digital Multi-Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H15
95-9. Tire Balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H15
95-10 Special Socket for Calco Flap Rheostat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H16
FIGURE
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1A32
May 15, 2012
FIGURE
Page 10
95-11. Control Surface Balancing Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H17
95-12. Fabricated Reducer Test Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H18
95-13. Cabin Pressure Test Unit (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7H18
PIPER AIRCRAFT
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1A33
May 15, 2012
LIST OF CHARTS
LIST OF CHARTS
CHART
401 Structural Life Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A40
402 Component Life Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A41
601 Leading Particulars and Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . 1E11
1201 Thread Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H14
1202 Special Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H19
1203 Oxygen Cylinder Filling Pressure Vs. Ambient Temperature . . . . . . . . . . . . . . 1H16
1204 Indicated Oxygen Cylinder Pressure Vs. Ambient Temperature . . . . . . . . . . . . 1H17
2001 Ball Diameters For Testing Hose Restrictions. . . . . . . . . . . . . . . . . . . . . . . . . . 1I12
2101 Troubleshooting (Pressurization System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1I19
2102 Cabin Altitude Vs. Airplane Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J17
2103 Troubleshooting (Environmental Control System) . . . . . . . . . . . . . . . . . . . . . . 1J24
2401 Troubleshooting (Electrical System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B14
2402 Switch Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B18
2403 Starter-Generator Test Specications (PA-42). . . . . . . . . . . . . . . . . . . . . . . . . . 2B23
2404 Starter-Generator Test Specications (PA-42-720) . . . . . . . . . . . . . . . . . . . . . . 2B24
2405 Inspection of Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C17
2406 Troubleshooting (Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D2
2407 Nickel Cadmium Battery Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D9
2408 Main Tie Bus Circuit Breaker and Crossfeed Diode Check . . . . . . . . . . . . . . . 2D22
2409 Generator Power Distribution Diode Operation Check. . . . . . . . . . . . . . . . . . . 2D23
2601 Pressure-Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E23
2701 Troubleshooting (Surface Controls) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
2702 Cable Rigging Tension Vs. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G3
2801 Troubleshooting (Fuel System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J13
2802 Fuel Cell repair Equipment Lists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K6
2803 Test Equipment - Fuel Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L4
2804 Tank Unit Capacitance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L6
2805 Fuel Quantity Calibration Work Sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L10
2901 Troubleshooting (Hydraulic System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B15
2902 Leading Particulars - Hydraulic Power Pack. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B19
2903 Inspection and Repair - Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D12
3001 Troubleshooting (Pneumatic Airfoil Deicer System) . . . . . . . . . . . . . . . . . . . . 3E3
3002 Operating Pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E10
3003 Material and Supplies for Cold Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E14
3004 Material for Vulcanized Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E15
3005 Equipment for Vulcanized Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3E16
3006 Troubleshooting (Engine Deicing System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F9
3007 Inlet Deicers Electrical Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3F18
3008 Required Materials for Repair of Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G20
3009 Propeller Deicer Electrical Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3G23
3201 Troubleshooting (Landing Gear System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3H14
3202 Troubleshooting (Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K1
3203 Brake Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K2
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1A34
May 15, 2012
LIST OF CHARTS
LIST OF CHARTS (continued)
CHART
Page 2
3301 Annunciator Identication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L8
3302 Annunciator Panel Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3L10
3303 Ground Operational Check of Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . 3L15
3401 Troubleshooting (Pitot/Static System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B11
3501 Troubleshooting (Oxygen System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C4
3502 Oxygen System Components Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4C11
3701 Troubleshooting (Vacuum System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D16
5101 List of Materials (Thermoplastic Repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F20
5102 Edge Distance and Spacing Vs. Rivet Diameter . . . . . . . . . . . . . . . . . . . . . . . . 4G5
5103 Acceptable Rivet Substitutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G5
5104 Specication for Replacement Oversize Rivets. . . . . . . . . . . . . . . . . . . . . . . . . 4G6
5105 1/64 Oversize Rivet Hole Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G6
5106 Structural Rivet Substitution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G8
5107 Nut-Plate Rivet Substitution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G12
5108 Stop Drill Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G12
5109 Number and Size of AD Rivets required on Each Side of Crack . . . . . . . . . . . 4G19
5110 Inspection Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4H1
6101 Propeller Specication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C22
6102 Troubleshooting (Synchrophaser Installation). . . . . . . . . . . . . . . . . . . . . . . . . . 5D6
6103 Synchrophaser Wiring Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D8
6104 Magnetic Pickup Voltage Output Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D9
7101 Troubleshooting (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D24
7301 Troubleshooting (Fuel Scavenge System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F5
7302 Fuel System Calibration Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F11
7401 Spark Igniter Erosion Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F20
7601 Engine Operating Limits (PT6A-41) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H12
7602 Engine Alignment (PT6A-61) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H14
7603 1900 RPM Torque Curve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H17
7604 PT6A-41 Power Assurance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H24
7605 Engine Operating Limits (PT6A-61) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I14
7606 Engine Alignment (PT6A-61) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I17
7607 PT6A-61 Power Assurance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J3
7701 Torque System Calibration Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J13
7702 Basic Millivolts and Temperature Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J17
7703 Thermoelectric Voltage in Absolute Millivolts . . . . . . . . . . . . . . . . . . . . . . . . . 5J18
7901 Oil Pressure Gauge Calibration Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K13
7902 Oil Temperature Bulb Specications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K14
9101 List of Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B11
9102 Engine Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6B24
9103 Flare Fitting torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C1
9104 Recommended Nut Torques. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C2
9105 Thread Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C4
9106 Decimal conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C5
PIPER AIRCRAFT
PA-42 / PA-42-720
1A35
May 15, 2012
LIST OF CHARTS
Page 3
9107 Special Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C6
9108 Torque Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C7
9109 Conversion Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C9
9110 Decimal/Millimeter Equivalent of Drill Size. . . . . . . . . . . . . . . . . . . . . . . . . . . 6C12
9110A Hose Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C12A
9111 Electrical Wire Coding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C13
9112 Electrical Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6C13
LIST OF CHARTS (continued)
CHART
PIPER AIRCRAFT
PA-42 / PA-42-720
1A36
May 15, 2012
LIST OF CHARTS
Page 4
PIPER AIRCRAFT
PA-42 / PA-42-720
CHAPTER
4
AIRWORTHINESS
LIMITATIONS
1A37
PIPER AIRCRAFT
PA-42 / PA-42-720
1A38
PIPER AIRCRAFT
PA-42 / PA-42-720
1A39
May 15, 2012
4 - CONTENTS
CHAPTER 4 - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
CHAPTER
SECTION SUBJECT GRID NO.
4-00-00 AIRWORTHINESS LIMITATIONS 1A39
Approved Mandatory Replacement Times for Type Certification 1A39
Approved Mandatory Structural Inspection Intervals 1A39
7,800 Hours 1A39
10,000 Hours 1A39
11,600 Hours 1A39
12,300 Hours 1A39
13,300 Hours 1A39
13,900 Hours 1A39
Inspection Procedures for those Approved Mandatory Structural Inspection Items 1A39
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1A40
May 15, 2012
4 - CONTENTS
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1A41
May 15, 2012
4-00-00
Page 1
AIRWORTHINESS LIMITATIONS
NOTE: The Airworthiness Limitations section is FAA approved and species maintenance required under
43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been
FAA approved.
1. Approved Mandatory Replacement Times for Type Certification (PIR-TCDS A23SO, Rev. 20.)
The following limitations, related to fatigue life of the airplane and its components, have been established
for the PA-42 / PA-42-720 Cheyenne III / IIIA airplanes:
A. See Chart 401 for safe life of airframe structure.
B. See Chart 402 for the safe life of other components.
C. The safe life limit of the propeller blades is unlimited.
2. Approved Mandatory Structural Inspection Intervals
A. 7,800 Hours
Each 7,800 hours, inspect the Wing, Wing Carry-Through, and their Attaching Structure per Special
Inspection Manual, P/N 767-048.
B. 10,000 Hours
At 10,000 hours time-in-service, perform the initial wing leading edge rivet inspection per Special
Inspection Manual, P/N 767-048, and repeat each 1,600 hours thereafter.
C. 11,600 Hours
At 11,600 hours time-in-service, perform the initial empennage rivet inspections per Special Inspection
Manual, P/N 767-079, and repeat each 1,600 hours thereafter.
D. 12,300 Hours
At 12,300 hours time-in-service, inspect the Cabin and Pressurized Structure per Special Inspection
Manual, P/N 767-078.
E. 13,300 Hours
At 13,300 hours time-in-service, perform the empennage crack inspections per Special Inspection
Manual, P/N 767-079.
F. 13,900 Hours
At 13,900 hours time-in-service, perform the inspections specied in Special Inspection Manual, P/N
767-078.
3. Inspection Procedures for those Approved Mandatory Structural Inspection Items
A. See Special Inspection Manual, P/N 767-048 (dated May 15, 2012 or latest revision), for the Wing,
Wing Carry-Through, and their Attaching Structure inspection procedures.
B. See Special Inspection Manual, P/N 767-078 (dated September 15, 2009 or latest revision), for the
Cabin and Pressurized Structure inspection procedures.
C. See Special Inspection Manual, P/N 767-079 (dated September 15, 2009 or latest revision), for the
Empennage and Associated Structure inspection procedures.
NOTE: To verify latest revision, see the Current Revision Checklists in the Customer Service Information
File (available online at http://pubs.piper.com).
PIPER AIRCRAFT
PA-42 / PA-42-720
1A42
May 15, 2012
4-00-00
Page 2
Life Limit
Component (Flight Hours)
Wing, Wing Carry-Through, and their Attaching Structure 25,000
Center Beam Assembly P/N 56467-005
PA-42 Wing Panel Assembly P/Ns 56150-026 Left / 56150-27 Right
PA-42-720 Wing Panel Assembly P/Ns 56150-040 Left / 56150-041 Right
Attach Fitting P/Ns 56161-002 Left / 56161-003 Right
Splice Plate P/Ns 56917-002 Left / 56917-003 Right
Angle Assembly P/Ns 46168-006 Left / 46168-007 Right
Bushing P/N 49999-54
Plate P/N 70115-002
Clip Assembly P/Ns 58221-006 Aft / 58221-007 Forward
Aft Drag Angles P/Ns 56939-010 Left / 56939-011 Right
Forward Drag Angles P/Ns 56939-012 Left / 56939-013 Right
Fillet Bulkhead Assembly P/Ns 57926-002 Left / 57926-003 Right
Fillet Bulkhead Assembly P/Ns 57931-002 Left / 57931-003 Right
Tip Tank Assembly P/Ns 57149-012 Left / 57149-013 Right
Tip Tank Fairing Assembly, Aft P/Ns 50155-044 Left / 0155-045 Right
Tip Tank Fairing Assembly, Forward P/Ns 50155-046 Left / 0155-047 Right
Rib, Wing Tip Attachment P/Ns 40510-004 Left / 40510-005 Right
Bracket Assembly, Tip Tank Fairing Support, Left Front P/N 51622-004 or 51622-012
Bracket Assembly, Tip Tank Fairing Support, Right Front P/N 51622-005 or 51622-013
Bracket Assembly, Tip Tank Fairing Support, Left Rear P/N 51622-002 or 51622-010
Bracket Assembly, Tip Tank Fairing Support, Right Rear P/N 51622-003 or 51622-011
Bracket Assembly, Tip Tank Fairing Support, Left P/N 72347-002
Bracket Assembly, Tip Tank Fairing Support, Right P/N 72347-003
and all associated hardware.
Cabin and Pressurized Structure 15,000
PA-42 with Cargo Door, Fuselage Assembly P/N 56700-005
PA-42 without Cargo Door, Fuselage Assembly P/N 56700-006
PA-42-720 with Cargo Door, Fuselage Assembly P/N 56700-008
PA-42-720 without Cargo Door, Fuselage Assembly P/N 56700-009
Empennage and Associated Structure 25,000
Vertical Fin Assembly P/N 70241-002
Rudder Assembly P/N 70527-002 or 70527-006
Elevator Assembly - Left P/N 70224-004
Elevator Assembly - Right P/N 70224-013
Horizontal Stabilizer Assembly P/N 70239-002
Aft Ventral Fin Assembly P/N 59376-012 or 59376-020
CHART 401
STRUCTURAL LIFE LIMITS
PIPER AIRCRAFT
PA-42 / PA-42-720
1A43
May 15, 2012
4-00-00
Page 3
CHART 402
COMPONENT LIFE LIMITS
Life Limit Inspection Interval
Component (Flight Hours) (Flight Hours)
Engine:
Engine Mount Bolts (F.S. 106.0) 7,500 N/A
Landing Gear Selector:
Cable Assembly (P/N 55416-004) 4,000 N/A
(or Ten (10) Years,
whichever comes rst)
Main Landing Gear:
Top Cylinder Bolts (P/N 401-195) 3,000 N/A
Actuator Rod Ends (P/N 758-440) 3,000 N/A
Brace,
Pivot Shaft Assembly (P/N 43286-002) 3,200 N/A
Retraction Arm (P/N 42042-002) 6,000 200
(1)
Link Bolts (AN6-14 or AN6-16)
(2)
6,000 N/A
Link Assembly
(P/N 85165-002 Left / 85165-003 Right) 6,600 N/A
(1) Beginning at 1,500 hours time-in-service and each 200 hours thereafter, inspect per Piper Service Letter No. 1092B.
(2) Replace AN6-14 and AN6-16 with AN6-16 (P/N 400-211).
PIPER AIRCRAFT
PA-42 / PA-42-720
1A44
May 15, 2012
4-00-00
Page 4
PIPER AIRCRAFT
PA-42 / PA-42-720
1B1
CHAPTER
5
TIME LIMITS /
MAINTENANCE
CHECKS
PIPER AIRCRAFT
PA-42 / PA-42-720
1B2
PIPER AIRCRAFT
PA-42 / PA-42-720
1B3
May 15, 2012
5 - CONTENTS
CHAPTER 5 - TIME LIMITS / MAINTENANCE CHECKS
TABLE OF CONTENTS
CHAPTER
5-00-00 GENERAL 1B7
5-10-00 TIME LIMITS 1B9
General 1B9
Life Limited Parts Marking and Disposition 1B9
5-20-00 SCHEDULED MAINTENANCE 1B11
Description 1B11
Definitions 1B11
Inspection Requirements 1B14
Progressive Inspection Program 1B14
Overlimits Inspections 1B15
Annual / 100 Hour Inspection 1B15
Progressive Inspection Procedure 1B15
Overview 1B15
Scheduled Maintenance (5-20-00) 1B15
Special Inspections (5-30-00) 1B17
Unscheduled Maintenance (5-50-00) 1B17
Away From Home Station Requirements. 1B17
Program Responsibility 1B17
Revisions 1B18
Event 1 1B19
Propellers, Detailed 1B19
Engines, Detailed 1B19
Cabin Cockpit, Detailed 1B21
Fuselage Forward, Detailed 1B22
Fuselage Main, Detailed 1B24
Fuselage Aft And Empennage, Detailed 1B25
Left Wing, Detailed 1B26
Right Wing, Routine 1B27
Landing Gear, Routine 1B27
Special Inspections, As Required 1B28
Operational Inspection 1B28
General 1B29
Inspection Completed Certification 1B31
Inspection Discrepancy Report 1B32
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1B4
May 15, 2012
5 - CONTENTS
TABLE OF CONTENTS (continued)
CHAPTER
5-20-00 SCHEDULED MAINTENANCE (continued)
Event 2 1C1
Propellers, Detailed 1C1
Engines, Detailed 1C1
Cabin Cockpit, Routine 1C4
Fuselage Forward, Routine 1C4
Fuselage Main, Routine 1C4
Fuselage Aft And Empennage, Routine 1C5
Left Wing, Routine 1C5
Right Wing, Detailed 1C6
Landing Gear, Detailed 1C7
Special Inspections, As Required 1C8
Operational Inspection 1C8
General 1C9
Inspection Completed Certification 1C11
Inspection Discrepancy Report 1C12
Notes 1C13
Sample Forms 1C15
Program Responsibility 1C15
Record of Revisions 1C17
Event Inspection Record 1C19
Progressive Inspection Cycle Record 1C21
Discrepancy Record 1C23
Service Publication Compliance Record 1C25
Federal Aviation Airworthiness Directives (AD) Compliance Record 1C27
Nickel-Cadmium Battery Service Record 1C29
Equipment Change and Overhaul Record 1C31
5-30-00 SPECIAL INSPECTIONS 1D1
Per Engine Cycle 1D1
Per Flight Hour 1D1
Per Calendar Year 1D6
Per Specific Operation / Operating Environment 1D8
Operation in High Dust or Industrial Pollution Environment 1D8
Operation in High Salt or High Humidity Environment 1D9
Operation in Extreme Cold 1D9
Operation from Soft or Unusual Terrain 1D10
Airplane Inactive More than Seven (7) Days 1D10
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1B5
May 15, 2012
5 - CONTENTS
5-50-00 UNSCHEDULED MAINTENANCE CHECKS 1D11
Lightning Strike 1D11
Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage 1D12
Battery Overtemperature 1D13
Engine Foreign Object or Debris (FOD) Ingestion - Hard Material 1D13
Engine Foreign Object or Debris (FOD) Ingestion - Soft Material / Bird Strikes 1D13
Severe Turbulence, Hard or Overweight Landing 1D14
Flaps Extended Above Maximum Flap Extension Speed (V
FE
) 1D15
Flood Damage, Immersion in Water 1D16
Starter-Generator Replacement 1D19
Page 3
CHAPTER
PIPER AIRCRAFT
PA-42 / PA-42-720
1B6
May 15, 2012
5 - CONTENTS
Page 4
PIPER AIRCRAFT
PA-42 / PA-42-720
1B7
May 15, 2012
5-00-00
Page 1
GENERAL
Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from
his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes a
recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and Service
Spares Letters as required.
A. The recurring maintenance schedule for the PA-42 / PA-42-720 Cheyenne III / IIIA airplanes is
provided in section 5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
C. Service Letters deal with product improvements and service hints pertaining to the affected aircraft.
Owners should give careful attention to service letter information so they can ensure their airplane is
properly serviced and kept up to date with the latest changes.
D. Service Spares Letters offer improved parts, kits and optional equipment which were not originally
available. These may be of interest to the owner.
E. Service Bulletins, Service Letters and Service Spares Letters are emailed to Piper Dealers/Service
Centers. Owners are encouraged to download these service publications from http://www.piper.com/.
NOTE: Piper mails ight manual (AFM / POH) revisions to the registered owners name and address
as shown on the Aircraft Registration Certicate. If the aircraft is based and/or operated at a
different location (or locations) and/or by a person (or persons) other than those recorded on
the aircraft registration, then the registered owner(s) is responsible for forwarding these to the
operating location(s) or person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by
the Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of flight manual revisions
and service publications during this interim period through their Piper Dealer/Service
Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (ADs) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the
FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also
to subscribers of the service. The owner is solely responsible for being aware of and complying with
airworthiness directives.
NOTE: A searchable database of ADs is available on the FAA website. See the Airworthiness
Directives link at www1.faa.gov. Additionally, Avantext offers a free email notication
service for new ADs as well as the last six weeks worth of ADs at www.avantext.com.
Owners should periodically check with a Piper Dealer/Service Center to find out the latest information
to keep his aircraft up to date.
Service Bulletins, Service Letters, and Service Spares Letters are available by subscription. See
availability statement in Revision Status.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B8
May 15, 2012
5-00-00
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1B9
May 15, 2012
5-10-00
Page 1
TIME LIMITS
1. General
A. Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory
replacement time, structural inspection interval, and related structural inspection procedure required
for type certification.
B. Refer to 5-20-00 for Pipers recommended Progressive Inspection Program. It includes the frequency
and extent of the inspections required for the continued airworthiness of the airplane.
C. Inspections required by Engine Cycle, Flight Hour, or Calendar Year are included as part of the
Progressive Inspection Event cycles, if due, and are listed individually in 5-30-00.
2. Life Limited Parts Marking and Disposition
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are followed
when removing life limited parts with time and/or cycles remaining on them as well as the disposition of
life limited parts with no time and/or cycles left. Life limited parts defined by Type Certificate (TC) are
listed in 4-00-00. Other parts which are replaced or rebuilt after having accumulated cycles, hours, or other
replacement limit are specified in 5-20-00 or 5-30-00.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable FARs.
Piper recommends life limited parts with no time and/or cycles remaining be completely destroyed.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B10
May 15, 2012
5-10-00
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1B11
May 15, 2012
5-20-00
Page 1
SCHEDULED MAINTENANCE
1. Description
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
The recurring maintenance schedule for the PA-42 / PA-42-720 Cheyenne III / IIIA airplanes is provided
herein as a Progressive Inspection Program (i.e. - paragraph 4). The inspection program is also available
in a separate manual form. See availability statement in Revision Status.
Piper Progressive Inspection Programs comply with the F.A.A. Federal Aviation Regulations Parts 43,
91 and 135. The owner/operator is primarily responsible for maintaining the airplane in an airworthy
condition, including compliance with all applicable Airworthiness Directives and conformity with the
requirements in FAR 91.409, 91.411 and 91.413.
The first overhaul or replacement of components should be performed at the given periods. The condition
of various components can then be used as criteria for determining subsequent periods applicable to
the individual airplane, depending on usage, providing the owner/operator has an established Part 91
Progressive Inspection Program (see 91.409(d)) or Part 135 Approved Aircraft Inspection Program (see
135.419).
The time periods given for inspections of various components are based on average usage and environmental
conditions.
NOTE: The listed inspection, overhaul and replacement schedules do not guarantee that a particular
item or component will reach the listed time without malfunction. Unique operating conditions
encountered by individual airplanes cannot be controlled by the manufacturer.
2. Definitions:
A. Inspections - Must be performed only by persons authorized by the FAA, or appropriate National
Aviation Authority, who are qualified on this aircraft, using acceptable methods, techniques and practices
to determine physical condition and detect defects.
(1) Routine Inspection - Consists of a visual examination or check of the aircraft and its components
and systems without disassembly.
(2) Detailed Inspection - Consists of a thorough examination of the appliances, the aircraft and the
components and systems with such disassembly as is necessary to determine condition.
(3) Special Inspection - Involves those components, systems or structure which by their application
or intended use require an inspection peculiar to, more extensive in scope or at a time period
other than that which is normally accomplished during the event inspection.
B. Checks - Can be performed by pilots and/or mechanics who are qualified on this aircraft and consists of
examinations in the form of comparisons with stated standards for the purpose of verifying condition,
accuracy and tolerances.
C. Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various
component and systems at scheduled interval in accordance with procedures approved by the FAA
under FAR Part 91.409(d) or Part 135.419.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B12
May 15, 2012
5-20-00
Page 2
D. Tests - Operation of aircraft components, appliances or systems to evaluate functional performance.
(1) Operational Test - A task to determine that an item, is fulfilling its intended purpose.The task
does not require quantitative tolerances. This is a fault finding task.
(2) Functional Test - A quantitative check to determine, if one or more functions of an item performs
within specified limits. This test may require the use of supplemental bench test equipment.
(3) In addition, each of the above tests must be performed by an FAA Certified Repair Station with
appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The recording of
the above function must be made in the permanent aircraft records by the authorized individual
performing the test.
E. Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending
failure, need for lubrication, repair or replacement of parts and calibration to at least the manufacturers
specifications using the manufacturers recommended test equipment or standards or the equivalent.
Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station with
appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval
regardless of any bench test performed on a particular component while being repaired/overhauled
before scheduled interval bench test. After the component is installed into the aircraft, an operational
test of the component and its related system should be performed to ensure proper function. Serviceable
parts that were issued to the component will be filed in the aircraft permanent records. The person
performing the test must make appropriate entries in the aircrafts permanent maintenance record.
F. Maintenance - The word maintenance as defined by FAR Part 1, means inspection, overhaul, repair,
preservation and the replacement of parts, but excludes preventive maintenance.
G. On Condition Maintenance - A primary maintenance process having repetitive inspections or tests
to determine the condition of units, systems, or portions of structure with regard to continued
serviceability (corrective action is taken when required by item condition.)
H. Time - as used in this manual.
(1) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of
flight hours or calendar time calculated from the time a new or overhauled component was first
installed in any aircraft, and including:
(a) the aircraft time that elapses from the initial installation to the first removal, if any; and,
(b) the aircraft time that elapses from each subsequent installation to each subsequent removal,
if any; or,
(c) the calendar time elapsed since the installation.
NOTE: Dates stamped on individual components at the time of manufacture are typically
applied to determine shelf life - i.e. the maximum time allowed from manufacture/
assembly/cure until actually installed in an aircraft and are not relevant.
Do not, however; ignore markings applied to life-limited parts when removed with
time and/or cycles remaining on them.
(2) Aircraft time, flight hours, or aircraft hours are the Hobbs Time shown on, or calculated from,
the installed Hour Meter.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B13
May 15, 2012
5-20-00
Page 3
(3) A complete engine cycle is defined as engine start, idle, takeoff, flight, landing, idle, and
shutdown. Many aircraft operations involve partial engine cycles (i.e. - idle, takeoff, flight,
landing, idle) that, with the application of an appropriate formula (see P&WC Service Bulletin
No. 3002 or 13002), are also factored into the calculation of service life limits.
NOTE: The owner/operator is responsible for recording and calculating life limiting cycles.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B14
May 15, 2012
5-20-00
Page 4
3. Inspection Requirements
SO MODIFIED.
A. Progressive Inspection Program
The Piper Progressive Inspection Program complies with the F.A.A. Federal Aviation Regulations
(FAR) Parts 43, 91 and 135 for progressive inspections. The owner/operator is primarily responsible
for maintaining the airplane in an airworthy condition, including compliance with all applicable
Airworthiness Directives and conformity with the requirements in FAR 91.409, 91.411 and 91.413.
The complete cycle inspection consists of two (2) 100 hour events, which provide for a complete
aircraft inspection in 200 aircraft flying hours. The complete inspection, Events (1) and (2), must
be completed within twelve (12) calendar months. Inspections must be accomplished by persons
authorized by the FAA or appropriate National Aviation Authority.
The Progressive Inspection Program is designed to permit the best utilization of the aircraft through the
use of a planned inspection schedule. This schedule is contained herein (i.e. - paragraph 4) and is also
available in a separate manual form:
100 Hour Progressive Inspection Manual, P/N 761-739
NOTE: Another separate manual using four (4) 50 hour events is also available: 50 Hour
Progressive Inspection Manual, P/N 761-760.
See availability statement in Revision Status.
NOTE: The PA-42 / PA-42-720 Cheyenne III / IIIA Progressive Inspection Manuals referenced above
are not stand-alone documents. The Progressive Inspection Manuals constitute a snapshot
of the Airworthiness Limitations and Inspection sections of the Instructions for Continued
Airworthiness (ICA) and are current only at the time of printing. Use them as follows:
(1) Owners/operators desiring to establish a Part 91 Progressive Inspection Program (PIP)
(see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP) (see
135.419) should use the Progressive Inspection Manual as a template for submission
to the appropriate FAA office.
(2) Service centers conducting Event Cycle inspections under a FAA-approved PIP or
AAIP can use the Progressive Inspection Manual as a working check-off list/form,
provided they verify its currency against the FAA-approved PIP or AAIP.
(3) Service centers conducting Part 91 Annual / 100 Hour Inspections (see paragraph C,
below) can use the Progressive Inspection Manual as a working check-off list/form,
provided they verify its currency against an up-to-date copy of the ICA (i.e. - this
maintenance manual, Chapters 4 and 5).
PIPER AIRCRAFT
PA-42 / PA-42-720
1B15
May 15, 2012
5-20-00
Page 5
B. Overlimits Inspections
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required by Piper and/or the component manufacturer.
See 5-50-00 and applicable vendor publications.
C. Annual / 100 Hour Inspection
Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection
requirements. The inspection checklist for such an annual/100 hour inspection consists of both Events
(1) and (2) from the 100 hour Progressive Inspection Program described above. Inspections must be
accomplished by persons authorized by the FAA or appropriate National Aviation Authority.
4. Progressive Inspection Procedure
The progressive inspection program cycle consists of two (2) 100 Hour Events, which provides for a
complete aircraft inspection in 200 aircraft flying hours. The complete inspection cycle, Events (1) and (2),
must be completed within twelve (12) calendar months.
Each Event Inspection consists of a predetermined number of location inspections, both routine and
detailed, as indicated below. The Event Inspections are conducted each 100 hours and must be done in
sequence. Each Event Inspection will be conducted using an Event Inspection Work Sheet and, when
completed, recorded in the Event Inspection Record.
Late compliance with the Event Inspection Interval of 100 hours may be extended by not more than ten
(10) flying hours (10% of Event Inspection Interval). The excess time, however, must be deducted from
the next 100 flying hours.
Early compliance can be accomplished at the owner/operators discretion for convenience of scheduling.
However, where early compliance is accomplished, the 100 flying hour interval for the next event inspection
will be maintained.
The Event Inspections are arranged so that the 200 flying hour cycle results in a complete inspection. When
both Events are complete and recorded, an entry is made in the Progressive Inspection Cycle Record and
Sign-off Sheet which is the running log or current status of the aircrafts inspections.
A. Overview
(1) Scheduled Maintenance (5-20-00)
(a) Two (2) Event Inspections at 100 Hour Intervals. Work sheets are provided as follows:
1) Event #1 (100, 300, 500, 700, and 900 flight hours, etc.)
a) Propeller, Detailed
b) Engine, Detailed
c) Cabin and Cockpit, Routine
d) Fuselage Forward, Detailed
e) Fuselage Main, Detailed
f) Fuselage Aft and Empennage, Detailed
g) Left Wing, Detailed
h) Right Wing, Routine
i) Landing Gear, Routine
j) Special Inspections
k) Operational Inspection
l) General Inspection
PIPER AIRCRAFT
PA-42 / PA-42-720
1B16
May 15, 2012
5-20-00
Page 6
m) Return to Service Certification
n) Inspection Discrepancy Report
2) Event #2 (200, 400, 600, 800, and 1000 flight hours, etc.)
a) Propeller, Detailed
b) Engine, Detailed
c) Cabin and Cockpit, Detailed
d) Fuselage Forward, Routine
e) Fuselage Main, Routine
f) Fuselage Aft and Empennage, Routine
g) Right Wing, Detailed
h) Left Wing, Routine
i) Landing Gear, Detailed
j) Special Inspections
k) Operational Inspection
l) General Inspection
m) Return to Service Certification
n) Inspection Discrepancy Report
3) Notes
(b) Completed Aircraft Inspection Cycle (i.e. - as part of the second Event Inspection).
(c) Sample Forms
1) Program Responsibility - is a permanent record identifying the person responsible for
scheduling the inspections under this program.
2) Record of Revisions - is a permanent record documenting any revisions to this
inspection program. Note that any such revisions must be submitted to and approved
by the FAA District Office before enactment.
3) The Event Inspection Record - is a permanent record of 100 Hour Event Inspection
completion.
4) The Progressive Inspection Cycle Record - is a permanent record of Progressive
Inspection 200 Hour Cycle completion.
5) The Discrepancy Record is a log of conditions for corrective action at the next routine
or event inspection as determined by the maintenance personnel. FAA Airworthiness
Directives and/or manufacturers service publications, not requiring immediate action
may be entered on the (DR) providing complying with the A.D. or service publication
at the next routine or event will be within the time allowance permitted. Certain FAA
or manufacturers mandatory inspections may have to be accomplished before further
flight, in which case, their compliance should be recorded on the appropriate record.
6) Service Publication Compliance Record - is a permanent record used to document
compliance with all applicable aircraft and component manufacturers service
publications.
7) The Federal Aviation Airworthiness Directives (AD) Compliance Record - is a
permanent record used to document compliance with all applicable AD Notes.
8) Nickel-Cadmium Battery Service Record - a cumulative history of the battery condition.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B17
May 15, 2012
5-20-00
Page 7
9) The Equipment Change and Overhaul Record - is a permanent record used to document
equipment changes, allowing precise control of equipment inspection, overhaul,
or replacement intervals. Use of the ECR allows review of the Out of Sequence
equipment and permits a projection of equipment due times in relation to the aircraft
Hobbs times.
(2) Special Inspections (5-30-00)
NOTE: Includes inspections which occur outside the 100 hour event cycle.
(a) Per Engine Cycle
(b) Per Flight Hour
(c) Per Calendar Year
(d) Per Special Operation / Operating Environment
(3) Unscheduled Maintenance (5-50-00)
B. Away From Home Station Requirements.
If the airplane is to be away from the home location at the time an inspection is due, the pilot-in
command of the flight will take with him all sign off sheets which will be required for the inspection,
and a copy of this manual. The inspection will be conducted or supervised by one of the following:
(1) An appropriately certified repair station.
(2) An appropriately rated certified mechanic, qualified on this type aircraft.
The results of the inspection will be noted on the proper sign off sheets which are then brought back
to the home base. The pilot will be responsible for all inspection forms and work sheet entries with
mechanics and/or inspectors signature and identification.
Discrepancies affecting the airworthiness of the airplane, when the airplane is away from the local
station, will be corrected by either 1 or 2, above. The pilot will be responsible for all work sheet
entries with mechanics and/or inspectors signature and identification.
The pilot-in-command should also ascertain that the appropriate logbook entries have been made in
the aircraft and engine logbooks.
C. Program Responsibility
The person responsible for scheduling the inspections required under this program must enter his or
her name in a copy of the Program Responsibility form included later in this section and forward the
original copy of the form to their local FAA-FSDO office. A duplicate copy should be maintained in
this manual.
Any change in personnel responsible for scheduling the inspection program requires another copy of
the Program Responsibility form to be filled out and the original copy sent to the local FAA-FSDO
office, while a duplicate copy is attached behind the previous Program Responsibility form. The
previous form should be retained and the word CHANGED should be written across the obsolete
information.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B18
May 15, 2012
5-20-00
Page 8
D. Revisions
Revisions to this Inspection Program are the direct responsibility of the manufacturer. However,
owners/operators with an F.A.A.-approved Part 91 Progressive Inspection Program or a Part 135
Approved Aircraft Inspection Program may not enact any such revisions until approval is obtained
from the responsible F.A.A. District Office. A permanent record of revisions and F.A.A. approvals
will be maintained by the owner/operator on the form provided for this purpose later in this section.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B19
May 15, 2012
5-20-00
Page 9
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR
INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER
THE AIRCRAFT UNAIRWORTHY. (SEE MAINTENANCE MANUAL - INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
NOTE: Review Notes 1, 2, 3, and 4, before beginning this event.
PROPELLERS, DETAILED
Left Right
[ ] [ ] 1. Remove and inspect spinner for cracks, corrosion and damage.
[ ] [ ] 2. Inspect blades for nicks, cracks, erosion and evidence of strikes.
[ ] [ ] 3. Check for grease and oil leaks.
[ ] [ ] 4. Inspect bulkhead for cracks, security and corrosion.
[ ] [ ] 5. Inspect propeller mounting bolts for condition and proper safety. Check torque if safety is broken.
[ ] [ ] 6. Inspect hub parts for cracks, corrosion and security.
[ ] [ ] 7. Rotate blades and inspect for tightness.
[ ] [ ] 8. Inspect beta feedback ring for runout (0.010 inch max.) and no metal to metal contact with
reverse lever and carbon block holder.
[ ] [ ] 9. Inspect carbon block for wear limit and freedom of movement.
[ ] [ ] 10. Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and
freedom of movement.
[ ] [ ] 11. Inspect condition of propeller deicer slip ring and brush block or modular brush assembly.
[ ] [ ] 12. Inspect propeller deice boots for security of attachment and condition.
[ ] [ ] 13. Inspect propeller deice wiring and junction blocks for security, cracks, chang and damage.
[ ] [ ] 14. If installed, inspect condition and security of synchrophaser wiring.
[ ] [ ] 15. Lubricate propeller per Lubrication Charts, 12-20-00.
[ ] [ ] 16. Install spinner.
ENGINES, DETAILED
NOTE: Refer to Pratt & Whitney PT6A-41 Maintenance Manual P/N 3021442 or Pratt & Whitney PT6A-61
Maintenance Manual P/N 3034342 as required for details. (See Note 5.)
Left Right
[ ] [ ] 1. Remove engine cowling.
[ ] [ ] 2. Remove upper and lower rewall access covers.
[ ] [ ] 3. Clean and inspect cowling and covers for cracks, distortion and loose or missing fasteners.
[ ] [ ] 4. Inspect oil temperature sender unit for leaks and security.
[ ] [ ] 5. Inspect oil lines and ttings for leaks, security, chang, dents, cracks and routing.
[ ] [ ] 6. Clean and inspect oil cooler for condition and attachment.
[ ] [ ] 7. Remove and inspect oil lter for damage and contamination Clean or replace as required.
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
PROPELLER SERIAL NO.
Left:
Right:
EVENT INSPECTION WORK SHEET
EVENT #1 (Sheet 1 of 14)
PIPER AIRCRAFT
PA-42 / PA-42-720
1B20
May 15, 2012
5-20-00
Page 10
ENGINES, DETAILED (continued)
CAUTION: ALL ENGINE CLEANING PROCEDURES AND CLEANING PRECAUTIONS MUST
BE OBTAINED FROM THE APPROPRIATE SECTIONS OF THE PRATT & WHITNEY
MAINTENANCE MANUAL (PT6A-61) P/N 3034342 OR (PT6A-41) P/N 3021442.
Left Right
[ ] [ ] 8. Clean exterior of engine.
[ ] [ ] 9. Inspect condition of igniter plugs.
[ ] [ ] 10. Inspect ignition harness and insulators for high tension leakage, continuity, damage and
attachment.
[ ] [ ] 11. Inspect electrical connections on ignition exciter for safety and security.
[ ] [ ] 12. Remove air inlet screen; inspect rst stage compressor blades for ingestion damage and
corrosion. Inspect screen for damage and cleanliness. Install screen.
[ ] [ ] 13. Clean and inspect fuel pump inlet screen for foreign material. Replace outlet lter.
[ ] [ ] 14. Inspect gas generator case drain valves for security and leaks. (Check after engine run.)
[ ] [ ] 15. Inspect magnetic chip detector and jump pins A & B operational check of annunciator.
[ ] [ ] 16. Inspect condition of inlet air ducts and ice protection system for operation and t. (See latest
Piper Service Letter No. 983.)
[ ] [ ] 17. Inspect condition of actuators and linkage for ice protection system and oil cooler doors.
CAUTION: WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO MOVE POWER LEVERS INTO
REVERSE POSITION, WITHOUT DISCONNECTING PROPELLER PUSH-PULL WIRE
ROPE CLEVIS FROM PROPELLER CONTROL CAM, WILL RESULT IN BENDING OR
KINKING OF WIRE ROPE.
[ ] [ ] 18. Inspect power lever, start control, propeller governor and propeller reversing linkage for
condition, travel and operation.
[ ] [ ] 19. Inspect gas generator case for cracks, distortion and evidence of overheating.
[ ] [ ] 20. Inspect exhaust stacks and exhaust ducts for cracks, distortion and security.
[ ] [ ] 21. Inspect propeller governor for leaks and security.
[ ] [ ] 22. Inspect propeller shaft for oil leaks.
[ ] [ ] 23. Remove drain; clean and inspect fuel lter bowl and element. (Firewall mounted.)
[ ] [ ] 24. Inspect all exible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure
connections. Replace upon condition. (See latest Piper Service Bulletin No. 822.)
[ ] [ ] 25. Inspect fuel control, fuel pumps, fuel manifold, fuel ow transmitter and fuel pressure transmitter
for leaks, security and condition. Check wiring for security and condition. (See latest revision
of Piper Service Bulletin 957.)
[ ] [ ] 26. Replace hydraulic lter and inspect for contamination. If lter shows evidence of contamination,
inspect entire hydraulic system.
[ ] [ ] 27. Inspect hydraulic pump and hydraulic lines for security and leaks.
[ ] [ ] 28. Inspect engine reseals for cracks, damage and security.
[ ] [ ] 29. Inspect rewalls for cracks, stress and condition.
[ ] [ ] 30. Inspect rewall seals for condition.
[ ] [ ] 31. Inspect oil breather tube for obstruction and security.
[ ] [ ] 32. Inspect oil ller cap seal for damage and condition.
[ ] [ ] 33. Check proper locking feature of oil ller cap.
[ ] [ ] 34. Inspect oil pressure transmitter for security and leaks. Check wires for connection and damage.
[ ] [ ] 35. Inspect torque transmitter for leaks and security. Check wiring for damage and security. Check
condition of shock mounts.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B21
May 15, 2012
5-20-00
Page 11
Left Right
[ ] [ ] 36. Inspect oil manifold for leaks and security.
[ ] [ ] 37. Inspect autoignition switch, autofeather switch and manifold for security and condition. Check
wiring for damage and secure connection.
NOTE: An autofeathering system is an optional system on the PA-42 Cheyenne III aircraft.
[ ] [ ] 38. Inspect P3 air lter for contamination. Replace if evidence of contamination.
[ ] [ ] 39. Inspect re extinguisher for damage and security of wiring. Test re extinguishing system for
proper cylinder pressure.
NOTE: Engine re extinguishers are optional equipment and are not installed on all PA-42 and PA-42-720.
[ ] [ ] 40. Inspect re warning sensors and wiring for security and condition.
[ ] [ ] 41. Inspect compressor wash ring for damage and security.
[ ] [ ] 42. Inspect compressor wash valve assembly for security and operation. (if installed)
[ ] [ ] 43. Inspect engine mounts for cracks, damage and loose mounting bolts.
[ ] [ ] 44. Inspect rubber Lord mounts for deterioration and condition.
[ ] [ ] 45. Check security, wiring and operation of blade angle sensor or beta lights, if installed.
[ ] [ ] 46. Check security, wiring and operation of beta limiter system.
[ ] [ ] 47. Inspect front and rear tachometer generators for security and wiring.
[ ] [ ] 48. Inspect starter generator quick attachment device (QAD) ring and mount pad for security,
cracks and damage.
[ ] [ ] 49. Inspect condition of starter-generator cables.
[ ] [ ] 50. Inspect condition of starter-generator cooling air ducts.
[ ] [ ] 51. In PA-42-720 airplanes only, inspect starter-generator brushes and commutator for wear,
condition, and security.
[ ] [ ] 52. Clean dual drive lube lter.
[ ] [ ] 53. Inspect generator control units (GCU) for security, damage and wiring integrity.
[ ] [ ] 54. Inspect bleed air lines, exible lines and couplings for security, damage and leakage. (Also see
Piper Service Bulletin No. 914).
[ ] [ ] 55. Check bleed air shutoff valve and mixing regulator for security, damage, leakage and correct
operation. Check wiring for attachment and damage.
[ ] [ ] 56. Inspect bleed air intercooler for cleanness and blockage. Check intercooler inlet and outlet for
blockage, security and leakage of duct couplings.
[ ] [ ] 57. Inspect and check all engine wiring and ITT harness and connectors for security and condition.
[ ] [ ] 58. Lubricate power plant per Lubrication Chart, 12-20-00.
[ ] [ ] 59. Install upper and lower rewall access covers.
[ ] [ ] 60. Install engine cowling.
CABIN COCKPIT, DETAILED
NOTE: Some items included under Fuselage Main, Detailed are also required for Cabin Cockpit, Detailed.
[ ] 1. Remove inspection plates, panels and oor panels.
[ ] 2. Inspect cabin cockpit entrance sliding doors and cockpit dividers for damage and operation.
[ ] 3. Inspect upholstery for damage.
[ ] 4. Inspect pilot and copilot seats/seat belts for damage, security and operation.
[ ] 5. Inspect trim operation and indicators for full travel, binding, damage and correct control deection.
[ ] 6. Check rudder pedals for travel, binding and security. Inspect brake cylinders for leaks and operation.
[ ] 7. Inspect parking brake and parking brake cable for condition, security and operation.
[ ] 8. Inspect control wheels, column, pulleys and cables for damage operation and full travel.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B22
May 15, 2012
5-20-00
Page 12
CABIN COCKPIT, DETAILED (continued)
[ ] 9. Inspect instruments and attachments for security, damage, proper markings and placards. (Refer to
Pilots Operating Handbook.)
[ ] 10. Inspect compass correction card for correct data. Calibrate as required.
[ ] 11. Inspect avionics and electrical systems for condition and security of switches and knobs.
[ ] 12. Inspect circuit breakers for condition and security of installation.
[ ] 13. Perform main bus tie circuit breaker and distribution diode check per Testing, 39-10-00.
[ ] 14. Check cabin pressure controller lter and instrument air lter for contamination and damage.
[ ] 15. Inspect pitot and static lines for condition and security.
[ ] 16. Inspect static system, altimeter and transponder for installation/certication per latest revision of
AC43.13-1 and current test/inspection per FARs 91.411 and 91.413, respectively.
[ ] 17. Inspect and test ELT per FAR 91.207. (See Testing ELT, 23-20-00.)
[ ] 18. Check security and operation of crossfeed valve handles.
[ ] 19. Check security and operation of emergency shutoff valve handles.
[ ] 20. Check operation of recirculation blowers.
[ ] 21. Inspect condition and operation of heater ducts and air conditioning ducts and outlets.
WARNING: BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL OR OTHER PETROLEUM
PRODUCTS BEFORE CHECKING OR PERFORMING MAINTENANCE ON ANY
COMPONENT OF THE OXYGEN SYSTEM.
[ ] 22. Inspect oxygen outlets for defects and corrosion.
NOTE: Operation of oxygen shutoff valve on PA-42-720 aircraft will deploy all oxygen masks.
[ ] 23. Inspect and check operation of passenger oxygen shutoff valve.
[ ] 24. Inspect oxygen masks for proper attachment and condition.
[ ] 25. Lubricate per Lubrication Chart, 12-20-00.
[ ] 26. Install inspection plates, panels and oor panels. Inspect pneumatic lines, exible lines and components
for overall condition and operation. Replace on condition.
[ ] 27. Check portable re extinguishers for proper service, condition and inspection date.
[ ] 28. If equipped, check the service time and condition of each life preserver. Check that the locate light is
securely attached and operable.
[ ] 29. Turn battery master switches on. Inspect and check operation of all electrically operated instruments.
Overhaul or replace as required.
[ ] 30. Check all instrument, cockpit, navigation, strobe and recognition lighting for operation.
[ ] 31. Check pilots storm window for condition, operation and proper seal. (If installed)
[ ] 32. Perform operational test of microphones and cabin speakers.
[ ] 33. Check glareshield and eyebrow panels for condition, cracks and security.
FUSELAGE FORWARD, DETAILED
[ ] 1. Remove inspection plates and panels and open baggage door and radome.
[ ] 2. Inspect baggage door surface, door latch, hinges, air cylinders, door ajar switch, compartment light
and door seal for damage, wear, proper rigging and operation.
[ ] 3. Check brake reservoir and brake lines for leaks, security and proper uid level in reservoir.
[ ] 4. Inspect electronics installation, wire harness plugs, ground bus bar, triplexer and radios for condition,
corrosion and security.
[ ] 5. Inspect antenna mounts and electrical wiring for security and corrosion.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B23
May 15, 2012
5-20-00
Page 13
[ ] 6. Inspect radio and ECS access panels for damage, loose or missing fasteners and condition of rain
gutter on access opening.
[ ] 7. Inspect battery box and cables for security, damage and corrosion.
[ ] 8. Inspect condition of battery, battery over temperature sensors and fuse.
[ ] 9. Inspect radome lightning diverter strips for damage and security.
[ ] 10. Within the radome inspect the radar, glide slope antenna, wave guide and receiver/transmitter for
condition and security of mounting.
[ ] 11. Inspect ap amplier for damage and security.
[ ] 12. Remove access panels within the nose baggage compartment. Inspect avionics plugs, harness and
connections for security, corrosion and condition.
[ ] 13. Inspect bulkheads, stringers and skin for damage, condition and corrosion.
[ ] 14. Inspect left and right pitot mast for obstructions, damage, security and operation.
[ ] 15. Check radar, environmental control unit (ECU), battery cooling air inlets and vents for obstructions,
damage and security.
[ ] 16. Inspect ECU ram air and ground air check valves for damage and proper operation. Check ECU
ground fan for damage and operation.
[ ] 17. Inspect refrigeration unit for damage, security and exible coupling leakage. Inspect water separator
coalescer bag for dirt, clean as required. Inspect ECU overtemperature and overpressure switches
for security and leakage and wiring for damage and attachment. Inspect water asperator plumbing for
blockage, leakage and condition.
[ ] 18. PA-42: Inspect Bleed air pressure regulator for leakage and damage. Check wiring for damage and
attachment.
WARNING: DO NOT PERMIT OIL, GREASE OR OTHER PETROLEUM PRODUCTS TO COME IN
CONTACT WITH ANY LINES OR FITTINGS UTILIZED IN THE OXYGEN SYSTEM. BE
SURE SKIN AND CLOTHING ARE FREE OF OIL, GREASE OR OTHER PETROLEUM
PRODUCTS BEFORE WORKING ON ANY COMPONENT OF THE OXYGEN SYSTEM.
NOTE: Date of last hydrostatic test is stamped on cylinder.
[ ] 19. Inspect oxygen cylinder, regulator and lines for security and condition. On PA-42: check control cable
for security and condition. Check connections and lines for leaks. Check control for operation. Check
rupture disc condition and system for proper pressure.
[ ] 20. Inspect hydraulic power pack for leaks, security and proper uid level.
[ ] 21. Inspect hydraulic power pack exible control cables and line for damage, security, operation and leaks.
[ ] 22. Inspect all hydraulic lines for leaks and security.
[ ] 23. Drain and inspect static drain pumps.
[ ] 24. Inspect landing and taxi lights for broken lenses and security.
[ ] 25. If equipped, check electrical outside air temerature probe (OAT) for corrosion, damage, condition of
wiring and secure mounting.
[ ] 26. Inspect external electrical connection (GPU) and access door for damage and security.
[ ] 27. Inspect condition of outer skin; check for loose or missing rivets, damage and condition.
[ ] 29. Reinstall access plates, panels and close radome and baggage door.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B24
May 15, 2012
5-20-00
Page 14
FUSELAGE MAIN, DETAILED
[ ] 1. Remove inspection plates, panels and oor panels.
[ ] 2. Inspect external skins for condition, loose or missing rivets, damage and corrosion.
[ ] 3. Inspect windshield and windows for cracks, distortion, leaks and security.
[ ] 4. Check bimetallic outside air temperature probe (OAT) for corrosion, damage and condition.
[ ] 5. Remove emergency exit window; check window and seal for cracks, distortion and leaks. Install
window and check for security of latching mechanism.
[ ] 6. Inspect windshield wipers for security of mounting, condition and operation. (Do Not Operate on Dry
Windshield.)
[ ] 7. Inspect fuel, hydraulic and pressurization lines for damage, leaks, routing and security.
[ ] 8. Inspect all control cables and pulleys for damage, full travel, alignment, clearance and proper tension.
[ ] 9. Inspect antenna mounts and connections for tightness, security and corrosion.
[ ] 10. Inspect all electrical wiring for damage, routing, attachment and security.
[ ] 11. Inspect autopilot pitch and roll servos for security. Inspect condition of bridle cables and wiring.
[ ] 12. Inspect main cabin door and if installed, inspect cargo door for damage, condition of door seal, proper
rig and operation of latching mechanisms. Check door ajar switches for mechanical operation; an
audible click should be heard when switch opens or closes.
[ ] 13. Inspect door snubber for leaks and attachment.
[ ] 14. Inspect door restraint cables for condition and security of attachment.
[ ] 15. Inspect deice valves and pneumatic system regulators for security, damage and leaks; electrical
connections for security and condition.
[ ] 16. Inspect pneumatic lines, exible lines and components for leaks, cuts, abrasions and secure
connections. Replace upon condition.
[ ] 17. Check upholstery for damage.
[ ] 18. Check seats and seat belts for security of brackets and bolts.
[ ] 19. Check all lights and air vents for damage and operation.
WARNING: BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL OR OTHER PETROLEUM
PRODUCTS BEFORE CHECKING OR PERFORMING MAINTENANCE ON ANY
COMPONENT OF THE OXYGEN SYSTEM.
[ ] 20. Inspect oxygen outlets and masks for defects, corrosion and attachment of masks to outlets.
[ ] 21. Check operation of oxygen system. (Refer to Pilots Operating Handbook.)
[ ] 22. Check portable re extinguisher for charge and service time.
[ ] 23. If applicable, check service time and condition of each life preserver. Check that locate light is securely
attached and operative.
[ ] 24. Check outow and outow/safety cover screen for obstructions. Check outow and safety valve popit
for cleanliness. (Clean per 21-30-00.)
[ ] 25. Check all electric options for security, damage, wiring integrity and condition.
[ ] 26. Check return air lters in airbox for cleanliness. Clean or replace as required.
[ ] 27. Check recirculation doors condition and freedom of movement. Check actuator cables and solenoids
for operation.
[ ] 28. Check cabin vent fans for operation, security and attachment.
[ ] 29. Check overtemperature and recirculation switches for security and wiring attachment.
[ ] 30. Check ECU controls for proper operation. Check cabin temperature control for security, blockage,
cleanliness of air inlet and exit. Check temperature control fan for operation.
[ ] 32. Replace inspection plates, panels and oor panels.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B25
May 15, 2012
5-20-00
Page 15
FUSELAGE AFT AND EMPENNAGE, DETAILED
[ ] 1. Remove all inspection plates, access panels and fairings.
[ ] 2. Inspect condition of skin, interior bulkheads, formers and stringers for damage, loose or missing rivets
and corrosion.
[ ] 3. Inspect static discharge wicks for security of attachment and condition.
[ ] 4. Inspect vertical n and rudder surfaces for security of attachment, damage and corrosion.
[ ] 5. Inspect rudder and tab hinges, bolts and attachments for damage, operation, wear and security.
[ ] 6. Inspect rudder and rudder trim mechanism for operation and full travel.
[ ] 7. Inspect rudder cove seal for damage and security of attachment.
[ ] 8. Inspect horizontal stabilizer and elevator surfaces for damage, loose or missing rivets and corrosion.
[ ] 9. Inspect lightning diverter and diverter strips on bullet assembly for damage and security.
[ ] 10. Inspect tail navigation lights and strobe lights for broken lenses and security.
[ ] 11. Inspect elevator and tab hinges, horns and attachments for damage, security and operation.
[ ] 12. Inspect horizontal stabilizer attachments for security, damage, cracks and corrosion.
[ ] 13. Inspect elevator and tab hinge bolts and bearings for security of attachments, damage, wear and
corrosion.
[ ] 14. Inspect elevator trim mechanism for operation and full travel.
[ ] 15. Inspect rudder, elevator and trim mechanism cables, turnbuckles, guides, torque tubes and pulleys
for safety, cable tension, damage, corrosion, operation and condition.
[ ] 16. Inspect elevator down spring for damage, corrosion, attachment and tension.
[ ] 17. Inspect rudder and elevator balance weights for security.
[ ] 18. Inspect autopilot components for condition, security of mounting, condition of shockmounts and
evidence of moisture or corrosion in plugs.
[ ] 19. Inspect autopilot servos bridle cables for condition, security and tension.
[ ] 20. Inspect ELT battery for condition/date per FAR 91.207.
[ ] 21. Inspect ELT and antenna installation for condition and security. Replace antenna if bent or damaged.
(Refer to latest Piper Service Letter 935.)
[ ] 22. Inspect VOR antenna and connections for corrosion, security of mounting and condition.
[ ] 23. Inspect antenna mounting(s) for security, corrosion and condition.
[ ] 24. Inspect pneumatic deice boots and plumbing for condition, leaks and damage. (Replace upon
condition.)
[ ] 25. Inspect static ports and lines for obstructions, leaks and condition.
[ ] 26. Check outow and safety valve static openings for obstructions.
CAUTION: TO PREVENT WATER DAMAGE TO VENTRAL FIN KEVLAR MATERIAL, THE EDGE OF
EACH VENTRAL FIN DRAIN HOLE IS SEALED WITH EPOXY RESIN. IF NECESSARY TO
OPEN VENTRAL FIN DRAIN HOLES, CARE SHOULD BE TAKEN NOT TO BREAK SEAL. IF
SEAL IS BROKEN, REFER TO CHAPTER 51 FOR PROCEDURE USED TO APPLY EPOXY
RESIN.
[ ] 27. Check that fuselage, elevator trim drum and ventral n drain holes are open and free of foreign matter
(See latest Piper Service Bulletin No. 857.)
[ ] 29. Install inspection plates and access panels.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B26
May 15, 2012
5-20-00
Page 16
LEFT WING, DETAILED
CAUTION: THE FLUX DETECTOR COVER ON THE OUTBOARD WING SURFACE IS SECURED
WITH BRASS SCREWS. ONLY BRASS SCREWS WILL BE USED WHEN INSTALLING THIS
COVER.
[ ] 1. Remove inspection plates and panels.
[ ] 3. Inspect ux detector plug connections and wiring for corrosion, security and condition.
[ ] 4. Inspect wing and control surface skins and fairings for cracks, loose or missing rivets and damage.
[ ] 5. Inspect aileron for security of attachment and freedom of movement. (See Note 7.)
[ ] 6. Inspect interior structure for cracks, loose and missing rivets or concealed damage.
[ ] 7. Inspect aileron cables, pulleys and bellcrank for damage, full travel, alignment, clearance and proper
cable tension.
[ ] 8. Inspect aileron balance weights and aileron gap seal for condition and security.
[ ] 9. Inspect aps, actuators, limit switches, wiring and pots for corrosion, damage, operation and full
travel. (See Note 8.)
NOTE: An approach ap extension of 10 will not activate the Flap/Landing Gear Warning Horn since this
ap setting is intended for extended approach use. Normal landings are made using 30 aps and
the Flap/Landing Gear Warning Horn will activate if the landing gear is not extended when the
aps are extended more than 10.
[ ] 10. Inspect ap tracks and rollers for condition. Check rollers for freedom of movement and binding.
[ ] 11. Inspect ap track bolts and aileron hinge bolts for wear, security and corrosion.
[ ] 12. Inspect all control surface bearings for attachment, wear and freedom of movement.
[ ] 13. Check operation of left fuel shutoff valve and crossfeed valve.
[ ] 14. Inspect wing attachment bolts for stripe alignment and brackets for cracks and corrosion.
[ ] 15. Inspect engine mount brackets for condition and security.
[ ] 16. Inspect bladder fuel cells for attachment, leaks and contamination.
[ ] 17. Inspect integral fuel tanks for leaks, corrosion, contamination and damage.
[ ] 18. Inspect fuel lines for attachment, chang and leaks.
[ ] 19. Check ller neck anti-siphon valves and fuel caps for damage and proper seal. Inspect quick drains
for proper operation.
[ ] 20. Check fuel tanks for correct operating fuel. Check condition of fuel type placards.
[ ] 21. Inspect fuel vents for obstructions and damage. Check valves for operation and seal.
[ ] 22. Inspect fuel capacity probes for security, corrosion and leaks.
[ ] 23. Inspect electrical wiring harness and connections for chang, damage and security.
[ ] 24. Inspect hydraulic lines for leaks, damage or chang and attachment.
[ ] 26. Inspect bleed air warning duct switches for leaks and security and wiring for damage and attachment.
(PA-42: (engine, intercooler, shroud aft of rewall and wing root), PA-42-720: (Engine, intercooler and
wing root).
[ ] 27. Inspect bleed air duct coupling for leakage, damage and security. Check duct insulation for condition
and security. Check ducting for security and chang.
[ ] 28. Inspect pneumatic deicer boots for condition and damage.
[ ] 29. Inspect left transducer for security of attachment, spring centering of switch blade and corrosion.
check heat element for operation.
[ ] 30. Inspect wing tip tank attachment bolts for security.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B27
May 15, 2012
5-20-00
Page 17
[ ] 31. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring and attachment.
[ ] 32. Check wing inspection light for broken lens, security, wiring and attachment.
[ ] 33. Inspect wing lockers for condition, leaks and damage.
[ ] 34. Inspect wing locker door for security and damage.
[ ] 35. Check wing locker door cylinder and lock for security, damage and operation.
[ ] 36. Inspect nacelle fuel tank for condition, leaks and damage. Check condition of fuel type and capacity
placards. Replace if illegible.
CAUTION: ONLY BRASS SCREWS ARE TO BE USED FOR INSTALLING FLUX DETECTOR ACCESS
DOOR.
[ ] 38. Install inspection plates and panels.
RIGHT WING, ROUTINE
[ ] 1. Check surfaces, skins, tip tank and fairings for damage, condition, loose or missing rivets.
[ ] 2. Inspect aileron and trim tab attachments for security, damage and operation. (See Note 7.)
[ ] 3. Inspect aileron balance weight for damage and security.
[ ] 4. Inspect ap and ap tracks for security of attachment, damage, condition and corrosion. (See Note 8.)
[ ] 5. Check that fuel tanks contain correct type fuel. Check fuel caps and anti-syphon valves for seal,
damage and operation. Inspect condition of fuel type and fuel capacity placards. Replace if illegible.
[ ] 6. Inspect pneumatic deice boots for condition, leaks and operation.
[ ] 7. Inspect lift transducer for security of attachment, spring centering of switch blade and corrosion. Check
heat element for operation.
[ ] 8. Inspect wing tip navigation, strobe and wing inspection lights for broken lenses, wiring and security.
LANDING GEAR, ROUTINE (See Piper Service Bulletins 822 and 841A.)
L N R (Left, Nose, Right)
[ ] [ ] [ ] 1. Place airplane on jacks. Jack airplane per 7-10-00.
[ ] [ ] [ ] 2. Check oleo struts for leaks, scoring, damage, cleanliness, proper extension and pressure.
[ ] [ ] [ ] 3. Inspect tires for cuts, uneven or excessive wear and slippage.
[ ] [ ] [ ] 4. Remove wheels; clean, inspect and repack bearings.
[ ] [ ] [ ] 5. Clean and inspect wheels for cracks, corrosion and broken or loose bolts.
[ ] [ ] [ ] 6. Check tires for proper pressure per Chart 601.
[ ] [ ] 7. Check brakes and lines for damage, attachment, security and wear limits.
[ ] [ ] [ ] 8. Check gear legs and braces for security, damage, corrosion and condition. (Refer to latest
Piper Service Bulletin No. 841)
[ ] [ ] [ ] 9. Inspect gear doors for security of attachment, cracks, damage and corrosion. (See Note 6.)
[ ] [ ] [ ] 10. Inspect actuating cylinders, lines and ttings for attachment, leaks and damage.
[ ] [ ] [ ] 11. Inspect all hydraulic and pneumatic lines for chang.
[ ] [ ] [ ] 12. Inspect landing gear, emergency gear extension and pneumatic bottles for security of mounting
and proper pressure.
[ ] [ ] [ ] 13. Check emergency gear extension pneumatic system lines, ttings and shuttle valves for
security, leakage and damage.
[ ] [ ] [ ] 14. Inspect condition of up and down lock hooks, springs, pushrods (PA-42) and cables (PA-42-
720) for damage, binding, operation and corrosion. Inspect up and down lock actuating cables
antirotation clips (PA-42-270 Only).
PIPER AIRCRAFT
PA-42 / PA-42-720
1B28
May 15, 2012
5-20-00
Page 18
LANDING GEAR, ROUTINE (continued)
NOTE: Inspection items 15 and 16 apply only to PA-42 aircraft, S/Ns 42-7800001 through 42-8001105.
[ ] [ ] [ ] 15. Remove nose gear lock actuator rod assembly and main gear up and down lock actuator rod
assemblies.
[ ] [ ] [ ] (a) Remove boot; inspect telescopic portion of each rod assembly for corrosion. If evident,
replace rod assembly. If no corrosion exists, lubricate per the Lubrication Chart, 12-20-00.
[ ] [ ] [ ] (b) Inspect each rod end bearing for race damage and corrosion. If either is evident, replace
bearing. If no corrosion or evidence of damage exists, lubricate per the Lubrication Chart,
12-20-00.
[ ] [ ] [ ] 16. Install rod assemblies per 32-10-00 and 32-20-00.
[ ] [ ] [ ] 17. Inspect all wiring and wiring harness for condition, security, damage, chang and corrosion.
Check switches for adjustment, security and operation.
[ ] [ ] [ ] 18. Cycle gear. Verify landing gear retracts and extends properly.
[ ] [ ] [ ] 19. Lubricate per Lubrication Chart, 12-20-00.
WARNING: DO NOT REMOVE JACKS UNTIL IT HAS BEEN DETERMINED THAT THE LANDING GEAR
IS DOWN AND LOCKED AND ANTI-RETRACTION SYSTEM HAS BEEN CHECKED.
[ ] [ ] [ ] 20. Place weight of aircraft on landing gear. (Do Not Remove Jacks.)
[ ] [ ] [ ] 21. Check anti-retraction system for proper operation.
[ ] [ ] [ ] 22. Ensure all gears are down and locked, then remove jacks.
SPECIAL INSPECTIONS, AS REQUIRED
[ ] See 5-30-00.
OPERATIONAL INSPECTION
NOTE: Perform the following steps (1)(6) and (8)(9) per the appropriate checklists in Section 4 of the
appropriate Pilots Operating Handbook (POH):
[ ] 1. Preight.
[ ] 2. Before Engine Start.
[ ] 3. Engine Start.
[ ] 4. Before Taxiing.
[ ] 5. Taxi to runup area.
[ ] 6. Engine Runup.
[ ] 7. Perform Ground Operational Check, 21-30-00.
[ ] 8. Taxi back to parking area.
[ ] 9. Shutdown.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B29
May 15, 2012
5-20-00
Page 19
GENERAL
[ ] 1. Aircraft conforms to FAA Specications.
[ ] 2. Latest revision of applicable FAA Airworthiness Directives complied with and appropriate compliance
record completed.
[ ] 3. Current and correct Pilots Operating Handbook (POH) is in the airplane.
[ ] 4. Check airplane for required placards as identied in Section 2 of the POH.
[ ] 5. Appropriate entries made in the Aircraft and Engine Log books.
[ ] 6. Airworthiness & Registration Certicates in the aircraft and properly displayed.
[ ] 7. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337 (if applicable) are in the aircraft
and in proper order.
[ ] 8. Operational inspection and run-up completed.
[ ] 9. Aircraft cleaned and lubricated after wash (as required).
[ ] 10. Event Inspection Record completed.
[ ] 11. Discrepancy Record completed.
[ ] 12. Equipment Change and Overhaul Record completed.
PIPER AIRCRAFT
PA-42 / PA-42-720
1B30
May 15, 2012
5-20-00
Page 20
THIS SPACE INTENTIONALLY BLANK
PIPER AIRCRAFT
PA-42 / PA-42-720
1B31
May 15, 2012
5-20-00
Page 21
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordance
with PIPER AIRCRAFT 100 Hour Progressive Inspection Event
No. 1, and is approved for return to service. Pertinent details of
this inspection are on le at this facility under:
Repair Order No.
Total Time: Date:
Signed: Repair Station No.:
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1B32
May 15, 2012
5-20-00
Page 22
Event #1 Inspection Discrepancy Report
Engine Time
Aircraft Time: Left:
Right:
Date: Work Order No.:
Item No. Discrepancy Corrective Action Mechanic Signature
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1C1
May 15, 2012
5-20-00
Page 23
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR
INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER
THE AIRCRAFT UNAIRWORTHY. (SEE MAINTENANCE MANUAL - INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
NOTE: Review Notes 1, 2, 3, and 4, before beginning this event.
PROPELLERS, DETAILED
Left Right
[ ] [ ] 1. Remove and inspect spinner for cracks, corrosion and damage.
[ ] [ ] 2. Inspect blades for nicks, cracks, erosion and evidence of strikes.
[ ] [ ] 3. Check for grease and oil leaks.
[ ] [ ] 4. Inspect bulkhead for cracks, security and corrosion.
[ ] [ ] 5. Inspect propeller mounting bolts for condition and proper safety. Check torque if safety is broken.
[ ] [ ] 6. Inspect hub parts for cracks, corrosion and security.
[ ] [ ] 7. Rotate blades and inspect for tightness.
[ ] [ ] 8. Inspect beta feedback ring for runout (0.010 inch max.) and no metal to metal contact with
reverse lever and carbon block holder.
[ ] [ ] 9. Inspect carbon block for wear limit and freedom of movement.
[ ] [ ] 10. Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and
freedom of movement.
[ ] [ ] 11. Inspect condition of propeller deicer slip ring and brush block or modular brush assembly.
[ ] [ ] 12. Inspect propeller deice boots for security of attachment and condition.
[ ] [ ] 13. Inspect propeller deice wiring and junction blocks for security, cracks, chang and damage.
[ ] [ ] 14. If installed, inspect condition and security of synchrophaser wiring.
[ ] [ ] 15. Lubricate propeller per Lubrication Charts, 12-20-00.
[ ] [ ] 16. Install spinner.
ENGINES, DETAILED
NOTE: Refer to Pratt & Whitney PT6A-41 Maintenance Manual P/N 3021442 or Pratt & Whitney PT6A-61
Maintenance Manual P/N 3034342 as required for details. (See Note 5.)
Left Right
[ ] [ ] 1. Remove engine cowling.
[ ] [ ] 2. Remove upper and lower rewall access covers.
[ ] [ ] 3. Clean and inspect cowling and covers for cracks, distortion and loose or missing fasteners.
[ ] [ ] 4. Inspect oil temperature sender unit for leaks and security.
[ ] [ ] 5. Inspect oil lines and ttings for leaks, security, chang, dents, cracks and routing.
[ ] [ ] 6. Clean and inspect oil cooler for condition and attachment.
[ ] [ ] 7. Remove and inspect oil lter for damage and contamination Clean or replace as required.
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1C2
May 15, 2012
5-20-00
Page 24
ENGINES, DETAILED (continued)
CAUTION: ALL ENGINE CLEANING PROCEDURES AND CLEANING PRECAUTIONS MUST
BE OBTAINED FROM THE APPROPRIATE SECTIONS OF THE PRATT & WHITNEY
MAINTENANCE MANUAL (PT6A-61) P/N 3034342 OR (PT6A-41) P/N 3021442.
Left Right
[ ] [ ] 8. Clean exterior of engine.
[ ] [ ] 9. Inspect condition of igniter plugs.
[ ] [ ] 10. Inspect ignition harness and insulators for high tension leakage, continuity, damage and
attachment.
[ ] [ ] 11. Inspect electrical connections on ignition exciter for safety and security.
[ ] [ ] 12. Remove air inlet screen; inspect rst stage compressor blades for ingestion damage and
corrosion. Inspect screen for damage and cleanliness. Install screen.
[ ] [ ] 13. Clean and inspect fuel pump inlet screen for foreign material. Replace outlet lter.
[ ] [ ] 14. Inspect gas generator case drain valves for security and leaks. (Check after engine run.)
[ ] [ ] 15. Inspect magnetic chip detector and jump pins A & B operational check of annunciator.
[ ] [ ] 16. Inspect condition of inlet air ducts and ice protection system for operation and t. (See latest
Piper Service Letter No. 983.)
[ ] [ ] 17. Inspect condition of actuators and linkage for ice protection system and oil cooler doors.
CAUTION: WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO MOVE POWER LEVERS INTO
REVERSE POSITION, WITHOUT DISCONNECTING PROPELLER PUSH-PULL WIRE
ROPE CLEVIS FROM PROPELLER CONTROL CAM, WILL RESULT IN BENDING OR
KINKING OF WIRE ROPE.
[ ] [ ] 18. Inspect power lever, start control, propeller governor and propeller reversing linkage for
condition, travel and operation.
[ ] [ ] 19. Inspect gas generator case for cracks, distortion and evidence of overheating.
[ ] [ ] 20. Inspect exhaust stacks and exhaust ducts for cracks, distortion and security.
[ ] [ ] 21. Inspect propeller governor for leaks and security.
[ ] [ ] 22. Inspect propeller shaft for oil leaks.
[ ] [ ] 23. Remove drain; clean and inspect fuel lter bowl and element. (Firewall mounted.)
[ ] [ ] 24. Inspect all exible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure
connections. Replace upon condition. (See latest Piper Service Bulletin No. 822.)
[ ] [ ] 25. Inspect fuel control, fuel pumps, fuel manifold, fuel ow transmitter and fuel pressure transmitter
for leaks, security and condition. Check wiring for security and condition. (See latest revision
of Piper Service Bulletin 957.)
[ ] [ ] 26. Replace hydraulic lter and inspect for contamination. If lter shows evidence of contamination,
inspect entire hydraulic system.
[ ] [ ] 27. Inspect hydraulic pump and hydraulic lines for security and leaks.
[ ] [ ] 28. Inspect engine reseals for cracks, damage and security.
[ ] [ ] 29. Inspect rewalls for cracks, stress and condition.
[ ] [ ] 30. Inspect rewall seals for condition.
[ ] [ ] 31. Inspect oil breather tube for obstruction and security.
[ ] [ ] 32. Inspect oil ller cap seal for damage and condition.
[ ] [ ] 33. Check proper locking feature of oil ller cap.
[ ] [ ] 34. Inspect oil pressure transmitter for security and leaks. Check wires for connection and damage.
[ ] [ ] 35. Inspect torque transmitter for leaks and security. Check wiring for damage and security. Check
condition of shock mounts.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C3
May 15, 2012
5-20-00
Page 25
Left Right
[ ] [ ] 36. Inspect oil manifold for leaks and security.
[ ] [ ] 37. Inspect autoignition switch, autofeather switch and manifold for security and condition. Check
wiring for damage and secure connection.
NOTE: An autofeathering system is an optional system on the PA-42 Cheyenne III aircraft.
[ ] [ ] 38. Inspect P3 air lter for contamination. Replace if evidence of contamination.
[ ] [ ] 39. Inspect re extinguisher for damage and security of wiring. Test re extinguishing system for
proper cylinder pressure.
NOTE: Engine re extinguishers are optional equipment and are not installed on all PA-42 and PA-42-720.
[ ] [ ] 40. Inspect re warning sensors and wiring for security and condition.
[ ] [ ] 41. Inspect compressor wash ring for damage and security.
[ ] [ ] 42. Inspect compressor wash valve assembly for security and operation. (if installed)
[ ] [ ] 43. Inspect engine mounts for cracks, damage and loose mounting bolts.
[ ] [ ] 44. Inspect rubber Lord mounts for deterioration and condition.
[ ] [ ] 45. Check security, wiring and operation of blade angle sensor or beta lights, if installed.
[ ] [ ] 46. Check security, wiring and operation of beta limiter system.
[ ] [ ] 47. Inspect front and rear tachometer generators for security and wiring.
[ ] [ ] 48. Inspect starter generator quick attachment device (QAD) ring and mount pad for security,
cracks and damage.
[ ] [ ] 49. Inspect condition of starter-generator cables.
[ ] [ ] 50. Inspect condition of starter-generator cooling air ducts.
[ ] [ ] 51. In PA-42-720 airplanes only, inspect starter-generator brushes and commutator for wear,
[ ] [ ] 52. Clean dual drive lube lter.
[ ] [ ] 53. Inspect generator control units (GCU) for security, damage and wiring integrity.
[ ] [ ] 54. Inspect bleed air lines, exible lines and couplings for security, damage and leakage. (Also see
Piper Service Bulletin No. 914).
[ ] [ ] 55. Check bleed air shutoff valve and mixing regulator for security, damage, leakage and correct
operation. Check wiring for attachment and damage.
[ ] [ ] 56. Inspect bleed air intercooler for cleanness and blockage. Check intercooler inlet and outlet for
blockage, security and leakage of duct couplings.
[ ] [ ] 57. Inspect and check all engine wiring and ITT harness and connectors for security and condition.
[ ] [ ] 58. Lubricate power plant per Lubrication Chart, 12-20-00.
[ ] [ ] 59. Install upper and lower rewall access covers.
[ ] [ ] 60. Install engine cowling.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C4
May 15, 2012
5-20-00
Page 26
CABIN COCKPIT, ROUTINE
[ ] 1. Inspect cockpit seats, seat belts and shoulder harness, upholstery and curtains for tears, damage
and operation.
[ ] 2. Inspect instruments, instrument panel and circuit breakers for damage, condition and operation.
[ ] 3. Inspect cockpit, navigation, strobe and recognition lighting for damage, corrosion and operation.
[ ] 4. Perform main bus tie circuit breaker and distribution diodes check per Testing, 39-10-00.
WARNING: BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL, GASOLINE OR OTHER
PETROLEUM PRODUCTS BEFORE CHECKING OR PERFORMING MAINTENANCE ON
ANY COMPONENT OF THE OXYGEN SYSTEM.
[ ] 5. Check oxygen masks for damage, condition and proper attachment to outlets.
NOTE: Operation of oxygen shutoff valve on PA-42-720 aircraft will deploy all oxygen masks.
[ ] 6. Check rudder pedals, control column and control wheel for damage and operation.
FUSELAGE FORWARD, ROUTINE
[ ] 1. Inspect baggage door surface, door latch mechanism, door ajar switches, light switches and door seal
for damage, condition and operation.
[ ] 2. Check radome for condition, security and latching mechanism for operation.
[ ] 3. Check battery and battery case for damage and corrosion. Check battery contactors, cables, fuses,
solenoids and wiring for condition, corrosion, security and damage.
[ ] 4. Check avionics installation for security and condition.
[ ] 5. If equipped, check electrical outside air temperature probe for corrosion, damage and secure mounting.
Inspect condition and security of wiring.
[ ] 6. Check brake reservoir and hydraulic power pack for leaks, condition, damage and uid level. Service
as required.
[ ] 7. Inspect surfaces, skins and panels for loose or missing rivets, condition and damage.
FUSELAGE MAIN, ROUTINE
[ ] 1. Inspect external skins and fairings for missing rivets, damage, condition and corrosion.
[ ] 2. Check all windows for cracks, distortion and condition.
[ ] 3. Inspect cabin entrance door and emergency exit for damage, condition and operation. If applicable,
inspect cargo door for damage, condition and operation.
[ ] 4. Check bimetallic outside air temperature probe (OAT) for corrosion, damage and secure mounting.
[ ] 5. Inspect strobe lights for broken lenses and security.
[ ] 6. Check upholstery for damage and seats for operation, condition and damage.
[ ] 7. Check seat belts for condition, security and operation.
WARNING: BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL, GASOLINE OR OTHER
PETROLEUM PRODUCTS BEFORE CHECKING OR PERFORMING MAINTENANCE ON
ANY COMPONENT OF THE OXYGEN SYSTEM.
[ ] 8. Check oxygen masks for condition and damage, that masks are properly connected to outlets.
[ ] 9. Check outow and safety valve screen for damage and obstruction.
[ ] 10. Check cabinetry, consoles and dividers for damage and security.
[ ] 11. Check all lights and air vents for damage and operation.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C5
May 15, 2012
5-20-00
Page 27
FUSELAGE AFT AND EMPENNAGE, ROUTINE
[ ] 1. Inspect skins, fairings, vertical n, rudder, horizontal stabilizer, elevator and tabs for damage, loose or
missing rivets, corrosion and condition.
CAUTION: TO PREVENT WATER DAMAGE TO VENTRAL FIN KEVLAR MATERIAL, THE EDGE OF
EACH VENTRAL FIN DRAIN HOLE IS SEALED WITH EPOXY RESIN. IF NECESSARY TO
OPEN VENTRAL FIN DRAIN HOLES, CARE SHOULD BE TAKEN NOT TO BREAK SEAL. IF
SEAL IS BROKEN, REFER TO CHAPTER 51 FOR PROCEDURE USED TO APPLY EPOXY
RESIN.
[ ] 2. Check ventral n drain holes are open and free of foreign matter. (See latest Piper Service Bulletin
857.)
[ ] 3. Inspect rudder, rudder tab, elevator, elevator tabs, hinges, bolts and attachments for damage, wear,
security and operation.
[ ] 4. Inspect pneumatic deice boots for damage, security and condition.
[ ] 5. Check antennas for security and condition.
[ ] 6. Inspect static ports for obstructions and condition.
[ ] 7. Inspect tail navigation lights, strobe lights and logo lights for broken lenses, corrosion and security.
[ ] 9. Install inspection plates and access panels.
LEFT WING, ROUTINE
[ ] 1. Check surfaces, skins, tip tank and fairings for damage, condition, loose or missing rivets.
[ ] 2. Inspect aileron and trim tab attachments for security, damage and operation. (See Note 7.)
[ ] 3. Inspect aileron balance weight for damage and security.
[ ] 4. Inspect ap and ap tracks for security of attachment, damage, condition and corrosion. (See Note 8.)
[ ] 5. Check that fuel tanks contain correct type fuel. Check fuel caps and anti-syphon valves for seal,
damage and operation. Inspect condition of fuel type and fuel capacity placards. Replace if illegible.
[ ] 6. Inspect pneumatic deice boots for condition, leaks and operation.
[ ] 7. Inspect lift transducer for security of attachment, spring centering of switch blade and corrosion. Check
heat element for operation.
[ ] 8. Inspect wing tip navigation, strobe and wing inspection lights for broken lenses, wiring and security.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C6
May 15, 2012
5-20-00
Page 28
RIGHT WING, DETAILED
CAUTION: THE FLUX DETECTOR COVER ON THE OUTBOARD WING SURFACE IS SECURED
WITH BRASS SCREWS. ONLY BRASS SCREWS WILL BE USED WHEN INSTALLING THIS
COVER.
[ ] 1. Remove inspection plates and panels.
[ ] 3. Inspect ux detector plug connections and wiring for corrosion, security and condition.
[ ] 4. Inspect wing and control surface skins and fairings for cracks, loose or missing rivets and damage.
[ ] 5. Inspect aileron for security of attachment and freedom of movement. (See Note 7.)
[ ] 6. Inspect interior structure for cracks, loose and missing rivets or concealed damage.
[ ] 7. Inspect aileron cables, pulleys and bellcrank for damage, full travel, alignment, clearance and proper
cable tension.
[ ] 8. Inspect aileron balance weights and aileron gap seal for condition and security.
[ ] 9. Inspect aps, actuators, limit switches, wiring and pots for corrosion, damage, operation and full
travel. (See Note 8.)
NOTE: An approach ap extension of 10 will not activate the Flap/Landing Gear Warning Horn since this
ap setting is intended for extended approach use. Normal landings are made using 30 aps and
the Flap/Landing Gear Warning Horn will activate if the landing gear is not extended when the
aps are extended more than 10.
[ ] 10. Inspect ap tracks and rollers for condition. Check rollers for freedom of movement and binding.
[ ] 11. Inspect ap track bolts and aileron hinge bolts for wear, security and corrosion.
[ ] 12. Inspect all control surface bearings for attachment, wear and freedom of movement.
[ ] 13. Check operation of left fuel shutoff valve and crossfeed valve.
[ ] 14. Inspect wing attachment bolts for stripe alignment and brackets for cracks and corrosion.
[ ] 15. Inspect engine mount brackets for condition and security.
[ ] 16. Inspect bladder fuel cells for attachment, leaks and contamination.
[ ] 17. Inspect integral fuel tanks for leaks, corrosion, contamination and damage.
[ ] 18. Inspect fuel lines for attachment, chang and leaks.
[ ] 19. Check ller neck anti-siphon valves and fuel caps for damage and proper seal. Inspect quick drains
[ ] 20. Check fuel tanks for correct operating fuel. Check condition of fuel type placards.
[ ] 21. Inspect fuel vents for obstructions and damage. Check valves for operation and seal.
[ ] 22. Inspect fuel capacity probes for security, corrosion and leaks.
[ ] 23. Inspect electrical wiring harness and connections for chang, damage and security.
[ ] 24. Inspect hydraulic lines for leaks, damage or chang and attachment.
[ ] 26. Inspect bleed air warning duct switches for leaks and security and wiring for damage and attachment.
(PA-42: (engine, intercooler, shroud aft of rewall and wing root), PA-42-720: (Engine, intercooler and
wing root).
[ ] 27. Inspect bleed air duct coupling for leakage, damage and security. Check duct insulation for condition
and security. Check ducting for security and chang.
[ ] 28. Inspect pneumatic deicer boots for condition and damage.
[ ] 29. Inspect left transducer for security of attachment, spring centering of switch blade and corrosion.
check heat element for operation.
[ ] 30. Inspect wing tip tank attachment bolts for security.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C7
May 15, 2012
5-20-00
Page 29
[ ] 31. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring and attachment.
[ ] 32. Check wing inspection light for broken lens, security, wiring and attachment.
[ ] 33. Inspect wing lockers for condition, leaks and damage.
[ ] 34. Inspect wing locker door for security and damage.
[ ] 35. Check wing locker door cylinder and lock for security, damage and operation.
[ ] 36. Inspect nacelle fuel tank for condition, leaks and damage. Check condition of fuel type and capacity
placards. Replace if illegible.
CAUTION: ONLY BRASS SCREWS ARE TO BE USED FOR INSTALLING FLUX DETECTOR ACCESS
DOOR.
[ ] 38. Install inspection plates and panels.
LANDING GEAR, DETAILED (See Piper Service Bulletins 822 and 841A.)
[ ] [ ] [ ] 1. Place airplane on jacks. Jack airplane per 7-10-00.
[ ] [ ] [ ] 2. Check oleo struts for leaks, scoring, damage, cleanliness, proper extension and pressure.
[ ] [ ] [ ] 3. Inspect tires for cuts, uneven or excessive wear and slippage.
[ ] [ ] [ ] 4. Remove wheels; clean, inspect and repack bearings.
[ ] [ ] [ ] 5. Clean and inspect wheels for cracks, corrosion and broken or loose bolts.
[ ] [ ] [ ] 6. Check tires for proper pressure per Chart 601.
[ ] [ ] 7. Check brake linings and discs for cracks, uneven wear, distortion and wear limits.
[ ] [ ] [ ] 8. Clean and inspect gear legs, nose gear fork and axles for security, damage, cracks, nicks,
corrosion and condition. (Refer to latest Piper Service Bulletin No. 841)
[ ] [ ] [ ] 9. Inspect gear doors for security of attachment, cracks, damage and corrosion. (See Note 6.)
[ ] [ ] [ ] 10. Inspect actuating cylinders, lines and ttings for attachment, leaks and damage.
[ ] [ ] [ ] 11. Inspect all hydraulic and pneumatic lines for chang.
[ ] [ ] [ ] 12. Inspect emergency gear extension pneumatic bottles for security of mounting and proper
pressure.
[ ] [ ] [ ] 13. Check emergency gear extension pneumatic system lines, ttings, shuttle valves and linkage
for security, leakage, damage and proper adjustment.
WARNING: WIRES MUST BE REMOVED FROM SQUIB PRIOR TO CONTINUITY CHECK.
[ ] [ ] [ ] 14. Check emergency air bottle squib wiring for continuity.
NOTE: Inspection items 16 and 17 apply only to PA-42 aircraft, S/Ns 42-7800001 through 42-8001105.
[ ] [ ] [ ] 15. Remove nose gear lock actuator rod assembly and main gear up and down lock actuator rod
assemblies.
[ ] [ ] [ ] (a) Remove boot; inspect telescopic portion of each rod assembly for corrosion. If evident,
replace rod assembly. If no corrosion exists, lubricate per Lubrication Chart, 12-20-00.
[ ] [ ] [ ] (b) Inspect each rod end bearing for race damage and corrosion. If either is evident, replace
bearing. If no corrosion or evidence of damage exists, lubricate per Lubrication Chart,
12-20-00.
[ ] [ ] [ ] 16. Install rod assemblies per 32-10-00 and 32-20-00.
[ ] [ ] [ ] 17. Inspect condition of up and down lock hooks, springs, pushrods (PA-42) and cables (PA-42-
720) for damage, binding, operation and corrosion. Inspect up and down lock actuating cables
antirotation clips (PA-42-270 only).
PIPER AIRCRAFT
PA-42 / PA-42-720
1C8
May 15, 2012
5-20-00
Page 30
LANDING GEAR, DETAILED (continued)
[ ] [ ] 18. Inspect brake housings for cracks, leaks, attachment and damage.
[ ] [ ] 19. Inspect brake hydraulic lines for security, chang, damage and leaks.
[ ] 20. Inspect shimmy dampener for security, damage, corrosion and leaks.
[ ] 21. Check nose gear steering and mechanism for wear, binding, freedom of operation and full
travel.
[ ] [ ] [ ] 22. Inspect gear doors and attachments for security, cracks, loose or missing rivets, condition and
damage.
[ ] [ ] [ ] 23. Inspect actuating cylinders and lines for leaks, damage, corrosion, scoring and security.
[ ] [ ] [ ] 24. Inspect all wiring and wiring harness for condition, security, damage, chang and corrosion.
Check switches for adjustment, security and operation.
[ ] [ ] [ ] 25. Cycle gear. Verify landing gear retracts and extends properly.
[ ] [ ] [ ] 26. Lubricate per Lubrication Chart, 12-20-00.
WARNING: DO NOT REMOVE JACKS UNTIL IT HAS BEEN DETERMINED THAT THE LANDING GEAR
IS DOWN AND LOCKED AND ANTI-RETRACTION SYSTEM HAS BEEN CHECKED.
[ ] [ ] [ ] 27. Place weight of aircraft on landing gear. (Do Not Remove Jacks.)
[ ] [ ] [ ] 28. Check anti-retraction system for proper operation.
[ ] [ ] [ ] 29. Ensure all gears are down and locked, then remove jacks.
SPECIAL INSPECTIONS, AS REQUIRED
[ ] See 5-30-00.
OPERATIONAL INSPECTION
NOTE: Perform the following steps (1)(6) and (8)(9) per the appropriate checklists in Section 4 of the
appropriate Pilots Operating Handbook (POH):
[ ] 1. Preight.
[ ] 2. Before Engine Start.
[ ] 3. Engine Start.
[ ] 4. Before Taxiing.
[ ] 5. Taxi to runup area.
[ ] 6. Engine Runup.
[ ] 7. Perform Ground Operational Check, 21-30-00.
[ ] 8. Taxi back to parking area.
[ ] 9. Shutdown.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C9
May 15, 2012
5-20-00
Page 31
GENERAL
[ ] 1. Aircraft conforms to FAA Specications.
[ ] 2. Latest revision of applicable FAA Airworthiness Directives complied with and appropriate compliance
record completed.
[ ] 3. Current and correct Pilots Operating Handbook (POH) is in the airplane.
[ ] 4. Check airplane for required placards as identied in Section 2 of the POH.
[ ] 5. Appropriate entries made in the Aircraft and Engine Log books.
[ ] 6. Airworthiness & Registration Certicates in the aircraft and properly displayed.
[ ] 7. Aircraft Equipment List, Weight and Balance and FAA Form(s) 337 (if applicable) are in the aircraft
and in proper order.
[ ] 8. Operational inspection and run-up completed.
[ ] 9. Aircraft cleaned and lubricated after wash (as required).
[ ] 10. Event Inspection Record completed.
[ ] 11. Discrepancy Record completed.
[ ] 12. Equipment Change and Overhaul Record completed.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C10
May 15, 2012
5-20-00
Page 32
THIS SPACE INTENTIONALLY BLANK
PIPER AIRCRAFT
PA-42 / PA-42-720
1C11
May 15, 2012
5-20-00
Page 33
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordance
with PIPER AIRCRAFT 100 Hour Progressive Inspection Event
No. 2, and is approved for return to service. Pertinent details of
this inspection are on le at this facility under:
Repair Order No.
Total Time: Date:
Signed: Repair Station No.:
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1C12
May 15, 2012
5-20-00
Page 34
Event #2 Inspection Discrepancy Report
Engine Time
Aircraft Time: Left:
Right:
Date: Work Order No.:
Item No. Discrepancy Corrective Action Mechanic Signature
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1C13
May 15, 2012
5-20-00
Page 35
NOTES
1. Refer to Pipers Customer Service Information File P/N 1753-755 (available online at http://pubs.piper.
com) for latest revision dates to Piper Inspection Manuals and this maintenance manual. References to
Chapter or Section are to the appropriate Chapter or Section in this manual.
SO MODIFIED.
2. Inspections or operations are to be performed as indicated in each 100 hour inspection event. Inspections
or operations (i.e. - component overhauls/replacements, etc.) required outside the 100 hour cycle are listed
as special inspections in section 5-30-00. Inspections must be accomplished by persons authorized by the
FAA or appropriate National Aviation Authority.
A. The routine inspection accomplishes preventive maintenance, lubrication and servicing as well as
inspecting critical components.
B. The detailed inspection is a complete inspection of the indicated inspection group.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory. In all cases,
see Service Bulletin/Service Letter Index P/N 762-332 (available online at http://pubs.piper.com) to verify
latest revision.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the airplane and
should be given careful attention.
5. Inspections given for the power plants are based on the appropriate engine manufacturers maintenance
manual for these airplanes. Any changes issued to the engine manufacturers maintenance manual shall
supersede or supplement the inspections outlined in this report.
6. Inspect main landing gear inboard door hinges for cracks, with a 10X magnifying glass.
7. In airplanes which have not yet replaced original equipment aileron inboard hinge brackets (W.S. 174.5)
with the improved aileron inboard hinge brackets P/Ns 74461-002 (left) and 74461-003 (right), remove left
and right ailerons and inspect per Piper Service Bulletin No. 967. See also AD96-21-03.
8. In airplanes with flap transmissions which have accumulated 500 hours time-in-service, inspect flap
transmission per the inspections in 27-50-00.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C14
May 15, 2012
5-20-00
Page 36
PIPER AIRCRAFT
PA-42 / PA-42-720
1C15
May 15, 2012
5-20-00
Page 37
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PROGRAM RESPONSIBILITY
The person responsible for scheduling the inspections required under this program must enter his or her
name below and forward the original copy of this form to their local FAA-FSDO office. A duplicate copy
should be maintained in this manual.
Name:
Address:
City: State: Zip:
Telephone Number:
Any change in personnel responsible for scheduling the inspection program, will be added with the
appropriate information on a separate sheet of paper and the original copy sent to the local FAA-FSDO
office, while a duplicate copy is attached behind this page. The previous information sheet will be left in the
booklet and the word CHANGED will be written across the deleted information.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C16
May 15, 2012
5-20-00
Page 38
PIPER AIRCRAFT
PA-42 / PA-42-720
1C17
May 15, 2012
5-20-00
Page 39
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
REVISIONS
Revisions to this Inspection Program are the direct responsibility of the manufacturer. However, owners/
operators with an F.A.A.-approved Part 91 Progressive Inspection Program or a Part 135 Approved Aircraft
Inspection Program may not enact any such revisions until approval is obtained from the responsible F.A.A.
District Office. A permanent record of revisions and F.A.A. approvals will be maintained by the owner/
operator.
RECORD OF REVISIONS
REV. NO. FAA APPROVAL DATE PAGE NO. INSERTED BY/DATE
PIPER AIRCRAFT
PA-42 / PA-42-720
1C18
May 15, 2012
5-20-00
Page 40
PIPER AIRCRAFT
PA-42 / PA-42-720
1C19
May 15, 2012
5-20-00
Page 41
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
EVENT INSPECTION RECORD
1. Proper inspection procedures are the responsibility of the individuals performing the inspection and must
be made in accordance with all applicable current Federal Aviation Regulations and Piper Maintenance
Manuals and Publications.
2. Work order column is applicable only to FAA approved repair stations.
3. Always check for and use only current information.
4. The signatures below signify that this aircraft has been thoroughly inspected and found airworthy in
accordance with applicable and current FARs, Piper Maintenance Manual and Service Publications
(including Service Bulletins and Mandatory Service Letters). Further, the signatures verify that all
appropriate entries have been made in Aircraft and Engine Logbooks and Progressive Inspection
Program Records (i.e. - Event Inspection Record, Progressive Inspection Cycle Record, Discrepancy
Record, Service Publication Compliance Record, FAA AD Compliance Record, and Equipment Change
and Overhaul Record).
EVENT No. A/C HOURS DATE W.O. No. SIGNATURE - CERTIFICATE No.
1 100 HR
2 200 HR
1 300 HR
2 400 HR
1 500 HR
2 600 HR
1 700 HR
2 800 HR
1 900 HR
2 1000 HR
1 1100 HR
2 1200 HR
1 1300 HR
2 1400 HR
1 1500 HR
2 1600 HR
1 1700 HR
2 1800 HR
1 1900 HR
2 2000 HR
PIPER AIRCRAFT
PA-42 / PA-42-720
1C20
May 15, 2012
5-20-00
Page 42
PIPER AIRCRAFT
PA-42 / PA-42-720
1C21
May 15, 2012
5-20-00
Page 43
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PROGRESSIVE INSPECTION CYCLE RECORD
1. Current and correct FAA Pilots Operating Handbook is in the aircraft.
2. Aircraft and Engine Logbooks are in the aircraft and appropriate entries made in these logbooks.
3. Registration certificate is in the aircraft and properly displayed.
4. Airworthiness certificate in aircraft and properly displayed.
5. Aircraft Equipment List, Weight and Balance and FAA Form 337 (if applicable) are in the aircraft and in
proper order.
6. Applicable FAA Airworthiness Directives are complied with.
7. Piper Progressive Inspection Records in order and properly signed off.
8. Outstanding conditions have been corrected as listed on condition record.
CYCLE No. DATE A/C HOURS REMARKS SIGNATURE - CERTIFICATE No.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C22
May 15, 2012
5-20-00
Page 44
P
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AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
DISCREPANCY RECORD
DISCREPANCY A/C SIGNATURE DATE CORRECTIVE ACTION W.O.# SIGNATURE AND DATE
HOURS CERTIFICATE NO.
PIPER AIRCRAFT
PA-42 / PA-42-720
1C24
May 15, 2012
5-20-00
Page 46
P
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AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
SERVICE PUBLICATION
COMPLIANCE RECORD
MANUFACTURER PUBLICATION NUMBER COMPLIANCE A/C W.O.# SIGNATURE AND CERTIFICATE NO.
DATE HOURS
PIPER AIRCRAFT
PA-42 / PA-42-720
1C26
May 15, 2012
5-20-00
Page 48
P
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9
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
FAA AIRWORTHINESS
DIRECTIVE (AD)
COMPLIANCE RECORD
ONE TIME RECURRING
AD AD A/C METHOD OF DATE / TIME W.O.# SIGNATURE AND CERTIFICATE NO.
NUMBER DATE HOURS COMPLIANCE NEXT DUE
PIPER AIRCRAFT
PA-42 / PA-42-720
1C28
May 15, 2012
5-20-00
Page 50
PIPER AIRCRAFT
PA-42 / PA-42-720
1C29
May 15, 2012
5-20-00
Page 51
NICKEL-CADMIUM BATTERY SERVICE RECORD
BATTERY TYPE RATED CAPACTY (C): Ah CHARGE RATES
SERIAL NO. MINIMUM ALLOWABLE CELL
INSTALLATION DATE CAPACITY (0.85 x C): Ah C/2 AMPS
AIRCRAFT *ALLOWABLE WATER CONSUMPTION Cm
3
AMPS C/10
SERVICE IN ACCORDANCE WITH AIRFRAME SERVICE/MAINTENANCE MANUAL
Condition From Aircraft Charge and Water Consumption Data
Cell End of Distilled Water Cell Remarks
Removal Reason Hours Minimum Charge Voltage Added to Cells to
Dates for Since Visual Cell Battery Case
Removal Serviced Capacity Capacity Insul.
(CA) (CB) AVG Max./Cell Min./Cell AVG Max./Cell Min./Cell
No. No. No. No.
NOTE
Number cells by starting with the cell connected *If the quantity of water added during maintenance is greater than that indicated,
to the negative battery terminal and proceeding it is recommended that a check be made of charge voltage with reference to
sequentially as the cells are connected in series temperature. If necessary, shorten interval between maintenance.
to the positive battery terminal.
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1C30
May 15, 2012
5-20-00
Page 52
P
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3
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
EQUIPMENT CHANGE
AND OVERHAUL
RECORD
DATE A/C REMOVED PART NO. SERIAL INSTALLED PART NO. SERIAL SIGNATURE AND CERTIFICATE NO.
HOURS NUMBER NUMBER
PIPER AIRCRAFT
PA-42 / PA-42-720
1C32
May 15, 2012
5-20-00
Page 54
PIPER AIRCRAFT
PA-42 / PA-42-720
1D1
May 15, 2012
5-30-00
Page 1
The following inspections are required in addition to those listed in the Progressive Inspection Program
(i.e. - 5-20-00). These inspections are required at intervals of:
Q Engine Cycles;
Q Flight hours;
Q Calendar Year; or
Q the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurrence of the specified interval.
Note that the items listed herein are guidelines based on past operating experience. Each operator should
closely monitor his own unique operating conditions/environment and react accordingly to keep his aircraft
airworthy.
NOTE: A log book entry should be made upon completion of any inspections.
1. Per Engine Cycle
[ ] See latest revision of Pratt & Whitney Canada Service Bulletin No. 3002 or 13002 for PT6A-41
or PT6A-61 Rotor Components Service Life Limits, respectively.
NOTE: A complete engine cycle is dened as engine start, idle, takeoff, ight, landing, idle,
and shutdown. Many aircraft operations involve partial engine cycles (i.e. - idle, takeoff,
ight, landing, idle) that, with the application of an appropriate formula (see appropriate
P&WC Service Bulletin, above), are also factored into the calculation of service life
limits.
The owner/operator is responsible for recording and calculating life limiting cycles.
2. Per Flight Hour
A. First 100 Hours
[ ] (1) At the rst 100 hour inspection after installation of a new battery, deep cycle of the battery
is recommended. At the second 100 hour inspection another deep cycle is recommended.
Subsequent intervals of battery deep cycle checks are dependent on service and operating
conditions.
NOTE: A battery log is provided for recording battery condition.
SPECIAL INSPECTIONS WORK SHEET
(Sheet 1 of 10)
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1D2
May 15, 2012
5-30-00
Page 2
(Sheet 2 of 10)
A. First 100 Hours (cont.)
[ ] (2) At rst 100 hours after receipt of new aircraft or new or overhauled engines a ow check of
the fuel nozzles is recommended.
[ ] (3) At rst 100 hours after receipt of new aircraft or new or overhauled engines, re-torque
engine mount bolts.
B. Each 200 Hours
[ ] For airplanes equipped with main gear retraction arms (P/N 42042-002) which have
accumulated 1,500 hours time-in-service, inspect the main gear retraction arms per Piper
Service Letter No. 1192B.
C. Each 250 Hours
[ ] In PA-42 airplanes only, inspect starter-generator brushes and commutator for wear,
D. Each 300 Hours
[ ] (1) Inspect and check fuel nozzles for ow, leaks, damage and condition. (Refer to Pratt &
Whitney Maintenance Manual (PT6A-61) P/N 3034342 or (PT6A-41) P/N 3021442.)
WARNING: DO NOT PERMIT OIL, GREASE OR OTHER PETROLEUM PRODUCTS TO COME
IN CONTACT WITH ANY LINES OR FITTINGS UTILIZED IN THE OXYGEN
SYSTEM. BE SURE SKIN AND CLOTHING ARE FREE OF OIL, GREASE,
GASOLINE OR OTHER PETROLEUM PRODUCTS BEFORE WORKING ON ANY
COMPONENTS OF THE OXYGEN SYSTEM.
[ ] (2) Inspect oxygen cylinder pressure regulator for condition and operation.
[ ] (3) Clean water separator coalescer.
[ ] (4) Re-torque engine mount bolts.
E. Each 500 Hours
[ ] (1) Inspect static system drain assembly for corrosion.
[ ] (2) Inspect water aspirator nozzle and hose for condition.
[ ] (3) Inspect fuel quantity indication system for proper calibration.
[ ] (4) Inspect and clean engine oil scavenge screen on reduction gear box.
[ ] (5) Replace the vacuum system inlet air lter (i.e., central air lter, gyro lter, etc.) element
each 500 hours time-in-service, annually, or at vacuum pump replacement, whichever
comes rst.
[ ] (6) In PA-42 airplanes only, replace starter-generator brushes.
[ ] (7) Repack oil cooler exhaust door transmission 75% full with Dukes actuator grease (Dukes
P/N 2196-74-1).
PIPER AIRCRAFT
PA-42 / PA-42-720
1D3
May 15, 2012
5-30-00
Page 3
(Sheet 3 of 10)
F. Each 1,000 Hours
[ ] (1) Overhaul or replace starter generators.
[ ] (2) Replace compressor P3 air lter.
[ ] (3) Replace engine main oil lter element.
[ ] (4) In airplanes which have not complied with Piper Service Bulletin No. 888, inspect rudder
pedal torque tube brackets for cracks. Replace upon condition.
[ ] (5) Replace engine compartment exible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes rst; except for
TSO-C53a - Type D hoses which are replaced on-condition.
[ ] (6) For other hoses, inspect as follows each 1,000 hours:
[ ] (a) Pressurize the exible fuel lines with the fuel boost pump operating.
NOTE: Place the condition lever in the stop position prior to using the boost pump for fuel
system pressurization.
[ ] (b) Examine the hose exterior for evidence of leakage or wetness.
[ ] (c) Inspect for discoloration of the hoses and/or color bleaching of the end ttings.
[ ] (d) Check the hoses for evidence of stiffness.
[ ] (e) Replace any exible hoses which are found leaking or which show a notable amount
of stiffness.
[ ] (f) During reinstallation of exible hose assemblies:
[ ] a) Ensure the hose is not twisted. High pressures applied to a twisted hose can
cause failure of the hose or loosening of the B-nut.
[ ] b) Do not attempt to straighten a hose having a bend in it as this could result in
damage to the hose. Rubber hoses will take a permanent set during extended
service periods. Care should also be taken during removal and reinstallation
of such hoses to assure they are not bent excessively and that they are returned
to their original position.
[ ] (7) Inspect acrylic windows per Chapter 56.
[ ] (8) Inspect main landing gear inboard door hinges for cracks, using a dye penetrant method of
inspection.
[ ] (9) For airplanes which have not yet replaced the original equipment inboard aileron hinge
bracket (P/Ns 40110-002 / -003) with the improved inboard aileron hinge bracket (P/Ns
74461-002 / -003), replace the inboard aileron hinge bracket and inspect the aileron spar per
Piper Service Bulletin No. 967.
[ ] (10) For airplanes which have installed the improved inboard aileron hinge bracket (P/Ns 74461-
002 / -003) per Piper Service Bulletin No. 967, each 1,000 hours time-in-service remove the
inboard aileron hinge bracket and inspect the aileron spar per the procedure in Piper Service
Bulletin No. 967.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D4
May 15, 2012
5-30-00
Page 4
(Sheet 4 of 10)
G. Each 1,200 Hours
[ ] Inspect nose and main landing gear upper bearing block retaining pins.
H. Each 1,250 Hours
[ ] In PA-42-720 airplanes, perform Hot Section Inspection (HSI) in accordance with the latest
Pratt & Whitney Service Bulletin No. 13303.
NOTE: All PT6A engines may be operated to a scheduled hot section inspection interval
or alternatively, the HSI frequency may be based on engine performance trend
monitoring. If trend monitoring is introduced part way through engine life,
compressor wash and hot section inspection must be accomplished to establish
performance base line. Refer to Pratt & Whitney Agtoil 23 for details on trend
monitoring.
I. Each 1,500 Hours
[ ] (1) In PA-42 airplanes, perform Hot Section Inspection (HSI) in accordance with the latest Pratt
& Whitney Service Bulletin No. 3003.
NOTE: PT6A-41 engine Hot Section Inspection (HSI) may be based on inspection intervals
or on engine performance trend monitoring is introduced part way through the
engine life, a compressor wash and HSI must be accomplished to establish the
performance base line. Refer to Pratt & Whitney AGTOIL 8 for details on trend
monitoring.
[ ] (2) Replace exible bleed air lines (high temp), at pneumatic pressure regulator and at pneumatic
boot deice injectors, each 1,500 hours time-in-service or 7 years, whichever occurs rst.
J. Each 1,600 Hours
[ ] (1) For airplanes whose wings have accumulated 10,000 hours time-in-service, inspect the
wing leading edge rivets per Special Inspection Manual, P/N 767-048.
[ ] (2) For airplanes whose empennage has accumulated 11,600 hours time-in-service, perform the
empennage rivet inspections in Special Inspection Manual, P/N 767-079.
K. Each 2,000 Hours
[ ] (1) Inspect interior of nacelle and tip tank for contamination, corrosion and evidence of leaks.
[ ] (2) Inspect operation of fuel cell bafes, check valves and fuel tanks per 28-10-00.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D5
May 15, 2012
5-30-00
Page 5
(Sheet 5 of 10)
L. Each 2,500 Hours (In PA-42-720 airplanes only.)
[ ] (1) Overhaul engines.
[ ] (2) Replace rubber engine mounts.
[ ] (3) Overhaul or replace hydraulic pumps (on condition).
[ ] (4) Overhaul or replace tachometer generators (on condition).
[ ] (5) Overhaul or replace fuel crossfeed and shutoff valves.
NOTE: Refer to the latest Pratt & Whitney Canada Service Bulletin 13303 for criterion for
escalating time between overhauls on PT6A-61 engines.
M. Each 3,000 Hours
[ ] (1) In PA-42 airplanes, overhaul engines.
[ ] (2) In PA-42 airplanes, replace rubber engine mounts.
[ ] (3) In PA-42 airplanes, overhaul or replace hydraulic pumps (on condition).
[ ] (4) In PA-42 airplanes, overhaul or replace tachometer generators (on condition).
[ ] (5) In PA-42 airplanes, overhaul or replace fuel crossfeed and shutoff valves.
NOTE: Refer to the latest Pratt & Whitney Canada Service Bulletin 3003 for criterion for
escalating time between overhauls on PT6A-41 engines.
[ ] (6) Overhaul propellers every 3,000 hours or Five (5) years, whichever comes rst. Refer to
latest Hartzell Service Letter No. HC-SL-61-61Y.
[ ] (7) Replace main landing gear top cylinder bolts, P/N 401-195.
[ ] (8) Replace main landing gear actuator rod ends, P/N 758-440.
N. Each 3,200 Hours
[ ] Replace main landing gear brace pivot shaft assembly, P/N 43286-002.
O. Each 4,000 Hours
[ ] Replace landing gear selector cable assembly, P/N 55416-004, each 4,000 hours time-in-
service or every ten (10) years, whichever comes rst.
P. Each 6,000 Hours
[ ] (1) Replace main landing gear retraction arm, P/N 42042-002.
[ ] (2) Replace main landing gear link bolts (AN6-14 or AN6-16). Replace with AN6-16 P/N
400-211.
Q. Each 6,500 Hours
[ ] Overhaul or replace overspeed governors.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D6
May 15, 2012
5-30-00
Page 6
(Sheet 6 of 10)
R. Each 6,600 Hours
[ ] Replace main gear link assemblies, P/N 85165-002 Left / 85165-003 Right.
S. Each 7,500 Hours
[ ] Replace engine mount bolts located at the rewall (Station 106.00).
T. Each 7,800 Hours
[ ] Each 7,800 hours, inspect the Wing, Wing Carry-Through, and their Attaching Structure per
Special Inspection Manual, P/N 767-048.
U. At 12,300 Hours
[ ] At 12,300 hours time-in-service, inspect the Cabin and Pressurized Structure per Special
V. At 13,300 Hours
[ ] At 13,300 hours time-in-service, perform the empennage crack inspections per Special
W. At 13,900 Hours
At 13,900 hours time-in-service, perform the inspections specied in Special Inspection Manual, P/N
767-078.
3. Per Calendar Year
A. Each Three (3) Years
IN CONTACT WITH ANY LINES OR FITTINGS USED IN OXYGEN SYSTEM.
BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL, GASOLINE OR
OTHER PETROLEUM PRODUCTS BEFORE PERFORMING ANY WORK ON
THE OXYGEN SYSTEM.
[ ] Hydrostatic test oxygen cylinders with 3HT designation to 5/3 their working pressure every 3
years and retire from service at 24 years or 4,380 lling cycles (partial or full pressurization)
after date of manufacture, whichever occurs rst.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D7
May 15, 2012
5-30-00
Page 7
(Sheet 7 of 10)
B. Each Five (5) Years
[ ] (1) Replace landing gear emergency extension nitrogen bottle squibs.
[ ] (2) Hydrostatic test engine re extinguisher bottles.
[ ] (3) Replace engine landing gear emergency extension nitrogen bottle squibs.
IN CONTACT WITH ANY LINES OR FITTINGS USED IN OXYGEN SYSTEM.
BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL, GASOLINE OR
OTHER PETROLEUM PRODUCTS BEFORE PERFORMING ANY WORK ON
THE OXYGEN SYSTEM.
[ ] (4) Overhaul or replace oxygen pressure regulator each 5 years time-in-service.
[ ] (5) Hydrostatic test oxygen cylinders with 3AA designation to 5/3 their working pressure every
ve (5) years.
[ ] (6) Overhaul propellers every 3,000 hours or Five (5) years, whichever comes rst. Refer to
latest Hartzell Service Letter No. HC-SL-61-61Y.
C. Each Seven (7) Years
[ ] (1) Replace exible pneumatic lines in wings and fuselage.
[ ] (2) Replace exible bleed air lines (high temp), at pneumatic pressure regulator and at pneumatic
boot deice injectors, each 1,500 hours time-in-service or 7 years, whichever occurs rst.
D. Each Eight (8) Years
[ ] Replace engine compartment exible fuel and oil hoses as required; but not to exceed 1000
hours time-in-service, eight (8) years, or engine overhaul, whichever comes rst; except for
TSO-C53a - Type D hoses which are replaced on-condition.
E. Each Ten (10) Years
[ ] (1) Replace landing gear selector cable assembly, P/N 55416-004, each 4,000 hours time-in-
service or every ten (10) years, whichever comes rst.
[ ] (2) Test all uid hoses to system pressures and visually check for leaks or a notable amount of
stiffness. If found free of leaks and still exible, return to service for an additional 5 years.
Retest every 5 years after the initial ten year inspection. No exible hose may exceed twenty
(20) years time-in-service.
NOTE: The hoses are to be check in the aircraft without disturbing the hoses.
F. Each Twelve (12) Years
[ ] Hydrostatically test rechargeable (gauged) re extinguishers each twelve (12) years time-
in-service.
G. Each Twenty (20) Years
[ ] Replace all exible hoses each twenty (20) years time-in-service.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D8
May 15, 2012
5-30-00
Page 8
(Sheet 8 of 10)
4. Per Specific Operation / Operating Environment
A. Operation in High Dust or Industrial Pollution Environment
CAUTION: DISCONNECT LINES FROM PITOT/STATIC SYSTEM BEFORE CONDUCTING
THIS INSPECTION.
Item Inspection Inspection Interval
P3 Air Filter. Remove, inspect and clean. 100 Hours.
Replace as required.
Air Intake Screens. Clean and inspect for damage. 100 Hours.
Engine Oil Filter. Clean and inspect condition. 100 Hours.
Engine Oil. Drain and replace. 200 Hours.
Compressor. Inspect and complete performance Weekly or more
recovery wash. (See appropriate often as required.
Pratt & Whitney Canada Maintenance
Manual, 71-00-00.)
Propeller. Refer to latest Hartzell Service Letter. 1,500 Hours or
Three (3) years.
Cowling. Snug t of reseals and ice doors. 100 Hours.
Water Separator Coalescer Remove, inspect and wash. 100 Hours or
as required.
Cabin Environmental and Inspect and replace if necessary. 100 Hours.
Instrument Air Filters.
CAUTION: VERIFY LINES DISCONNECTED FROM SYSTEM BEFORE REVERSING FLOW.
Pitot/Static system. Check for obstruction. Reverse 100 Hours or
ow to lines. as required.
Landing Gear Up and Clean, inspect, and lubricate 100 Hours.
Down Lock Assemblies. per Lubrication Chart, 12-20-00.
Landing Gear Actuators Clean. Before each ight.
and Oleos.
Inspect. 100 Hours.
Landing Gear Wheel Clean, inspect and repack. 100 Hours.
Bearings.
Windows. Inspect for cracks, erosion, crazing, Daily.
visibility, and cleanliness.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D9
May 15, 2012
5-30-00
Page 9
(Sheet 9 of 10)
B. Operation in High Salt or High Humidity Environment
Fuselage, Empennage Remove oor panels and exterior 200 Hours.
and Wings. access plates; inspect for corrosion.
Landing Gear. Inspect for corrosion and lubrication; 200 Hours.
switches and wiring for condition.
Engines. Perform desalinization and wash. Daily or
See Pratt and Whitney Canada as required.
SIL No. PT6A-144, latest revision.
Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
Interior. Inspect upholstery, seat belts, seats and 100 Hours.
rugs for corrosion and integrity.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity environments.
C. Operation in Extreme Cold
Hydraulic, Pneumatic Check all ttings and attachments for First 100 Hour, then
and Environmental. security and leaks. as required.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D10
May 15, 2012
5-30-00
Page 10
(Sheet 10 of 10)
D. Operation from Soft or Unusual Terrain
Propeller. Check for damage (i.e., nicks, gouges, Each occurrence,
and scratches) or change in vibration before further ight.
that was not previously present.
Engine Air Inlets. Check for damage and debris. Each occurrence,
before further ight.
Oil Cooler Inlet. Check for damage and debris. Each occurrence,
Landing Gear. Visually inspect for crack indications 25 Hours.
at gear actuator attachments, engine
mount attachments, and for damage,
lubrication and abnormal wear.
Oleo Strut. Visually inspect for proper extension Daily.
and evidence of uid leakage. See
Landing Gear, 12-10-00.
Wheels. Inspect for cracks, damage, chipped 25 Hours.
rims; bearings for damage, corrosion
and lubrication.
Tires. Inspect for cuts, wear, required ination Daily.
pressure and deterioration.
Wheel Wells. Inspect for foreign material, damage 25 Hours.
and corrosion.
Brakes. Inspect for damage, foreign material, Daily.
cracks and overheating.
Flaps, Lower Fuselage Inspect for damage, cracks and 25 Hours.
and Wing. corrosion.
Tip Tanks. Inspect for proper attachment. 25 Hours.
E. Airplane Inactive More than Seven (7) Days
Engine. See appropriate Pratt & Whitney Canada As required.
Maintenance Manual, 72-00-00, Engine,
Turboprop - Servicing, Preservation and
Depreservation.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D11
May 15, 2012
5-50-00
Page 1
UNSCHEDULED MAINTENANCE CHECKS WORK SHEET
(Sheet 1 of 9)
CAUTION: UPON OCCURANCE OF ANY UNSCHEDULED MAINTENANCE EVENT, REVIEW
OF THE APPROPRIATE PRATT & WHITNEY CANADA, MAINTENANCE MANUAL,
72-00-00, ENGINE, TURBOPROP - INSPECTION, IS RECOMMENDED BEFORE
FURTHER FLIGHT.
The following inspections are required in response to specific anomalies encountered during aircraft
operation. Note that the items listed herein are guidelines based on past operating experience. Each operator
should closely monitor his own unique operating conditions/environment and react accordingly to keep his
aircraft airworthy.
1. Lightning Strike
Propeller. Refer to the inspection requirements Each occurrence,
in the latest revision of before further ight.
Hartzell Owners Manual No. 139.
Propeller Governor. Overhaul or replace. Each occurence,
Engine. See appropriate Pratt & Whitney Canada Each occurrence,
Maintenance Manual, 72-00-00, before further ight.
Engine, Turboprop - Inspection,
Unscheduled Inspection.
Electrical and Avionics Inspect and check harness, connections, Each occurrence,
Systems. and equipment for high voltage damage, before further ight.
burns and insulation degradation.
Replace or overhaul as required.
Consult with appropriate avionics
vendor(s) for inspections and operational
checks. Bench check starter-generator,
and voltage control panel. (See 24-30-00.)
AIRPLANE
SERIAL NUMBER
REGISTRATION
NUMBER
ENGINE SERIAL NO.
Left:
Right:
Left:
Right:
PIPER AIRCRAFT
PA-42 / PA-42-720
1D12
May 15, 2012
5-50-00
Page 2
(Sheet 2 of 9)
1. Lightning Strike (cont.)
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further ight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, hydraulic, Each occurrence,
vacuum, pitot/static, and fuel systems, before further ight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further ight.
bearings for pitting and damage.
2. Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage
Propeller. Propeller overspeed of more than 10%. Each occurrence,
Refer to the inspection requirements before further ight.
in the latest revision of
Hartzell Owners Manual No. 139.
Propeller Governor. Overhaul or replace. Each sudden stoppage,
Engine Mount and Inspect for distortion and Each occurrence,
Attachments. damage. Replace or repair, before further ight.
as required.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D13
May 15, 2012
5-50-00
Page 3
(Sheet 3 of 9)
3. Battery Overtemperature
Battery. Deep cycle battery. Battery overtemperature
warning or indication.
Electrical. Inspect wiring and charging circuit Battery overtemperature
for damage. Check for proper warning or indication.
opens and shorts.
Check crossfeed diode for
opens and shorts.
4. Engine Foreign Object or Debris (FOD) Ingestion - Hard Material
First-stage compressor blades. Check for damage. Each occurrence,
See appropriate Pratt & Whitney before further ight.
Canada Maintenance Manual,
72-30-05.
Engine. Conduct engine ground power check. Each occurrence,
See appropriate Pratt & Whitney before further ight.
71-00-00.
5. Engine Foreign Object or Debris (FOD) Ingestion - Soft Material / Bird Strikes
Engine. A hot section inspection is Each occurrence,
recommended. as soon as possible.
See appropriate Pratt & Whitney
72-00-00.
First-stage compressor Check for damage, bird remains, Each occurrence,
airfoils. or other soft foreign material. before further ight.
See appropriate Pratt & Whitney
72-30-05.
Engine. Conduct engine performance Each occurrence,
recovery wash and engine ground before further ight.
power check. See appropriate
Pratt & Whitney Canada Maintenance
Manual, 71-00-00.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D14
May 15, 2012
5-50-00
Page 4
(Sheet 4 of 9)
6. Severe Turbulence, Hard or Overweight Landing
CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE
SEVERE CONDITION SOMEWHERE ELSE IN THE STRUCTURE.
A. Place aircraft in a normal level attitude.
B. Make a preliminary inspection of checking alignment and out-of-track condition of nacelles, engines,
wings, tail, tip tanks, landing gear and doors.
C. Follow Piper and Pratt & Whitney Canada Maintenance Manual procedures. If there are any questions
regarding repairs or procedures, contact your Piper Distributors Service Advisor (DSA).
D. Inspect the following items closely to determine the extent of damage:
Landing Gear Struts Cracks, signs of overstress Each occurrence,
and Actuators deformation, loose or damaged before further ight.
(Not required for trunnion mounts. Axles for cracks,
severe turbulence.) bending or at spots. Damaged oleos
and seals, hydraulic leaks and landing
gear alignment.
Wheels, Tires, Brakes. Cracks, chips, loose or cracked Each occurrence,
(Not required for mounting bolts, alignment of slippage before further ight.
severe turbulence.) marks, sidewall distress, hydraulic or
air leaks. Inspect the wheels (dye
penetrant method) and wheel bolts
(magnetic particle method).
Wheel Wells and Landing Buckling, cracks, overstress, wing skin Each occurrence,
Gear attach points. buckling, actuator and side brace before further ight.
(Not required for damage and condition. Inspect
severe turbulence.) landing gear attachment and drag
link bolts using a dye penetrant method.
Wings. Wing attach bolts for slippage, damage Each occurrence,
and overstress. Upper and lower wing before further ight.
skins for wrinkles, cracks, popped or
loose rivets.
Remove access plates and inspect for
internal damage to ribs, stringers and
sparwebs; and fuel cells, liners, and
tip tanks for damage, attachment,
and leaks.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D15
May 15, 2012
5-50-00
Page 5
(Sheet 5 of 9)
Engines. Engine mounts for distortion and Each occurrence,
damage to elastomeric parts. before further ight.
Propeller for evidence of ground strike
(i.e. - hard or overweight landing).
See appropriate Pratt & Whitney Canada
Maintenance Manual, 72-00-00,
Nacelles. Inspect for loose or missing rivets, Each occurrence,
skin buckling or fuel leaks. before further ight.
Fuselage. Loose or missing rivets, door alignment, Each occurrence,
windows and attachments for overstress, before further ight.
cracks or damage. Wing carry through
member for overstress damage.
Stringers, bulkheads, keel beams for
buckling, cracks, or damage. Forward
and aft pressure bulkheads for buckling,
cracks and damage. Avionics,
instruments and accessories installation
for security and operation.
Perform ground pressurization check
per 21-30-00.
Empennage. Skins for buckling wrinkles, loose or Each occurrence,
missing rivets. Elevator, rudder, vertical before further ight.
n and horizontal stabilizer for security
of attachment and overstress of bolts.
Ribs, stringers for buckling, cracks
and damage.
7. Flaps Extended Above Maximum Flap Extension Speed (V
FE
)
Flap actuators and Inspect for distortion and damage. Each occurrence,
transmissions. Replace as required. before further ight.
Flaps. Inspect for damage to the skin and Each occurrence,
attach points. Replace as required. before further ight.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D16
May 15, 2012
5-50-00
Page 6
(Sheet 6 of 9)
8. Flood Damage, Immersion in Water
A. These guidelines are general in nature and should be applied or varied to fit the individual aircraft
according to water level, length of time of exposure and other variables. Only those areas that might
not be obvious to the mechanic are addressed.
CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH
THE APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT
MANUFACTURERS MAINTENANCE MANUAL, AND FAR PART 43. PAY
PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS.
B. Follow Piper and Pratt & Whitney Canada Maintenance Manual procedures. If there are any questions
regarding repairs or procedures, contact your Piper Distributors Service Advisor (DSA).
C. Determine the water level on the aircraft. Determine which operating and/or electrical components
have been exposed to the water.
D. If the following items were immersed, inspect them closely to determine the extent of damage:
Airframe Clean silt and contaminants from If immersed, each event,
airframe. before further ight.
Tubular Structures Check for internal corrosion. If immersed, each event,
(i.e. - Engine Mounts, etc.) Clean and represerve as required. before further ight.
Wings and Nacelles Inspect to ensure that contaminants If immersed, each event,
are cleaned from fuel cell areas. before further ight.
Landing Gear and associated Check all limit switches, replace If immersed, each event,
Bearings, Locks, Torque Links, non-sealed type. Jack airplane and before further ight.
Shimmy Dampeners, etc. cycle landing gear to ensure
proper operation.
Control Surfaces Remove surface, clean and check If immersed, each event,
all bearings - relube or replace before further ight.
as necessary.
Rebalance before installation.
Flight Control System Clean and inspect all cables, pulleys, If immersed, each event,
and bearings for evidence of corrosion. before further ight.
Replace corroded cables.
Re-preserve galvanized cable
with MIL-C-11796 Class 2 (hot).
Trim Control System Clean and inspect all trim system If immersed, each event,
cables, pulleys, drums, bearings, before further ight.
jack screws, etc. Do not apply
preservation to trim cables.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D17
May 15, 2012
5-50-00
Page 7
(Sheet 7 of 9)
Actuating Cables Inspect push-pull actuating cables If immersed, each event,
for powerplant, heating and before further ight.
ventilating system, fuel system, etc.
Engine Remove and ship to an approved If immersed, each event,
overhaul facility for Light Overhaul before further ight.
- Immersion in Water.
Engine Accessories Inspect. Aircraft systems that supply If immersed, each event,
either fuel or oil to the engine must be before further ight.
thoroughly cleaned, including oil cooler,
lines,valves, etc. to prevent
contamination of the engine after
reinstallation.
Propellers Inspect and repair as necessary If immersed, each event,
in an authorized propeller shop. before further ight.
Hydraulic System Replace hydraulic powerpak. If immersed, each event,
Electrical Systems Replace all circuit breakers and If immersed, each event,
switches (except sealed landing gear before further ight.
limit switches).
Replace all solenoids, relays and
master contactors.
Replace battery.
Disassemble all connectors; clean
and inspect for corrosion. Replace all
corroded or pitted connectors. Inspect
for wire corrosion at connector.
Check all harness assemblies for
entrapped contaminants. Clean and
check for short circuits.
Remove electric motors and electric
pumps.
Remove all potted solid state electrical
equipment such as ap time delay relays,
alternator inop. switches, windshield heat
timers, low fuel warning switches, etc.
Clean, dry and bench check per
appropriate maintenance manual.
Replace de-icer timers. Clean and check
prop de-icer brush holders.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D18
May 15, 2012
5-50-00
Page 8
(Sheet 8 of 9)
8. Flood Damage, Immersion in Water (continued)
Electrical Systems Clean and check voltage regulators. If immersed, each event,
(cont.) Replace as necessary before further ight.
Clean and check aIl strobe light power
supplies. Refer to appropriate
maintenance manual.
Replace all fuel senders, ap
pots, ap motors, etc.
Clean, inspect and check heated
pitot systems.
Autopilot System Bench check in accordance with If immersed, each event,
appropriate maintenance manual. before further ight.
Pay particular attention to clutch settings.
Vacuum and Pitot-Static Replace gyros. If immersed, each event,
Systems before further ight.
Replace lters.
Clean and inspect all lines, and pitot
and static vents.
Clean and check all regulating valves.
Remove and inspect engine driven and
auxiliary vacuum pumps.
Induction and Bleed Air Clean and inspect for silt and If immersed, each event,
Systems corrosion. Check all ducts and gaskets. before further ight.
Replace as necessary.
Clean and inspect all heat shrouds
and ducting.
Fuel Systems Remove access panels and clean areas If immersed, each event,
around fuel cells and clean all associated before further ight.
lines and pumps.
Drain and inspect fuel cells for
contamination. Clean as required.
Clean and inspect all fuel tank vents,
cap vents and vent lines.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D19
May 15, 2012
5-50-00
Page 9
(Sheet 9 of 9)
Instruments Clean and inspect instruments. Bench If immersed, each event,
check per appropriate maintenance before further ight.
manual.
Heating and Ventilating Replace blower. If immersed, each event,
Systems before further ight.
Clean and inspect all ducting and valves.
Inspect and check system control cables.
Replace corroded or binding cables.
Clean and inspect air conditioning
evaporator, condenser, and compressor.
Pressurization Systems Remove and replace all system controls If immersed, each event,
and valves. before further ight.
Oxygen Systems Disconnect all lines from source and If immersed, each event,
outlets; clean all ttings and lines before further ight.
per MIL-D-8683.
Remove and clean regulator valve per
appropriate Scott publication.
Replace pressure gauge.
Replace oxygen generator units.
Avionics Systems Replace avionics. If immersed, each event,
Clean and inspect antennas
and connectors.
Insulation and Upholstery Remove all wet insulation and upholstery. If immersed, each event,
Thoroughly clean and dry (or replace) before further ight.
to ensure corrosion is not promoted in
adjacent structures.
9. Starter-Generator Replacement
Required if there is an engine starting fault or an electrical generation defect.
Unscheduled Inspection,
Starter-Generator Replacement.
PIPER AIRCRAFT
PA-42 / PA-42-720
1D20
May 15, 2012
5-50-00
Page 10
GRIDS 1D20 THRU 1E6
INTENTIONALLY BLANK
PIPER AIRCRAFT
PA-42 / PA-42-720
CHAPTER
6
DIMENSIONS AND
AREAS
1E7
PIPER AIRCRAFT
PA-42 / PA-42-720
1E8
SYSTEM
SUB-SYSTEM
6-1()-00
62()-1J()
6-30-00
PIPER AIRCRAFT
PA42/42720
CHAPTER 6 - DIMENSIONS AND AREAS
TABLE OF CONTENTS/EFFECTIVITY
DIMENSIONS AND AREAS
STATION REFERENCE LINES
SUBJECT
ACCESS AND INSPECTION PROVISIONS
1E9
GRID
NO.
IElO
IEl3
IEl6
EFFECTIVITY
6 - Conti Effect.
Page 1
Reissued: December 31, 1989
DIMENSIONS AND AREAS
PIPER AIRCRAFT
PA-42/42-720
The principal airplane dimensions are shown in Figure 6-1 and the leading particulars/principal dimensions are
listed in Chart 601. The airplane serial number is located on the Manufacturers Aircraft Association (MAA)
plate, which is located below and to the right of the cabin door. The engine serial number plates are located on
the left rear side of the engine accessory case.
1+---21'-10" ---I

/
95 inches
I "'\
DIHEDRAL
I 'L
f1 ',-fr112.35" PROP
4----1 8' 8.9" --11 CLEARANCE
4---------47' - 8" --------1
,_------43' -4.7" -------,
Figure 6-1. Three View
1E10
14' - 9"
6-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL
ENGINE
Manufacturer
Number of Engines
ModeJ
ModelTypc
Compressor Stages and Type
Thrbine Stages and Type
Combustion Chamber Type
Rat Rated Horsepower (Airframe Limit)
Rated RPM
Dry Weight (Lbs.)
Fuel Specification
Alternate Fuel
Approved Fuel Additives
Oil Specification
Oil Tank Capacity (each cngine)
Thtal Oil Capacity (each engine)
PROPELLER
Number of Propellers
Manufacturer
Type
Blade Model
Number of Blades
Hub Model
Propeller Diameter
Ovcrspeed Governor Model
1 Govemor Model without Synchrophaser and AutoCeather
2 Govemor Model with SyncllTophaser without aUlOflight
Governor Model with Syncliropilser with AUlOfeathcr (PA-42720)
4 Governor Model witllout synchrophascr with Autofeathcr
5 PA42.720Only
6-10-00
Page 2
1E11
PA-42 I PA-42-720
Prau and Whitney Aircraft of canada.
2
PT6A-41 I PT6A-61 ,
Free Turbine, Reverse How, 2 Shaft
3 Axial Stages, 1 Centrifugal Stage
1 Stage Compressor, 2 Stage Power
ArumJar
720
2000
370 I 429'
Refcr to Pratt & Whitney Service
Bulletin No. 13044 (latest revision)S
(Including Jet A. Jet A-I, Jet B
t
JP4 and
JP5) Section 3026522-72-44
Aviation gasoline. all grades
Anti-icc additives per MIL-I-27686
Refcr to Pratt & Whitney Service
Bulletin No. 13001 (latest revision)s
Section 3026522-72-1
2.3 U.S. Gallons
3.25 U.S. Gallons
2
TRW Hanzcll
Hydraulically operated, constant speed,
full feathering, reversible
T10173AB-6Q
3
HC-B3TN-3B or HC-B3TN-3K
95 inches
Woodward - PIN 210617
1
Woodward - PIN 210613'
Woodward - PIN 21062()3'
Woodward - PIN 210619
4
PIPER AIRCRAFT
PA-42/42-720
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (continued)
FUEL SYSTEM CAPACITY
Total Useable Fuel
Total Unusable Fuel
LANDING GEAR
Type
Shock Strut Design
Wheel. Nose
Wheel, Main
Brake
Tire. Main
nre,Nose
TIre Pressures
1E12
562 U.S. Gallons
560 U.S. Gallons
2 U.S. Gallons
Tricycle Retractable - Hydraulic
Combination Air and Oil
B.F. Goodrich 3 1076
Cleveland 40-140
B.F. Goodrich 31392
B.F. Goodrich 2- 1435 2
6.50 x 10. 12 ply rating. Type 1II.
ribbed tread. tubeless
17.50 x 6.25 - 6. 10 ply rating.
tube type
Main: 100 psi
Nose: 70 psi
61000
Page 3
PIPER AIRCRAFT
PA-42142-720
STATION REFERENCE LINES (Figure 6-2.)
To locate various airplane components that require maintenance and servicing, a method using wing fuselage
slation, wing station. buuock line and waterline designations is frequently used in this manual. Fuselage stations.
buttock lines (B.L.) and waterlines (W.L.) are reference points measured by inches in the vertical or horizontal
direction from a given reference line. These point indicate slation locations of airplane structural members.
STA
-44.00
STA
13.00
STA
25.60
STA
72.25
STA
57.00
FUSELAGE STATIONS
~
~
Figure 6-2. Station References
1E13
STA
81 .00
t ..
191.70
6-2000
Page 1
62000
Page 2
PIPER AIRCRAFT
PA-42142-720
T
174.50

-

, ,
."
222."
STA
176. 134
WING STATIONS
STA
312.32
FUSELAGESTAnONS
Figure 62. Station References (continued)
"'.J>
1E14
PIPER AIRCRAFT
PA-42/42-720
HORIZONTAL STABIUZER STATIONS
BL BL
0.00 11.9
BL
19.56
NACELLE STATIONS
STA
28.17
Sf
66.1 1
Bl
33.30
Bl
32.86
STA STA
84.03 110.
Bl
58.n
o
L
100,09
BL
101.1
BL
131.
BL
+-+--{ O.OO
Figure 6-2. Station References (cominued)
1E15
62000
Page 3
PIPER AIRCRAFT
PA-42/42-720
ACCESS AND INSPECTION PROVISIONS
Airplane access and inspection provisions are shown in Figure's 6-3 through 6-5. Componcms to be
serviced or inspected through each opening arc identified in the illustration by an assigned index reference
number. All access plates and panels are secured by metal fasteners or screws.
-NOTE-
Before removing any access plates or panel s in the pressurized
portion of the fuselage, refer to Chapter 51 to determine the sealing
requirements.
Gain access to floor panel attachment screws by removing sealS and carpeting. To enter aft section of
fuselage, remove access panels on either side of fuselage, aft of station 332.00.
, .
2.
3.
4.
5.
6.
9
""

:ft}
10 1 6 7
\ 3"
12
.iII.
0
] Q ---=--=:JJ
0
:.-.
/
l
"
9
x-==:::::c=

/
..
6 I la 8
- NACELLE -
WASHRING FiniNG 7. FUEL FILTER DRAIN HANDLE
AFT NACELLE PANEL - INSPECTION 8. FUEL FILTER DRAIN
NACELLE PANEL - INSPECTION 9. OIL FILL AND DIPSTICK
FORWARD NACELLE PANEL INSPECTION ,a. ICE DEFLECTION DOOR CONTROL CONNECTIONS
NACEUE FUEL SENSOR 11 . ICE DEFLECTION DOOR
INTERCOOLER AIR INLET 12. OIL COOLER DOOR
Figure 6-3. Access Plates and Panels - Engine Nacelle
1E16
6-30-00
Page I
PIPER AIRCRAFT
PA42/42720
ACCESS AND INSPECTION PROVISIONS (continued)
23
13
15 - +tI
17
57
58
19 20 21 22 24
18
~ 5 6
55 5451 4847

~ ~ I
II
53 52 52 50
_ EXTERNAL
_ INTERNAL
25 28 30
26 27 29
46
45 4238 41 37
~ 1

I!'ICj1i
49 44 43 40 39
Figure 6-4. Access Plates and Panels - Wing
6-30-00
Page 2
1E17
31
35
33
;
II
W
~
.l!
36 34
NOTE: CALL OUTS LOCATED
ON PAGE 3, 6-30-00.
PIPER AIRCRAFT
PA-42/42-720
ACCESS AND INSPECTION PROVISIONS (conti nued)
-WING-
13. FUEL QUANTITY SENSQR - AFT INBOARD CELL
14. INSPECTION AND ACCESS TO AFT CELL COVER AND MOUNTING PLATE
15. INSPECTION AND ACCESS TO MAIN CELL, COVER AND MOUNTING PLATE AND SUBMERGED
FUEL PUMP
16. FUEL QUANTITY SENSOR - MAIN FUEL CELL
17. MAIN CELL - ACCESS, INSPECTION, MOUNTING
18. MAIN CELL - ACCESS, INSPECTION, MOUNTING, AFT CELL CONNECTION
19. FUEL QUANTITY SENSOR - MAIN CELL OUTBOARD
20. MAIN CELL - ACCESS, INSPECTION, NACELLE AND OUTBOARD CELL INTERCONNECT
21 . INTERCONNECT OF MAIN AND NACELLE FUEL CELLS
22. FUEL VENT INTERCONNECT, FLOAT VALVE SYSTEM - FUEL VENT INTERCONNECT
23. FUEL QUANTITY SENSOR - OUT BOARD FUEL CELL
24. FUEL CELL
25. FUEL CELL
26. FUEL QUANTITY SENSOR
27. INSPECTION ACCESS
31 . FLUX DETECTOR
32. FUEL VENT LINE INTERCONNECT, TIP TANK VENT FLOAT VALVE
33. ACCESS TO FUEL LINES AND TIP TANK STRAINER SCREEN
34. STROBE LIGHT TRANSFORMER
35. FUEL LINE SUPPORT AND FUEL VENT CONNECTION
36. FLUX DETECTOR COMPENSATOR
37. FUEL LINE SUPPORT
38. FUEL LINE AND FUEL VENT LINE
39. AILERON BELLCRANK AND CONNECTIONS
40. AILERON BELLCRANK AND CONNECTIONS - RIGHT WING ONLY
41. FUEL VENT
42. FUEL VENT CAN
43. AILERON CABLES
44. FUEL CELL VENT - RIGHT WING ONLY
45. FUEL CELL VENT
46. FUEL LINE AND FUEL VENT LINE
47. QUICK DEFUEL DRAIN ACCESS
48. JACK PAD
49. INSPECTION, FLAP ACTUATOR
50. INSPECTION, FLAP ACTUATOR
51 FUEL DRAIN - OUTBOARD FUEL CELL
52. AILERON CABLES AND MAIN LANDING GEAR TRUNNION BOLT
53. AILERON CABLES AND MAIN LANDING GEAR LINK BOLT
54. FUEL LINE AND MAIN LANDING GEAR TRUNNION BOLT
55. FUEL LINE
56. BLEED AIR LINE COUPLING AND MAIN LANDING GEAR LINK BOLT
57. FUEL DRAIN - MAIN CELL (INBOARD)
58. FUEL DRAIN - AFT INBOARD CELL
lEla
6-30-00
Page 3
PIPER AIRCRAFT
PA-42!42-720
63
000
0000
73
78
~
~
/"
tt
f-
C
I
I
7.
_ EXTERNAL
_ INTERNAL
NOTE: CALL OUTS LOCATED
ON PAGE 5, 6-30-00.
Figure 6-5. Access Plates and Panels - Fuselage and Stabilizer
6-30-00
Page 4
1E19
PIPER AIRCRAFT
PA42142 720
- FUSELAGE AND STABILIZER -
59. TAIL RECOGNITI ON LIGHTS, ELEVATOR CONTROLS, STABILIZER ATTACHMENT AND ELEVATOR
PUSH ROD
60. ELEVATOR SECTOR, RUDDER AND ELEVATOR CABLE
61 . PRESSURIZATION OUTFLOW VALVE
62. ELT.
63. EMERGENCY EXIT
64. ECU, HYDRAULIC RESERVOIR AND HYDRAULIC POWER PACK
65. RADAR AND BATTERY
66. ANTENNA AND CABLE
67, RUDDER TRIM
66. RUDDER SECTOR CONTROL CABLES
69. NOSE BAGGAGE COMPARTMENT, OXYGEN BOTTLES, ECU GROUND COOLING FAN AND
ELECTRIC CONTROL PANELS
70. BRAKE RESERVOIR FILL
71 . AVIONICS BAY AND NOSE GEAR STEERING CONNECTIONS
72. Q-SENSOR RELAYS
73. BELOW FLOOR ACCESS, RUDDER CABLES, ECS LINES AND MISCELLANEOUS
74. GPU RECEPTACLE
75. NOSE GEAR DOORS
76. ELEVATOR, RUDDER, ELEVATOR TRIM AND RUDDER TRIM CABLES
77. ELEVATOR, RUDDER, ELEVATOR TRIM AND RUDDER TRIM CABLES
78. ELEVATOR TRIM CABLES PULLEY
79. ELEVATOR OUTBOARD HINGE BOLT ACCESS
1E20
630-00
Page 5
6-30-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
GRIDS lEU THROUGH lE22
INTENTIONALLY LEFT BLANK
1E21
CHAPTER
LIFTING AND SHORING
1E23
SYSTEM
SUB-SYSTEM SUBJECT
7-00-00 GENERAL
7-lO-00 lACKING
7-20-00 SHORING
7-20-00 Sling
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 7 - LIFTING AND SHORI NG
1E24
GRID
NO. EFFECTIVITY
IFI
IFI
IF3
IF5
7 ContJ Effect.
Page t
GENERAL
PIPER AIRCRAFT
PA-42142-720
The airplane is lifted with the usc of conventionallripod jacks. In an emergency situation, it may be necessary
to usc slings or airbags for the initial lifting procedure.
If wing and fuselage shoring is required, be sure support is contoured to conform to lIle surface it upholds.
JACKING
- NOTE-
Jacking must be done in a wind protected area on a level surface.
The lifting arrangement for the PA-42/42-720 consists of a jacking pad on each wing. outboard of the nacells. a
nose pad forward of the nose gear and a removable tail jacking pad which attaches in from of the tail tic-down
ring (Figure 7-1.). Adjustable 25 inch tripod jacks must be used. Eight ton capacity wing jacks and two ton
capacity nose and lailjacks are recommended for the following procedure:
1. Mount tail jacking pad (shown in Figure 7-1.).
2. Temporarily align jacks under their respective jack pads.
3. Pump jacks up to pads. While jacking, realign jacks as necessary. Ensure jackheads fit properly with their
pads and jacks are nol slanted.
4. Carefully raise wing and nose jacks until all wheels clear the surface; maintain a level airplane.
-CAUTION -
CARE MUST BE USED IN APPLYING PRESSURE AT THE
TAIL JACKING PAD. EXCESSIVE LOADS CAN DAMAGE
THE AIRCRAFT STRUCTURE.
5. Raise tail jack to maintain contact with tail jacking pad.
1F1
, 1000
Page 1
PIPER AIRCRAFT
PA-42/42-720
JACK PAD
ATIACH SCREWS '
(4 REQ'O)
TAIL JACK ~ : \ - I : \ - I
PIN 7224610
JACK CENTERING
......,. CONE (INTEGRAL TO
~ TAIL JACK PAD)
JACK
TAIL TIE DOWN
RING
Figure 7-1. Use of Tail Jacking Pad
DISTANCES TO JACKPOINTS (Ground to Structure)
JACKPOINT AND
DISTANCES WHEN STRUTS AT:
STRUT AFFECTED MIN. EXTENSION MAX. COLlAPSED
WINGIMAIN G. 51 IN. 32 IN.
NQSElNOSE G. 44 IN. 25 IN.
Figure 7-2. Jacking Arrangements
'-10-00
Page 2
Interim Revision: January 9, 1998
1F2
TOOL
PIN 72246-10
SHORING
PIPER AIRCRAFT
PA-42/42-720
When supporting the aircraft at points other than jacking pads, loads must be carefully distributed to avoid
overstressing local structures. To shore fuselage and wings, use wooden contour blocks as shown in Figure 7-3.
The fuselage is supported by a single block at Fuselage Station (F.S.) 93.0. A pair of blocks at ES. 297.38 and
310.0 are mounted together on a transverse pivot at ES. 304.0 to equally distribute weight of the aft fuselage.
The wing is supponed by single blocks as Wing Station (W.S.) 30.0 and W.S. 109.5. All blocks arc made of 2 x
10's, and are lined with carpet or heavy foam rubber along contact faces.
. I

Figure 7-3. Shoring Arragements
1F3
7-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE CONTOUR - 1 INCH GRID
NOIE.: ALLOW FOR COMPRESSED
THICKNESS OF PADDING WHEN
PlOTTING CONTOUR BOARDS.
FUSELAGE
/ SKIN CONTOUR
FUSELAGE STATION 93.0
CENTERUNE
OF AIRPLANE
/
FUSELAGE
/ SKIN CONTOUR
/
FUSELAGE
SKIN OONTOUR
CENTERUNE
OF AIRPLANE
/
WING CONTOUR - 1 INCH GRID
CENTERLINE
OF AIRPLANE
11.11111111111111111111!pllllllllllllllllllllllllilllll11111111111111111I1111111111111
WING STATION 30.0
WING BOTTOM SKIN CONTOUR
7-20-00
Page 2
WING STATION 109.5
Figure 7-4. Fuselage and Wing Shoring
1F4
SLING
PIPER AIRCRAFT
PA-42142-720
The centerline locations, loads on and strap widths are shown in the table below. The forward strap can be no
less than 12 inches wide and the aft strap 15 inches wide. (See Figure 7-5)
LOCATION F.s.
Front F.S. 40.0
(1)
(2)
Aft F.S. 230
(1)
(2)
STRAP WIDTH IN
12
24
15
30
LOAD PSI
138.06
69
100.54
50.3
Guide wires will be needed on wing tips, nose, and tail. To facilitate the attachment of the guide wires the tip
tank fairings and nose radome will need to be removed. The tail guide wire can be attached to the tail tie down.
These guide wires are to be used for stability only. The guide wires will need one person per wire to guide the
lifting and moving of the aircraft.
IX - NOT TO EXCEED 45'
GUIDE WIRE
GUIDE WIRE
1
00
GUIDE WIRE
Figure 75. Sling Location F.S.
lF5
GUIDE WIRE
GUIDE WIRE
72000
Page 3
7-20-00
Page 4
PIPER AIRCRAFT
PA-42142-72D
GRIDS IF6 THROUGH IF8
1F6
CHAPTER
LEVELING AND WEIGHING
1F9
SYSTEM
SUB-SYSTEM
8-00-00
8-10-00
8-20-00
GENERAL
LEVELING
WEIGHING
PIPER AIRCRAFT
PA42/42 720
CHAPTER 8 - LEVELING AND WEIGIDNG
SUBJECT
1F10
GRID
NO_
I FI 3
IFI3
IFI4
EFFECTMTY
8 . Conti Effect.
Page 1
GENERAL
LEVELING
PIPER AIRCRAFT
PA-42/42-720
All airplane configurations are provided with longitudinal and lateral leveling. The airplane can be leveled
while on jacks. during weighing procedure, while wheels arc on scales, or on the ground. To level airplane for
weighing or rigging. proceed as follows:
To level airplane longitudinally, withdraw tool attaclunent screws from right side of aircraft at Fuselage Station
87.5 and 66.5 (approximately). Place aircraft leveling tool (PIN 71587-3) in position against aircraft skin, secure
with screws previously removed, and place spirit level on leveling tool. Deflate nose wheel or adjust jacks until
bubble in level is centered.
, <
I ,
/ 0
,
o
u
F.S.87.S
u
"
u
o
Figure 8-1. Leveling
lFll
u
o o.
o 0
, 0
u u
u 0
o u
o 0
o 0
o ,
u 0
u .0
u 0
o 0
o 0
o 0
u u
u u
o ~
F.S. 66.5
8-00-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
WEIGHING
TIle airplane is weighed as follows:
1. Position a scale and ramp in front of all three wheels.
2. Secure scales from rolling forward and tow airplane up onto scales. (Refer to Chapter 9.)
3. Remove ramps to avoid interference wi th scales.
4. To weigh or balance airplane, level airplane using instructions given in previous sub-system section.
Figure 8 2. Weighing
1F12
8 2000
Page 1
8-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS IFI3 THRU IFIS
1F13
CHAPTER
TOWING AND TAXIING
1F16
SYSTEM
SUB-SYSTEM SUBJECT
9-00-00 GENERAL
9-1().00 TOWING
9-20-00 TAXIING
PIPER AIRCRAFT
PA42/42720
CHAPTER 9 - TOWING AND TAXIING
1F17
GRID
NO_
IF21
IF22
IF22
EFFECTIVITY
9 . Conti Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA42/42720
Before towing or taxiing airplane. ground personnel must be infonned by a Qualified pilot or other personnel
about tow turning limits of nose gear, engine starting and shutdown procedures, and any other system functions
required to properly and safely move the airplane. (Refer to Figure 91.)
75' - O' (22.86M) TOWED
84' - O' (25.603M) STEERED
_I I
Figure 9 1. Turning Radius and Limits
lF18
9-00-00
Page 1
TOWlNG
PIPER AIRCRAFT
PA-42142-720
- CAUTION -
WHEN TOWING, DO NOT TURN NOSE GEAR IN EITHER
DIRECTION BEYOND ITS 40 DEGREE ARC FROM
CENTER. THIS RESULTS IN DAMAGE TO NOSE GEAR
AND STEERING MECHANISM. A PLACARD IS INSTALLED
ON NOSE GEAR STRUT TO INDICATE TURN LIMITS.
(FIGURE 9-1.)
The airplane can be moved by using power equipment which will not damage or cause excess strain to nose
gear steering assembly. Towing lugs are used as part of the nose gear fork.
To pull the airplane on a hard level sulface, approximately 100 pounds of pull is required to stan its roll and
approximately 60 pounds to maintain roll.
When towing lines are necessary, lines are attached to both main gear struts below the side brace link
attachments, Lines must be long enough to clear nose or tail by not less than 15 feet and a qualified person must
ride in the pilot's seat and use the brakes and nose wheel steering to maintain control.
A collapsible tow bar, located in the nose baggage compartment fastened to the rear bulkhead, is removed by
pulling it from friction retainers.
TAXDNG
When the propeller prop wash, exhaust blast. and taxi areas are clear, start engines. Apply power slowly to stan
taxi roll and perfonn the following checks:
1. Taxi forward a few fcet and apply brakes to determine effectiveness.
2. Taxi with propellers set in low pitch and high rpm sctting. Check fDr even prop reversing.
3. While taxiing. make slight turns to determine the effectiveness of the steering.
4. Check wing clearance when taxiing near buildings or other stationary objects. If possible. place guides at
each wing tip.
5. When taxiing on uneven ground. avoid holes and ruts.
6. Do not operate engines at high !pm when running or taxiing over ground containing loose stones, gravel, or
any other loose material that can cause damage to propeller blades.
1F19
92000
Page 1
Reissued: December 31.1989
9-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1F20 TURU 1F21
INTENTIONALLY LEIT BLANK
lF20
CHAPTER
PARKING AND MOORING
1F22
SYSTEM
SUBSYSTEM
100000
IOIO.QO
102000
GENERAL
PARKING
MOORING
PIPER AIRCRAFT
PA42/42 720
CHAPTER 10 PARKING AND MOORING
TABLE OF CONTENTSIEFFECTIVITY
SUBJECT
1F23
GRID
NO.
IG4
IG4
IG4
EFFECTIVITY
10 . ContJ Effect.
Page 1
GENERAL
PARKING
PIPER AIRCRAFT
PA42/42720
When parking the airplane, ensure it is sufficiently protected against adverse weather conditions and presents no
danger to other aircraft. When parking the airplane for any length of time or overnight. it must be moored
according to sub-system section on mooring below.
I. When parking airplane, head it into the wind if possible.
- CAUTION -
USE CARE WHEN SETTING BRAKES THAT ARE VERY
HOT DURING COLD WEATHER. EXTREME HEAT OR
ACCUMULATED MOISTURE CAN FREEZE BRAKES.
PRIOR TO SETTING BRAKES, IF EITHER OF THE ABOVE
CONDITIONS EXIST, CHOCKS MUST BE USED TO BLOCK
WHEELS.
2. Set parking brake by applying toe pressure against top of rudder pedals while pulling out on brake handle.
To release parking brake. apply toe pressure on pedals and push in on parking brake handle.
3. Install protective covers on engines and pitot tubes; secure propellers.
MOORING
The airplane is moored for protection and security under various weather conditions. The following procedure
must be used for mooring this airplane:
1. Head airplane into the wi nd if JXlssible.
2. Block whccls with wheel chocks.
- CAUTION-
USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP
KNOTS.
-NOTE -
Additional preparations for high winds include using tic-down ropes
from the landing gear forks and securing the rudder.
3. Secure tie-down ropes to wing tie-down rings and tail skid at approximately 45 degrees to the ground.
When using rope constructed of non-synthetic materi al, leave sufficient slack to avoid damagi ng aircraft
when ropes contract due to moisture.
4. Install pitol lube covers, engine inlet exhaust covers, generator cooling inlet, and exhaust outlet covers.
Restrain propellers to prevent windmilling. (Refer to Chapter 95 for special equipment.)
1F24
100000
Page 1
10-00-00
Page 2
PIPER AIRCRAFT
PA-42142-720
GRIDS lGl THRU lG2
lGl
CHAPTER
REQUIRED PLACARDS
1G3
SYSTEM
SUB-SYSTEM
11-00-00
11-00-00
11-20-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 11 - REQUIRED PLACARDS
SUBJECT
EXTERIOR PLACARDS-DESCRIPTION AND
OPERATION
OENERAL
PLACARDS AND DECALS
1G4
GRID
NO_
105
105
106
EFFECTIVITY
11 - ContJ Effect.
Page 1
PIPER AIRCRAFT
PA-42/42-720
EXTERIOR PLACARDSDESCRIPTION AND OPERATION
GENERAL
The airplane nameplate placard is located below entrance door of the airplane. The placard identifies the
airplane by its model number and serial number. Should a question arise concerning the care of the airplane, it is
important to include the airplane serial number in any correspondence to Piper Aircraft Corporation.
As required interior placards and markings are listed in Section II Limitations of the Pilot' s Operating
Handbook and FAA Approved Airplane flight Manual.
Exterior Maintenance placards are shown in this Chapter.
-NOTE-
Any time an airplane is repainted or touched up, inspect all placards
to ensure that they are not covered with paint, arc legible. and
securely attached.
1G5
11-00-00
Page I
5&6
PIPER AIRCRAFT
PA-42/42-720
4
5&6
7
7
7 7
TOP VIEW
19
17 18
~ ~ ~ ~ Y 9
16 G-15a 14 15 11 10
12 & 13
SIDE VIEW
Figure 11-1. Placards and Decals
1G6
11-20-00
Page 1
112000
Page 2
PIPER AIRCRAFT
PA42/42 720
20
""-21

22 -_.-
23--t-.
BOTTOM VIEW
27 26
FRONT VIEW
Figure 111. Placards and Dcca1s (continued)
1G7
20
PIPER AIRCRAFT
PA-42142-720
"'""
E?t
BRAKE
LEVEL POINT LEVEL POINT
RESERVOIR PLACARD 2
PLACARD 1
I CUT HERE IN EMERGENCY:-l
L CUT HERE IN E M E R G E N ~
PLACARD 3
ENGINE OIL SPECIFICATION
DO NOT MIX DIFFERENT BRANDS
OIL CAPACITY: 9_2 OTS_
DO NOT OVERFILL
FILL WITH APPROVED OIL TO MAXIMUM
MARK ON DIP STICK. SEE CURRENT ISSUE
OF UNITED AIRCRAFT OF CANADA LTD.
ENGINE SERVICE BULLETIN NO.1 FOR LIST
OF APPROVED LUBRICATING OILS.
PLACARD 4
JET FUEL ONLY
PLACARD 5
1G8
112000
Page 3
PIPER AIRCRAFT
PA 42/42720
FUEL
USE AVIATION KEROSENE
SEE AIRCRAFT FLIGHT
MANUAL
FOR ALTERNATE FUEL
PLACARD 6
TIE DOWN ONLY
NO JACKING
PLACARD 9
TC_ PC_
MANUFACTURED BY
PIPER AIRCRAFT
CORPORATION
VERO BEACH, FLORIDA
MODEL
SERIAL NO.
PLATE NO.
PIPER PART NO. 79644-2
11-2000
Page 4
PLACARD 11
1G9
NO STEP
PLACARD 7
DO NOT PUSH
PLACARD 8
STATIC VENTS
KEEP CLEAN
PLACARD 10
LIFT AND PULL DOWN
PLACARD 12
PUSH
PLACARD 13
PIPER AIRCRAFT
PA-42142-720
INSTRUCTIONS FOR SERVICE
(SEE MAINTENANCE MANUAL FOR
SERVICING WITH MIL - H - 5606
(RED) HYDRAULIC FLUID). WITH
NO LOAD ON STRUT. INFLATE TO
ITIRE INFLATION - MAIN 100 PSI I
435 pSi.
PLACARD 14
PLACARD 15
ITIRE INFLATION - NosE 70 PSII INSTRUCTIONS FOR SERVICE
PLACARD 15.
NO LOAD ON STRUT. INFLATE TO
330 psi (350 psi on PA-42-720) .
PLACARD 16

1!'1enne .11T
or
1!'1enne lU:A
PLACARD 17
E. L. T. OXYGEN
LOCATED BEHIND PANEL
FILL
PLACARD 19
PLACARD 18
1G10
JACK PAD
PLACARD 20
11-20-00
Page 5
PIPER AIRCRAFT
PA42/42720
FILL PORT DRY NITROGEN ONLY
SEE SERVICE MANUAL
FOR INSTRUCTIONS
TEMP-PRESSURE RANGE
F -40 -20 0 +20
II PSIG 11585 11660 11735 1815
F 1+60 +70 HO +100
I L PSIG -' 1960 I 2000 12035 2110
FUEL SUMP
DRAIN
PLACARD 22
FUEL SHUTOFF
1\-20-00
Page 6
DRAIN
PLACARD 24
EXTERNAL
POWER
28 VOLTS DC
EB
PLACARD 26
+40
1890
+120
2185
FUNCTIONAL TEST PORT
WARNING
SEE SERVICE MANUAL
FOR INS RUCTIONS
COMPRESSED GAS
PLACARD 21
OXYGEN SYSTEM
OVERPRESSURE
DISCHARGE DISC
PLACARD 23
FUEL
CROSSFEED
DRAIN
PLACARD 25
STATIC SYST. DRAINS
PLACARD 27
1G11
PIPER AIRCRAFT
PA-42 / PA-42-720
1G12
May 15, 2012
11-20-00
Page 7
GRIDS 1G12 THROUGH 1G16
INTENTIONALLY BLANK
PIPER AIRCRAFT
PA-42 / PA-42-720
CHAPTER
12
SERVICING
1G17
PIPER AIRCRAFT
PA-42 / PA-42-720
1G18
PIPER AIRCRAFT
PA-42 / PA-42-720
1G19
May 15, 2012
12 - CONTENTS
CHAPTER 12 - SERVICING
TABLE OF CONTENTS
CHAPTER
12-00-00 GENERAL 1G21
Engine/Compressor Washing 1G21
Field Cleaning Engine 1G21
Aircraft Finish Care 1G22
Cleaning 1G22
Cleaning Exterior Surfaces 1G22
Cleaning Windshield and Windows 1G22
Cleaning Interior 1G23
Cleaning Carpets 1G23
Cleaning Toilet 1G24
Cleaning Surface Deicing Equipment 1G24
Cleaning Landing Gear 1G24
12-10-00 REPLENISHING 1H2
Fuel Handling Practices 1H2
Filling Fuel Cells 1H2
Jet Fuel Additives 1H2
MIL-I-27686 Jet Fuel Anti-Icing Inhibitors 1H3
Biobor JF (Biocide) 1H3
Draining Moisture From Fuel System 1H4
Draining Fuel System - Complete 1H4
Procedure For Removing Biological Fuel Contamination 1H4
Brake System 1H7
Filling Brake System Reservoir 1H7
Draining Brake System 1H7
Landing Gear Oleo Struts 1H7
Filling Oleo Struts 1H8
Inflating Oleo Struts 1H8
Tires 1H9
Hydraulic Power Pack 1H9
Propellers 1H10
Engine Lubrication 1H10
Engine Oil Level Check 1H10
Engine Oil Chip Detector 1H11
Removal Of Chip Detector 1H11
Inspection of Chip Detector 1H11
Installation of Chip Detector 1H11
Draining Engine Oil 1H11
Servicing Oil Filter Elements 1H12
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1G20
May 15, 2012
12 - CONTENTS
CHAPTER 12 - SERVICING
CHAPTER
12-10-00 REPLENISHING (continued)
Engine Lubrication (continued)
Recommendations for Changing Oil 1H14
Oxygen System 1H15
Oxygen System Safety Precautions 1H15
Filling Oxygen Cylinder 1H15
12-20-00 SCHEDULED SERVICING 1H18
Airframe Lubrication 1H18
Application of Grease 1H18
Application of Oil 1H18
Lubrication Charts 1H19
12-30-00 UNSCHEDULED SERVICING 1I4
Engine Accessory Drive Shafts - Lubrication 1I4
Page 2
GENERAL
PIPER AIRCRAFT
PA-42/42-720
This chapter covers all routine servicing of airplane, scheduled and non-scheduled. including replenishment of
fuel, oil, hydraulic fluid, oxygen, tire pressure. lubrication requirements, servicing of oleo struts with air and oil,
etc. Pay special attention to all WARNINGS or CAUTIONS.
ENGINE/COMPRESSOR WASIDNG
Due to accumulated environmental airborne chlorides which cause deterioration of compressor blades by a
process Known as sulphidation. Pratt & Whitney Aircraft recommends a compressor wash be carried out weekly
regardless of apparent atmospheric conditions. Pratt & Whitney Service Manual, PIN 3021442 for PT6A-38/41
and PIN 3032842 for PT6A-61 engine. gives full, detailed instructions to wash of engine and compressor. For
specific Pipcr installations insUllctions. use following additional instructions:
-CAUTJON-
BEFORE CLEANING, CABLES MUST BE PROPERLY
SEALED TO PREVENT WATER FROM ENTERING CABLE
HOUSINGS. DO NOT DIRECT ANY WATER PRESSURE AT
THESE SEALS. WATER COULD FREEZE AND BIND
CABLES UNDER CERTAIN CONDITIONS.
DO NOT USE TAP WATER AS INHERENT CHEMICALS CAN
CAUSE DEPOSITS ON COMPRESSOR BLADES.
BE CAREFUL WHEN WASHING EXTERIOR OF FCU. DO
NOT ALLOW WASH SOLUTION TO ENTER VENT HOLES
OF FCU, WHICH COULD GIVE FALSE INDICATION OF
FUEL PUMP LEAK.
OBSERVE STARTER OPERATING UMITS OF 30 SECONDS
ON, 60 SECONDS OFF, 30 SECONDS ON, 60 SECONDS OFF,
30 SECONDS ON, AND 30 MINUTES OFF.
RUN ENGINE WITH STARTER ONLY. ENSURE IGNITION
IS OFF AND APPROPRIATE FUEL FIREWALL SHUTOFF
VALVE IS CLOSED.
1. Allow engine to cool for at least 30 minutes before performing compressor wash.
2. With top cowling removed, discofU1ect bleed air line at union below T-connection. Secure cap lines.
3. Close bleed air shutoff valve and install ground run cowl. On PA42 720, disconnect and cap HI and LO
stage bleed lines. Do not wash engine with bleed mixing valve connected to bleed lines as valve control
passageways become plugged or fouled, rendering valve inoperative and uncontrollable.
4. Open access door on side of bottom cowl; clean mechanism attached to wash ring fitling and clean
according to PraU & Whitney SelVice Manual.
5. Soak for aoou115 minutes after wash.
FIELD CLEANING ENGINE
Field cleaning consists of internal washing of engine compressor and external washing of engine. Refer to
UACL Maintenance Manual, PIN 3021442 or 3032842, Chapter 71, for approved procedures and Chapter 12 of
this manual for precautions.
lG21
120000
Page 1
PIPER AIRCRAFT
PA-42/42-720
AIRCRAFT FINISH CARE
CLEANING
-WARNING-
DO NOT USE GASOLINE, KEROSENE, ALCOHOL, BENZENE,
CARBON TETRACHLORIDE, THINNER, ACETONE, OR
WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
The entire airplane is carefully finished inside and out to assure maximum service life. All parts are alodine
treated and sprayed with zinc chromate primer on both sides. The external surfaces are coated with durable
Polyurethane enamel.
CLEANING EXTERIOR SURFACES
The airplane should be washed with a mild soap and water solution. Harsh abrasives or alkaline soaps or
detergents could scratch painted or plastic surfaces or corrode metal. Cover areas where a cleaning solution could
cause damage. To wash the airplane usc the following procedure:
1. Flush away loose dirt with water.
2, Apply cleaning solution with a soft doth. a sponge or a soft brush.
3. To remove exhaust stains, allow the solution to remain on the surface longer.
4. To remove stuboom oil and grease stains, use a soft cloth dampened with naphtha.
S. Rinse aU surfaces thoroughly.
6. Any good automotive wax may be used to protect and preserve painted surfaces. Soft cleaning cloths or a
chamois should be used to prevent scratches when cleaning or polishing. A heavier coat of wax on leading
sutfaces will reduce the abrasion problems in these areas. Refer to surface de-ice cleaning procedures.
CLEANING WINDSHIELD AND WINDOWS
-CAUTION-
USE ONLY WATER AND MILD SOAP WHEN CLEANING
THE HEATED WINDSHIELD. USE OF ANY OTHER
CLEANING AGENT OR MATERIAL MAY CAUSE
DISTORTION OR DAMAGE TO WINDSHIELD COATINGS.
1. Remove dirt, mud and other loose particles from exterior surfaces with clean water.
2. Wash interior and exterior window surfaces with mild soap and warm water. Use a soft cloth or sponge in a
straight back and forth motion. 00 not rub harshly.
3. Remove oil and grease with a cloth dampened with Plcxiglas Polish and Cleaner, PIN 403D or similar
substance conforming to Federal Specification (P-P-560) or kerosene.
4. Rinse windows thoroughly and dry with soft lint-free cloth.
-WARNING-
DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON
TETRACHLORIDE, THINNER, ACETONE, STRONG
SOLVENTS OR WINDOW CLEANING SPRAYS. DO NOT USE
PLASTIC CLEANER ON HEATED GLASS WINDSHIELDS.
S. A superficial scratch or mar in plastic can be removed by polishing out the scratch with jeweler's rouge.
6. When windows are clean, apply a thin coat of polishing wax. Rub lightly with a soft cloth. Do not apply
wax to heated windshields with electrical heating elements.
7. Apply REPCON repellent or equivalent to windows and windshicld to improve visibility during flights
through rain. Apply only according to manufacturer's instructions. (Refer to Chapter 91, Consumable
Materials.)
1200-00
Page 2
1G22
CLEANING INTERIOR
PIPER AIRCRAFT
PA42/42720
1. Vinyl interior surfaces may be cleaned with a damp cloth and mild soap and water solution.
2. Leather may be cleaned with a mild hand soap and waler solution or with a saddle soap. Follow the
precautions which apply to the cleaning of any fine leather product. Avoid saturation and never use
detergents or harsh cleaning solutions on leather.
-CAUTlON-
USE OF COMMON HOUSEHOLD CLEANERS AND
POLISHES ON WOOD LAMINATED SURFACES COULD BE
VERY HARMFUL.
4. Wood laminated surfaces should be maintained using only a high grade furniture wax.
5. All upholstery fabrics are Scotchguard treated and may be cleaned as follows:
Spilled oily and watery liquids will generally bead up on the fabric and can be blotted away leaving little or
no stain. Blot spills up as quickly as possible with an absorbent cloth, tissue or sponge. If the material is a
solid or scmi-solid, such as butter. remove the excess by gently scraping with a table knife. Often, blotting
will remove all traces of stain but if the staining agent is not completely removed by blotting, the following
techniques are suggested:
Water-based stains such s ketchup, mnk, ice cream, coffee:
Wipe the stain with a cloth wet with water containing a detergent or ammonia (4 fluid ounces of
ammonia to one gallon of water). repeat if necessary.
Oil based stains such as salad dressing. butter or mayonnaise may be removed by either of the following
procedures:
Apply "Texize K-2R Spot Remover" by spraying or rubbing into the fabric and let dry. Vacuum off the
residual powder. Repeat if necessary or wet a cloth with a solvent type spot cleaner such as "Energine"
or "Renuzit" and wipe or gently rub lhe stained area. Tum cloth and rewet with solvent often. Repeat
until stain disappears.
To remove residual detergem left on the fabric. wipe the entire fabric surface with a cloth dampened with
water. The cloth should be rinsed in clean water several times. This procedure will ensurc that the
treatment will continue to function.
-NOTE-
It is best to test the cleaner on an inconspicuous portion of the fabric
to test for discoloration. Also avoid soaking or harsh rubbing.
CLEANING CARPETS
-WARNING-
SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots. use a nonflammable dry cleaning
fluid. Floor carpets may be removed and cleaned like any household carpet.
1G23
120000
Page 3
PIPER AIRCRAFT
PA-42/42-720
CLEANING TOILET
Dry Toilet
1. To dispose of the sanitary bag. pull the top of the bag from the pail and close with a wire tie. Remove it
from the airplane in the covered pail and dispose of according to field facilities. Do not attempt to flush the
bag in a toilet.
2. To clean and deodorize the airplane's toilet. mix a solution of disinfectant type cleaner. Using a soft bristle
brush, rag and solution, wash the toilet pail and seat. The toilet may be removed for cleaning by
disconnecting the two fasteners at the inside forward end of the unit. Slide it back and lift from the floor.
3. When offensive odor remains. use a stronger solution and reclean.
4. Rinse with fresh water and dry.
5. To install a new sanitary bag, place it over the top edge of the pail and push it into the bonom of the pail.
Flushing Toilet
1. To clean, disconnect the electrical plug. Unlock the toilet assembly by turning the wing head fasteners
half tum Remove the toilet assembly and clean. Service per the instructions located on
the toilet waste tank.
CLEANING SURFACE DEICING EQUIPMENT
The deice boots should be cleaned when the aircraft is washed using a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a wann hangar if possible. If the cleaning is to be
done outdoors, heat the soap and water solution before taking it out to the airplane. If difficulty is encountered
with the water freezing on boots, direct a flow of wann air along the region being cleaned, using a portable type
ground heater.
As an alternate cleaning solvent, use benzol or nonleaded gasoline. Moisten the cleaning cloth in the solvent,
scrub lightly and then with a clean dry cloth. wipe dry so that the cleaner docs not have time to soak into the
rubber.
-CAUTION-
PETROLEUM PRODUCTS SUCH AS THESE ARE
INJURIOUS TO RUBBER AND THEREFORE SHOULD BE
USED SPARINGLY IF AT ALL.
When deice boots are clean, a coating of B.F. Goodrich Icex should be applied. Icex is compounded to lowcr
the strength of adhesion between ice and rubber surface of the deice boots.
CLEANING LANDING GEAR
Before cleaning landing gear, place plastic cover or similar material over wheel and brake assembly.
-NOTE-
Inboard gear doors can be lowered by actuating emergency hand
pump handle with master switch OFF.
1. Place can under gear to catch waste.
2. Spray or brush gear area. as required, with solvent or mixture of solvent and degreaser.
3. Allow solvent to remain on gear for 5 to 10 minutes. Rinse gear wilh additional solvent and allow to dry.
4. Remove cover from wheel and remove catch can.
5. Lubricate gear per lubrication chart in Chapter 12.
120000
Page 4
1G24
PIPER AIRCRAFT
PA42/42720
2
3
10
29--,,L
27
2 6 ~ - ~ ~
11
18 13
3S
28
1. TIP TANK FUel Fill 20. MAIN FUEL TANK DRAIN - RIGHT & LEFT
2. DRAIN FOR TIP TANK (ON FAIRING) 21. OXYGEN PRESSURE GAUGE
3. ENGINE OIL FILTER (OUTBOARD) 22. PRESSURIZATION CONTROLLER FILTER BLEED AIR
4. OIL DRAIN (UNE FROM ENGINE) 23. OXYGEN FILL
5. HYDRAULIC FILTER 24. NOSE GEAR TIRE
6. FUEL FILTER 25. APU COUPLING
7. NACEllE FUEL FILl - RIGHT 26. BAlTERY
8. SUBMERGED FUEL PUMP - RIGHT & lEFT 27. OXYGEN BOlTLE (BEHIND ROYALITE PANEL)
9. INBOARD AFT CELL DRAIN - RIGHT & LEFT 28. NOSE GEAR SHOCK STRUT FILL VALVE
10. SHOCK STRUT VALVE AND FILL - RIGHT & LEFT 29. HYDRAULIC BRAKE RESERVOIR AND POWERPACK Fill
11 . OUTBOARD CELL DRAIN RIGHT & LEFT 30. ECU AIR WATER SEPARATOR
12. RIGHT & lEFT MAIN TIRES 31. HYDRAULIC POWERPACK
13. DUAL DAIVE Oil LINE FILTER -lEFT ENGINE (OUTBOARD 32. VACUUM SYSTEM FILTER
14. WASH RING CONNECTION AND CAP - LEFT ENGINE
15. FUEL FILTER
16. NACELLE FUEL FILL - lEFT ENGINE
17. HYDRAULIC FILTER
18. OIL DRAIN - LEFT ENGINE (INBOARD)
19. ENGINE OIL FILTER (INBOARD)
33. WASH RING CONNECTION AND CAP
RIGHT ENGINE (I NBOARD)
34. DUAL DRIVE OIL LINE FILTER
RIGHT ENGINE (INBOARD)
35. ENGINE GEARBOX OIL STRAINER
Figure 12-1. Service Points
1H1
12-10-00
Page 1
REPLENISHING
PIPER AIRCRAFT
PA-42/42-720
FUEL HANDLING PRACTICES
The handling of turbine fuel as used in this airplane requires some special attention and safety precautions
which cannot be overly stated. There are several problems which are not nonnally associated with aviation
gasoline. One is water or microscopic particles of free water suspended in the fuel, another is microbiological
contaminants or micco-<>rganisms which live and multiply in the water interfaces with turbine fuel. Due [0 these
problems, turbine fuel requires good fuel handling practices to assure that the airplane is serviced with clean fuel.
The following steps should be used to minimize the possible introduction of contaminants into the fuel system
and maintain a clean condition within the fuel ceUs:
1. Know the source (supplier) of the fuel to be used, ascertain that it is properly stored and filtered as it is
passed from the storage area to the airplane.
2. Perfonn regular fuel filter inspections to detcnninc if any sludge is present. (Microbiological contamination
is visible as a slime or sludge which may vary in color, i.e. red, brown, gray or black.) Micro-organisms
have a tendency to mat and cause interference with fuel flow. Reference to FAA Manual A.C. 65-9, Chapter
4 gives complete explanation on fuels and related problems.
3. It is very important to maintain a clean fuel system by periodically flushing the fuel cells to remove any
contaminants within.
FILLING FUEL CELLS
- WARNING -
DO NOT OPEN OPTIONAL NACELLE FUEL CELL FILLER
OR WING FILLER CAPS WITH MORE THAN 2 INCHES OF
FUEL IN TIP TANKS.
ALWAYS CONNECT STATI C GROUND CABLE FROM
REFUELER TO AIRPLANE. KEEP AI. L GROUNDING
CONNECTIONS CLEAN AND CORROSION FREE.
The fuel cells in each wing arc filled through wing filler cap. Optional nacelle fuel cells contain individual
filler necks on top of each nacelle instead of wing fillers,
After refueling airplane, allow 3 to 4 hours settling period whenever possible, then drain small amounts of fuel
from each drain. the benefits of a settling period will be lost, unless the accumulated contaminants within the fuel
cells are drained before the airplane is moved or the fuel is disturbed by the operation of the internal fuel pumps.
To reduce accumulation of condensation within the fuel cells, it is suggested thallhe cells be maintained in a full
condition as often as possible.
At intervals of 100 hours or 90 days, whichever comes first, clean the filter clements in each fuel filter unit
located on the inboard side of each engine mount. Remove and clean the filters in accordance with instruction
outlined in Cbapter 28. Inspection intervals of the various fuel system components may be found in the Piper
Progressive Inspection Manual, PIN 761 739 (100 Hour).
J ET FUEL ADDITIVES
Condensation of water in the fuel tanks increases the possibility of microbiological growth contamination of
the fuel. This contamination can damage skins, coatings and sealants in the tanks. Fuel additives confonning 10
MIL-I-27686 and/or a biocidal agent manufactured under such trade name's as Biobor JF are compounds which
contain anti-fungicidal agents. Usc of either of these additives in the fuel tanks will reduce the possibility of
conLamination of fuel and fuel ftiters/lines.
12-10-00
Page 2
1H2
PIPER AIRCRAFT
PA-42142-720
-NOTE-
Refer to latest Prau & Whitney Canada Service Bulletin 3044 (PT6A-
41 engine) or 13044 (PT6A-61 engine) for instructions on use of fuel
additives.
MIL-I-27686 JET FUEL ANTI-ICING INHIBITORS
The MIL-I-27686 Jet Fuel Anti-Icing Inhibitor, primarily is an anti-icing agent. however it also has excellent
microbiological sludge deterrent characteristics. It is very soluble in water, and only slightly soluble in fuel,
which mandates that the blending with fuel be accomplished in a precise maMer. Such a device permits injection
of the agent into a flowing stream of fuel to ensure even disbursement. When blending the additive. the
concentration should nOl be less than 0.10 percem or morc than 0.15 percent by volume. Except for the
information contained herein and in the Pilot's Operating Handbook, the manufacturer's mixing or blending
instructions should be carefully followed.
-CAUTION-
ASSURE THAT THE ADDITIVE IS DIRECTED INTO THE
FLOWING FUEL STREAM_ THE ADDITIVE FLOW
SHOULD START AFTER AND STOP BEFORE THE FUEL
FLOW. DO NOT PERMIT THE CONCENTRATED ADDITIVE
TO COME IN CONTACT WITH THE AIRCRAFT PAINTED
SURFACES OR THE INTERIOR SURFACES OF THE FUEL
TANKS_
SOME FUELS HAVE ANTI-ICING ADDITIVES
PREBLENDED IN THE FUEL AT THE REFINERY, SO NO
FURTHER BLENDING SHOULD BE PERFORMED_
THIS ADDITIVE SHOULD NOT BE USED AS A
REPLACEMENT FOR PREFLIGHT DRAINING OF THE
FUEL SYSTEM DRAINS_
BIOBOR JF (BIOCIDE)
Biobor JF is not an anti-icing agent and is intended to be used specifically as a fuel biocide. The compound is
an extremely efficient biocidal agent and is soluble in the fuel as well as water. Biobor JF disperses throughout
the entire fuel system to even the most remote areas soon after introduction into the fuel system. This compound
is used as a periodic treatment in concentrations of 135 ppm when the airplane has been operated in an
environment conductive to contamination or when evidence of such contamination is found. Biobor JF may also
be used in maximum concentrations of 270 ppm as a single dose shock treatment to clean out and sterilize a very
contaminated system. Biobor JF is not volatile and may remain in the tank until the fuel is used.
The preferred method of introducing Biobor JF into the fuel is by injection through a metering device. If no
metering device is available, blending may be accomplished by batch blending or by over-the-wing blending
while filling the tanks. When one half the required quantity of fuel has been added, gradually introduce lhe
compound directly into the stream of fuel while the remaining one half of fuel is added. Complete mixing is
necessary depending on the severity of the contamination. It must be used at a high enough concentration to kill,
not control the infestation. When used only periodically. it must be used often enough to contact the entire
surface of the fuel tank interiors and remain in contact up to 72 rours to effect the kill. An airplane which has
been treated and flown, should be re-treated at consecutive fills so that a 72 hour contact lime is accomplished.
-CAUTION-
IT IS IMPERATIVE THAT ALL MANUFACTURER'S
INSTRUCTIONS BE FOLLOWED WHEN USING THESE
PRODUCTS
1H3
12-10'()O
Page 3
PIPER AIRCRAFT
PA42/42720
DRAINING MOISTURE FROM FUEL SYSTEM
To facilitate draining fuel system filter bowls. lines. and fuel cells of moisture and foreign mauer, drains are
incorporated in bottom of each mtee bowl. wing tip tank. main outboard and inboard fuel cell. aft inboard fuel
cells. and cross feed lines. The nacelle fuel cells drain into main fuel cells and do not have individual external
drains.
- WARNING-
TO PREVENT RAMP SURFACE CONTAMI NATI ON AND
POSSIBLE FIRE DAMAGE, ANY FUEL SPILLED ON RAMP
AREA, ETC, MUST BE REMOVED IMMEDIATELY.
1. To drain cilher filler bowl, open access door on lefL rear side of each engine cowl and momentarily push
down on the drain valve ann. Allow enough fuel to flow to clear filter bowl.
-NOTE-
Ensure nacelle tank is full to drain filter bowl.
2. To drain off water in fuel cells, push up on each cell drain ann and allow fuel to flow momentarily. Five
drains; one for each tip tank, one for each main outboard cell, onc for each main inooard cell, and one in
inboard aft tank and crossfecd line drain on bottom of each wing.
-NOTE -
To ensure removal of moisture from each fuel drain, allow fuel to
settle for three to four hours if possible.
DRAINING FUEL SYSTEM COMPLETE
The bulk of fuel is drained from system by placing hose down through wing filler for standard systems or
nacelle filler neck for optional systems. The fuel is drained from fuel filter bowls by activating individual filter
drains. Each wing is drained separately, providing crossfeed valves arc in off }X>sition.
PROCEDURE FOR REMOVING BIOLOGICAL FUEL CONTAMINATION
Fuel system contamination presents a bigger potential problem in turbine fuel systems than in fuel systems
using aviation gasoline because of turbine fuels greater affinity for water. Micro-organisms thrive when water
droplets and fuel are mixed since by-products created by this fonn of contamination attack fuel cell bladders and
metal components; fuel system must be kept clean and periodically inspected to ensure it is free of water and
other foreign maller. If biological contamination exists, evidenced by presence of red, brown, gray, or black
slime in fuel tanks, lines, pumps and filters, thoroughly clean aU system components with lowest octane aviation
gasoline available.
Proceed as follows:
- WARNING -
PROPER GROUNDI NG PROCEDURES AND SAFETY
PRECAUTIONS MUST BE FOLWWED.
1. Level aircraft.
121000
Page 4
Reissued: December 31,1989
1H4
PIPER AIRCRAFT
PA-42/42-720
PROCEDURE FOR REMOVING BIOLOGICAL FUEL CONTAMINATION (continued)
2. Defuel affected wings, nacelles, and tip tanks.
-NOTE-
Only use container designed for use with contaminated fuel.
3. Remove aU sump drains on effected sides and ensure all fuel is removed.
4. Remove bottom wing root fairing.
S. Remove fuel cell and tank. access covers on wing upper surface.
6. Remove boost pump.
7. Remove cowling of affected engines.
8. Remove firewall mounted fuel fIltcr and engine driven fuel pump inlet and outlet filters. Clean or replace as
required.
9. Remove all finger screens and float or check valves.
10. Clean aU fuel filler bowls and housings with aviation gasoline and inspect components for etching. If
etching exists. replace affected component
- CAUTION-
BRUSH MUST HAVE LANYARD ATTACHED TO PREVENT
BRUSH FROM FALLING WITHIN CELL.
11. Remove access covers from fuel cells which require cleaning. Use Stoddard solvent and soft bristle brush
to scrub affected cells. Remove any panicles of contamination in fuel cell with tack rag. When fuel cell
cleaning is completed, ensure no equipment is left in fuel cells and reinstall all access covers.
-NOTE-
Nacelle tank access cover requires sealing.
12. Use lowest octane aviation gasoline available. Thoroughly flush all fuel cells. tanks. connecting fuel lines,
and boost pump.
13. Inspect all fuel cens. tanks. pumps. and lines for deterioration. The micro-organism by-products attach fuel
bladders. harm fuel tank coatings, and etch underlying metals.
14. Reinstall boost pump and safety.
15. Reinstall all sump drains.
16. Reinstall firewall mounted fuel filter bowls without filter elements.
17. Reinstall roth filter clements and bowls on engine driven fuel pumps and safety.
18. Flush system as follows:
a. Disconnect fuel line between fuel pressure snubber and fuel pwnp.
b. Add eight gallons of aviation gasoline to affected sides.
c. Pull all circuit breakers except those controlling fuel boost pump.
d. Place master switch in on position and actuate boost pwnp.
e. After pumping two gallons of aviation gasoline using pump. observe fuel coming from fuel line.
Actuate crossfeed valve; ensure crossfeed line is clean.
-NOTE-
If right wing is only contaminated ponion, ensure crossfeed valve and
line is adequately flushed by disconnecting crossfeed line at crossfccd
valve on left wing side. Drain fuel into contaminated fuel container.
19. Check allUnes and finings for leaks.
lH5
12.\0-00
Page 5
PIPER AIRCRAFT
PA-42142-720
PROCEDURE FOR REMOVING BIOWGICAL FUEL CONTAMINATION (continued)
20. Continue to pump aviation gasoline through system until clean fuel flows into contaminated container.
21. Reinstall filler clements in firewall mounted fuel filters and safety.
22. Reconnect fuel lines between fuel flow transmitters and engine driven fuel pumps.
23. Check system for leaks.
24. Reinstall bottom wing root fairings, fuel cell, and tank access covers.
25. Reinstall engine cowlings.
26. Fill affected fuel cells with 30 gallons of lowest octane aviation gasoline availablc.(Add one quart of 120
aviation grade mineral oil to every 100 gallons of fuel) Run engines. Observe all cautions when operating
engines.
-NOTE -
Make logbook entry each time engine is run on aviation gasoline.
Refer to Prau & Whitney Service Bulletin No, 3044, Engine Fuels
and Additives.
27. Inspect firewall mounted fuel filters after operating engines. Look for evidence of microbiological
contamination. If conlamination ex.ists. repeat cleaning procedure.
28. Clcan fuel filters; reinstall and safety.
12-10-00
Page 6
1H6
BRAKE SYSTEM
PIPER AIRCRAFT
PA-42/42-720
The brake system contains a hydraulic fluid reservoir through which the brake system is periodically serviced.
Fluid is drawn from the reservoir by the brake master cylinders to mai ntain the volume of fluid requi red for
maximum braking efficiency. Spongy brake pedal actions is often an indication that the brake fluid reservoir is
running Iowan fluid or air. When repairs to brake system components or bleeding the system are required. refer
to instructions in Chapter 32.
F1LLING BRAKE SYSTEM RESERVOIR
The brake system reservoir must be filled with hydraulic fluid to the level marked on the dipstick (MIL-H-
5606), The reservoir in the upper nose section above the power pack must be checked at every 50 hour
inspection and replenished as necessary. Access to the reservoir is lhrough the door on the upper right portion of
the nose section. If fluid level is low, it must be filled with ftltered hydraulic fluid (MILH-5606). No adjustment
to the brakes is necessary. but they must be checked periodically per instructioru; given in Chapter 32.
DRAINING BRAKE SYSTEM
To drain brake system. connect hose to bleeder filling on brake housing. Place other hose end in suitable
container. Open bleeder valve and slowly pump brake pedal until fluid stops flowing. Th clean system. flush
with denatured alcohol.
-NOTE-
If brake system is drained. pans replaced. or line connections brok.en,
pressure fill and bleed system per procedure in Chapter 32. Procedure
assures air is not trapped in system.
LANDING GEAR OLEO STRUTS (Figure 12-2)
-WARNING-
DO NOT RELEASE AIR BY REMOVING STRUT VALVE CORE
OR FILLER PLUG. DEPRESS VALVE CORE PIN OR OPEN
AIR VALVE SLOWLY TO RELEASE STRUT PRESSURE (AS
APPUCABLE).
Airoil shock. struts. incorporated in each landing gear oleo assembly, absorb shock from wheel impact on
runway during landing.
-NOTE-
Service and adjust struts per placard on strut.
1H7
121000
Page 7
PIPER AIRCRAFT
PA-42/42-720
FILLING OLEO STRUTS
Fill oleo strut completely as follows:
1. Place airplane on jacks (Chapter 7).
2. Place pan under gear to catch spillage.
3. Open air valve slowly or depress valve core pin (as applicable) to release strut pressure.
4. Remove valve core pin.
5. Attach clear plastic tube to valve stem. Place opposite end of tube in hydraulic fluid filled container.
-NOTE-
An airtight connection is necessary between plastic tube and valve
stem. Without an airtight connection, a small amount of air is drawn
into oleo strut during each sequence, resulting in inordinate amount of
air bubbles and prolonged filling operation.
6. Extend oleo strut by pulling down on wheel and drawing fluid into oleo strut. Continue compressing and
extending oleo strut until it is full of fluid and air bubbles cease to appear in plastic tube.
7. Slowly compress strut to fully compressed position.
8. Remove plastic tube. Reinstall valve core (if applicable).
9. Inflate oleo struts according to information in Figure 12-2.
10. Tighten air valve (if applicable).
-NOTE-
For accurate oleo strut inflation, the aircraft must be placed on jacks
with the weight of the aircraft off of the wheels.
INFLATING OLEO STRUTS
Ensure oleo strut contains sufficient fluid (described in Landing Gear Oleo Struts). Attach strut pump to air
valve and pump up oleo strut. Before capping valve, check for valve core leakage.
NOSE GEAR STRUT
NO LOAD ON STRUT, INFLATE TO
330 psi (350 psi on PA-42-720).
MAIN GEAR STRUT
NO LOAD ON STRUT, INFLATE TO
435 psi.
Figure 12-2. Servicing Landing Gear Shock Struts
12-10-00
Page 8
1H8
TIRES
PIPER AIRCRAFT
PA-42/42-720
Tubeless tires are designed to pennit any air or nitrogen that is trapped in the cords or that diffuses through the
liner to escape through special sidewall vents. This venting prevents pressure build-up within the cord body
which might cause uead, sidewall or ply separation. Discounting tire growth after initial inflation, once the tire
has been reinflated, the maximum permissible pressure drop due to diffusion is 5% in any 24 hour period.
Vent holes penetrate the sidewall rubber to, or into. the cord body and may vary in size, depth and angle.
Therefore, the amount of diffusion through these holes will vary.
When water or a soap solution is brushed over the outside of an inflated tubeless tire, bubbles fonn. Some
vents may emit a continuous stream of bubbles. Others may produce intennittent bubbles. And some may not
bubble at all. This variety is nomal and docs not mean lhatthere is anything wrong with the lire. In fact. as long
as a tubeless tire is inflated. there will be some diffusion from the vents. When the loss rate exceeds 5% in 24
hours, recheck for possible injuries. Vents should remain open, so check periodically to make sure they have not
been covered over or closed by tire paint or spilled solvent. And since vents may 00 covered during retreading.
check for evidence that your retreads have been revenled.
Several basic characteristics of tuooless aircraft tires may be mistaken for problems:
I. Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe pressure drop. Simply
reinflate, wait for another 24 hours. then check pressure. It will probably be within specs.
2. Make sure that initial inflation is to recommended operating pressure to ensure full tire growth.
3. It is normal for tubeless tires to show a small amount of pressure leakage throughout the life of the tires.
Maintain tires at pressure specified in Chart 601. Chapter 6. When checking tire pressure, examine tires for
wear, cuts. bruises. and slippage. Apply Age-Master Nl to tires to protcct against ozone attach and weathering as
follows:
1. Clean oil and grease from all tire surfaces.
2. Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square fool. Cover surface completely and
evenly; allow to dry for 5 - 10 minutes.
3. Apply second coat per step 2; allow to dry for 20 - 30 minutes before handling.
4. Remove agent on wheel assembly with cleaning solvent
5. Re-apply as conditions required.
HYDRAULIC POWER PACK
Check hydraulic power pack reservoi r fluid level every 50 hours and fill as required. Special filling and
draining service hookup is installed inside right fuselage access panel of nose section. A pressure pot or
hydraulic test unit can be cormected by removing panel, opening access in hydraulic component covers and
protective cap on suclion; fill and drain fitting. Cormect fluid supply line from supply source to fitting. Raise
lever to open valve and fill reservoir. To gravity fill reservoir, support hydraulic fluid supply container higher
than fluid level in power pack reservoir. Reservoir is full when fluid reaches fuU line on transparent reservoirs.
Be sure to close suction; fill and drain valve by placing lever in down position before disconnecting supply line
from fitting. ReinstaU protective cap on fitting. reclose access in hydraulic components cover, and install access
panel.
1H9
12-10-00
Page 9
PIPER AIRCRAFT
PA-42 / PA-42-720
1H10
May 15, 2012
12-10-00
Page 10
PROPELLERS
Check blades periodically for damage. Minor nicks in blade leading edges must be filed out and all edges
rounded. Daily inspection must include examination of blades and spinner for visible damage and grease
leakage. For further information on servicing propeller, refer to Chapter 61, or AC 43.13-1A, Section III
on propeller repairing.
ENGINE LUBRICATION
CAUTION: DO NOT MIX DIFFERENT BRANDS OR SPECIFICATIONS OF OIL. CHEMICAL
STRUCTURES CAN DIFFER, MAKING OILS INCOMPATIBLE.
Check engine oil level within ten minutes after engine shutdown. If engine is stationary for 12 hours or
more; start it, run at idle for minimum 2 minutes, shutdown, and check oil not more than 10 minutes later.
Regular oil changes are not necessary. Oil contamination from extraneous matter, such as hydraulic fluid,
sand, etc., will require that the oil system to be drained, flushed and refilled with oil of an approved brand.
Should a switch to another brand be made or should oils of different brand be mixed, drain and flush the
complete oil system. Refill in accordance with the appropriate Pratt & Whitney Maintenance Manual.
Any program established to monitor oil quality should be done in collaboration with the oil supplier or
manufacturer. Refer to latest Pratt & Whitney Canada Service Bulletin No. 3001 (PT6A-41) or No. 13001
(PT6A-61) for additional instructions.
ENGINE OIL LEVEL CHECK
CAUTION: IF OIL LEVEL IN TANK IS BELOW BOTTOM OF DIPSTICK, DETERMINE CAUSE
TO TROUBLESHOOT. IF NEITHER FLUCTUATING OR LOW OIL PRESSURE
READINGS ARE NOTICED, CHECK FOR EXTERNAL LEAKS AND OIL FILTER
CONTAMINATION. CLEAN OIL FILTER AND FILL OIL TANK TO RECOMMENDED
LEVEL. RECORD OIL QUANTITY ADDED, COMPLETE 15 MINUTE ENGINE RUN,
AND RECHECK OIL QUANTITY AND CONDITION OF OIL FILTER. IF BOTH ARE
SATISFACTORY, NO FURTHER ACTION IS NECESSARY. OTHERWISE, REFER TO
ENGINE MAINTENANCE MANUAL.
Within 10 minutes following engine shutdown, unlock filler cap at 11 o'clock position on accessory gearbox
housing. Check contents of tank against marks on dipstick and fill to required level.
NOTE: Normal oil level is one quart below maximum level. Do not ll oil tank more than one quart below
maximum mark.
PIPER AIRCRAFT
PA-42/42-720
ENGINE OIL CHIP DETECTOR
The magnetic chip detector, located in the same place as the drain plug on the reduction gearbox, is connected
electrically to the annunciator panel lights. Ulumination of chip detect light on annunciator indicates metal
contamination in oil system. If chip detect light illuminates, remove chip detector and inspect magnetic pole
pieces for contaminate. Refer to Pratt & Whittle), Maintenance Manual, PIN 3021442. Chapter 79.
-NOTE-
When chip detector is removed for inspection. also inspect oil filler.
REMOVAL OF CHIP DETECTOR
1. Remove wiring from chip detector.
2. Remove chip detector from gearbox and discard prefonned packing.
INSPECTION OF CHIP DETECTOR
1. If a single chain of magnetic particles bridges gap across detector poles and particles consists of small
slivers. clean chip detector by wiping with lint-free cloth and reinstall.
2. If marc than 10 pieces of small, nugget shaped magnetic materials exist on detector, send engine to overhaul
facility for inspection.
3. If small amount of fuzz (powered material) exists, clean detector and reinstall. Recheck for continuity after
10 hours of operation.
4. If same amount of fuzz is found again, clean detector, reinstall. and make another continuity check after
another 10 hours of operation.
5. If fuzz is found a third time with similar or greater quantities, ship engine to overhaul facility for inspection.
INSTALLATION OF CHIP DETECTOR
I. Install chip detector with new prcfonned packing in boss on reduction gearbox.
2. Tighten and torque the detector to 45 - 55 inch-pounds.
3. Connect plug and safety.
DRAINING ENGINE OIL
I. Remove engine cowling and place suitable container or drip pan under engine.
2. Remove chip detector at 6 o'clock JX)sition on front case of reduction gearbox.
3. Remove drain plug at 6 o'clock JX)sition on accessory drive gearbox.
4. Remove drain plug from oil tank drain line.
-NOTE-
When operating engine on oil which differs from that previously used,
or if oil system is contaminated by other metallic matter, proceed with
steps 5 through 18. If using same oil and no contamination exists,
proceed only with steps 7, 8, 17, and 18.
1H11
12 1000
Page 11
PIPER AIRCRAFT
PA42/42 720
5. Remove drain plug from Oil-lo-fuel heater.
- CAUTION-
LIMIT ENGINE ROTATION TO MINIMUM TIME
REQUIRED TO ACCOMPLISH COMPLETE DRAINING. DO
NOT EXCEED STARTER TIME LIMITS (30 SECONDS ON, 1
MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30
SECONDS ON, 30 MINUTES OFF).
6. With drains open and ignition and condition lever off, motor engine with starter only; allow scavenger
pumps to clear all lubricating oil.
7. Install new prefonned packings on chip detector and plugs.
8. Reinstall chip detector and drain plugs. (Sec ChapLer 91 for torque values.)
9. Refill oil tank with specified oil. (See latest revision of Pratt & Whitney SClVicc Bunetio. 3001.) Nonnal
oil lever is onc quart below maximum level (hot). Over filling causes excess oil to flow through accessory
gearbox breather.
10. Start engine and run at idle speed for minimum 2 minutes.
11. Feather propeller and shut down engine.
12. Repeat steps 1 through 6.
13. Remove and clean main oil filter.
14. Remove and clean reduction gearbox oil strainer.
15. Reinstall all engine drain plugs and chip detector, tighten, torque, and lockwire. (Sec Otapter 91 for torque
values.)
16. Repeatsteps 7 through 10.
17. Check oil level; replenish as required.
18. Install filler cap and dipstick assembly in filler lube. Ensure cap is colTCcUy installed and locked securely.
SERVICING OIL FILTER ELEMENTS
- CAUTlON -
PLUG BOTH ENDS OF FI LTER ELEMENT BEFORE
SUBMERGING I N VARSOL CLEANER. THE ELEMENT
MUST NEVER BE ULTRASONICALLY CLEANED,
PRESSURE FLUSHED, OR DRIED WITH COMPRESSED AIR
CAUSING DAMAGE TO FILTER MEDIA.
Oil filter elements must be cleaned every 100 hours. Remove and inspect for foreign material and hand flush
in petroleum solvent (AMS 3160 Varsol) bath to remove light contaminants collected on external protcctive
screening. Service life of filter element is 1000 hours.
12-10 00
Page 12
1H12
PIPER AIRCRAFT
PA-42142-720
If cleaning method previously described proves ineffective, clean moor element electrosonically.
1. Plug openings at each end of filter element with suitable plastic or rubber plugs.
2. Place filter element in elcctrosonic cleaner tank.
3. Add sufficient quantity of cleaning solvent to tank. (Approximately 1/4 inch below top edge of tank.)
4. Operate unit for 10 minutes.
5. Rotate element (cod-ta-cnd) 180
0
in cleaning tank and operate unit for additional 10 minutes.
-NOTE-
Adjust cleaning duration depending on condition of element. For best
results. replace cleaning solvent every 20 minutes.
6. Remove element from tank using clean, lint-free gloves; remove plugs.
7. Place element in clean location and allow to dry.
8. After element is cleaned, inspect with magnifying glass for clogged passages and broken wires. If more
than five percent of visible passages are clogged, return element to overhaul facility. If dents or broken
wires are found, replace element.
9. Install new O-rings on filter clement whether element is cleaned or new,
to, Insert filter element (perforated flange first) into filter housing in compressor inlet case.
Plug
Cleaning Tank
Filter Element
___ --Plug
-NOTE-
Electrosonic Cleaner Tank may be proeurred from:
Aerosupport International, Inc.
75 de ta Moselle
SI. l ambert, Quebec
J45 lW3 Canada
PIN Sanae S-2
Figure 12-3, Electrosonic Cleaning Tank
1H13
12-10-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
11. Install new Qring on filter cover.
- NOTE-
Ensure teflon spacer is in position on filter cover studs.
12. Install filter cover and secure with four plain washers and self-locking nuts. TIghten nuts and torque to 24 -
36 inch-pounds.
13. Clean dual drive oil filter every 100 hours.
RECOMMENDATIONS FOR CHANGING OIL (Refer to Prall & Whitney SelVicc Bulletin No. 3(01)
1. Major factors concerning oil change frequency are engine mechanical condition, spectrometer analysis of
used oil. climatic conditions. dust and sand ingestion during takeoff and landing roll, engine usage, and
shelf life limitations of synthetic lubricants.
2, Whenever oil is changed, remove and check oil filter element for metal particles. Clean. reinstall, or replace
depending on time in service. (See Servicing Oil Filter Elements.)
3. Only use oils listed in UACL Service Bulletin No. 3001.
CHART 1201. THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brake MIL-H-5606
Deicer (Air) IT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
Fuel MIL-T-5544, Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032, Lubricating Grease (Gasoline and
Oil Resistant)
Oxygen MIL-T-5542, Thread Compound, Anti-Seize and Sealing.
Oxygen System
Pitot and Static IT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
Engine - Bleed Air C5-A High Temperature Anti-Seize Compound
- NOTE -
Lubricate engine fittings only with fluid contained in particular lines.
12-10-00
Page 14
1H14
OXYGEN SYSTEM
PIPER AIRCRAFT
PA 42/42720
Brealhing system oxygen is furnished from a stationary cylinder in the aft section of the forward compartment.
Service and maintenance instructions (or the oxygen system is found in Chapter 35.
OXYGEN SYSTEM SAFETY PRECAUTIONS
- WARNING-
FOREIGN MAlTER IN HIGH PRESSURE UNES CAN CAUSE
AN EXPLOSION. WHEN COMING IN CONTACT WITH
OXYGEN EQUIPMENT, KEEP HANDS, TOOLS, AND
CWTIIING CLEAN.
Use extreme caution when servicing. handling, and inspecting the oxygen system. Comply with the following
precautions:
I. Keep oxygen regulator, cylinder, gauge. valve. fittings. masks, and all other oxygen system componems free
of oil. grease, fuel , and other readily combustible substances.
2. Do not allow foreign matter to enter oxygen lines.
3. Never attempt to repair or repaint oxygen equipment.
4. Keep fire and heat away from oxygen equipment. Do not smoke when working with or near oxygen
equipment. Do not generate sparks when using tools.
5. Never allow electrical equipment 10 contact o)tygen cylinder.
6. Use only thread compound approved under MU..-T-5542 on oxygen systems. Apply only to first thread of
male fittings to prevent thread seizure.
FILLING OXYGEN CYLINDER
The oxygen system filler valve is accessible through a door on left side of nose section.
-NOTE-
If airplane oxygen pressure is below 50 psi , purge system as described
in Chapter 35.
1. To fill oxygen cylinder, open access door. remove cap from mler valve, and attach filler hose of oxygen
recharge unit to filler valve. Ensure all fittings are free of oil, grease, dirt, etc.
2. When using recharge unit containing one supply cylinder, slowly open supply unit valve and allow oxygen
to transfer until cylinder service pressure is reached. Ambient temperature must be considered when filling
oxygen cylinders. See Clan 1203, Indicated Oxygen Cylinder Pressures vs. Ambient Temperature.
3. When using recharge unit containing two or more supply cylinders (cascade storage system), proceed as
follows:
a. Before opening any valves, check remaining pressure in airplane O)tygen cylinder. If partly charged,
note pressure indicated on cylinder gauge. Opcn and close each valve on cascade storage system and
determine which cylinder has lowest pressure. If this cylinder has pressure lower than oxygen cylinder
in airplane, do not attempt to fill it. Use storage cylinder with pressure higher than airplane cylinder,
but lower than all others.
1H15
12-1000
Page 15
PIPER AIRCRAFT
PA-42/42-720
FILLING OXYGEN CYLINDER (continued)
b. Open valve only on storage cylinder with lowest pressure. When indicated pressure on airplane oxygen
gauge and charging gauge is equal , close storage cylinder valve. Proceed 10 storage cylinder with next
higher pressure and repeat procedure.
c. After adjusting last storage cylinder, if oxygen system is still not fully charged then place full storage
cylinder in place of cylinder with lowest pressure.
d. Oxygen will remain in large cylinders used in cascade systems after ftIling only one cylinder. Such
remaining oxygen is at a pressure less than 1800 pounds, which is not sufficient to completely refill
another aircraft cylinder.
c. Do not recharge three or four-cylinder cascade systems with oxygen at less than 300 psi pressure in 300
cubic foot bank. of cylinders. Use 300 cubic foot cylinders to approximately 300 psi and return for
refilling. In two-cylinder systems, usc to approximately 600 psi and return for filling. (Sec Chart 1203,
indicated Oxygen Cylinder Pressures vs. Ambient Temperatures.)
-WARNING-
BLEED PRESSURE FROM FILLER HOSE BEFORE
DISCONNECTING FROM FILLER VALVE.
4. When pressure gauge on recharge unit or in airplane reaches appropriate service pressure (Chan 1204).
close pressure valve on recharge unit. Disconnect filler hose from filler valve; replace protective cap on
filler valve and close access door.
121000
Page 16
-NOTE-
This table accounts for about 25 raise in temperature due to heat of
compression and presumes cylinders are filled at maximum ratc.
CHART 1203. OXYGEN CYLINDER FILLING PRESSURES VS.
AMBIENT TEMPERATURE
Ambient Temperature _ OF
o
10
20
30
40
50
60
70
80
90
100
110
120
130
Filling Pressures Psig
1650
1700
In5
1775
1825
1875
1925
1975
2000
2050
2100
2150
2200
2250
1H16
PIPER AIRCRAFT
PA-42142-720
FILLING OXYGEN CYLINDER (conlinued)
-NOTE-
Pressures arc not exact, but accurate enough for working pressures
between 1800 to 2400 psig cylinders.
CHART 1204. INDICATED OXYGEN CYLINDER PRESSURES VS.
AMBIENT TEMPERATURE
Ambient Temperature _ OF
110
100
90
80
70
60
50
40
1H17
Indicated Cylinder Pressure - Psig
1980
1935
1890
1845
1800
1755
1710
1665
121000
Page 17
SCHEDULED SERVICING
AIRFRAME LUBRICATION
PIPER AIRCRAFT
PA-42142-720
Proper lubrication procedures are valuable for prolonging the service life of the aiTPianc and as a means of
reducing the frequency of extensive and expensive repairs. The periodic application of recommended lubricants
to relevant bearing surfaces combined with cleanliness, as detailed in the following paragraphs, ensures
maximum efficiency and utmost service of all moving parts. Lubrication instruction regarding locations. lime
intervals, and type of lubricants used are found in proper lubrication chans. To ensure the best possible results
from lubricant application, observe the following precautions:
1. Use only recommended lubricants. Where general purpose lubricating oil is specified, but unavailable.
clean reciprocating engine oil is a satisfactory substitute.
2. Check components for evidence of excessive wear and replace as necessary.
3. Removal all excess lubricants from components to prevent collecting dirt and sand in quantities capable of
causing excessive wear or damage to bearing surfaces.
APPLICATION OF GREASE
When lubricating bearings and bearing surfaces with a grease gun. ensure gun is filled with new. clean grease
specified for the panicular application before applying lubricant to grease fillings.
1. If a reservoir is not provided around a bearing. apply lubricant sparingly and wipe off excess.
2. Remove wheel bearings from wheel hub and clean thoroughly with suitable solvent. When repacking with
grease. ensure lubricant enters space between rollers in retainer ring. Do not pack grease into wheel hub.
3. Use extra care when greasing Hartzell propeller hub to avoid blowing clamp gaskets. Remove one grease
fitting while applying grease to other fitting. Uneven greasing effects propeller balance.
APPLICATION OF OIL
If specific lubrication instructions for cenain components are not available. observe the following precautions:
1. Apply oil sparingly. Never apply more than enough to coal bearing surfaces.
2. Since control cables are sufficiently coated by manufacturer. additional protection for corrosion prevention
is unnecessary.
-CAUTION-
AFTER THOROUGHLY WASHING AIRPLANE, ENSURE
LANDING GEAR, FLIGHT SURFACE WINGS, FLAP
TRACKS, ELEVATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
1H18
12-2000
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1H19
May 15, 2012
12-20-00
Page 2
LUBRICATION CHARTS
Lubrication charts consists of individual illustrations for various aircraft systems with components
referenced by numbers and by type of lubrication and frequency of lubrication in hours. Special instructions
are listed at the beginning of lubrication chart and are referenced on each particular chart.
WARNING: KEEP JET FUELS AND LUBRICATING OILS OFF OF SKIN.
CAUTION: DO NOT USE HYDRAULIC FLUID WITH CASTOR OIL OR ESTER BASE. DO NOT
APPLY LUBRICANT TO RUBBER PARTS.
NOTE: Lubricate pilot and passenger seats track rollers and stop pins as required using general purpose,
low temperature lubricating oil (MIL-PRF-7870).
NOTE: Wheel bearings require cleaning and repacking after exposure to excessive quantity of water.
1. Clean exterior of bearings and bushings with dry solvent before relubricating.
2. Disassemble oil cooler door, ice protection transmission, and screws. Trim screws
and wheel bearings; clean with dry solvent. When reassembling transmission,
lubricate and apply thin coating to screw.
3. Fill oleo struts, power pack reservoir, and brake reservoir per instructions on unit or
container or container or refer to Maintenance Manual, Chapter 12.
4. Remove one of two propeller grease fitting for each blade. Apply grease through
fitting until fresh grease appears at hole of removed fitting.
5. Wipe all lubrication points clean of old grease, oil, dirt, etc, before relubricating.
6. Clean and inspect oil filter element (described in Maintenance Manual, Chapter 12)
each 100 hours time-in-service. See Pratt & Whitney Canada Service Bulletin No.
3001 (PA-42) or 13001 (PA-42-720).
7. Loosen boot from gear lock assembly and grease tube. Tube must slide free to slot
limits. (Gear lock cable assembly on PA-42-720 only.)
CHART 1202. SPECIAL INSTRUCTIONS
1.
2.
3.

PIPER AIRCRAFT
PA 42/42720
COMPONENT LUBRICANT
GEAR [)(x)R, OUTBOARD, HINGES AND CONmOl RODS, RIGHT AND lEFT MILl 7870
GEAR OLEO STRUT FILLER, RIGHT AND LEFT: COAT PISTON TUBE AS NECESSARY MIL-H-5606
GEAR CONTROL ROD ENDS AND BELlCRANK BOLTS, RIGHT AND LEFT MIL-l -7870
WHEEL BEARINGS, RIGHT AND lEFT MIL-G-81322
GEAR DOWN LOCK AND UP LOCK HOOKS, GEAR TORQUE LINK FrTIINGS,
RIGHT AND LEFT MIL-G-81322
FREQUENCY
100 HAS
ASREOUIRED
l00HRS
100 HAS
100 HRS
6. GEAR SIDE BRACE LINK BUSHING AND HOUSING BUSHING, MAIN GEAR DRAG
7.

10.
LINK ASSY, TORQUE LINE ASSY, RIGHT AND LEFT MIL-G-83122 100 HAS
GEAR CONTROL ROD ENOS, CYLINDER END HOOK, RIGHT AND LEFT Mll-L-7870 l00HRS
GEAR DOOR, INBOARD, HINGES AND CYLINDER ENOS, RIGHT AND LEFT MIL-L-7870 100 HRS
BRAKE AND POWER PACK RESERVOIR Mll-H-5606 AS REQUIRED
GEAR LOCK ASSEMBLY (SEE SPECIALINSTAUCnON 7) GEAR LOCK CABLE
ON PA.-42-720 ONLY.
SEE
NOTE
,
, .
5
~ \ 4
Mll-G-81322 100 HAS
-NOTE-
Wipe exposed slrul with clean cloth and
hydraulic fluid MIL-H-S606.
Figure 12-4. Lubrication Chan (Landing Gear. Main)
1H20
\2-20-00
Page 3
1.
2.
3.
4.
5.

7.

10.
11 .
12.
10
PIPER AIRCRAFT
PA-42/42-720
COMPONENT LUBRICANT FREQUENCY
NOSE GEAR OLEO STRUT FILLER MIL-H-5606 AS REQUIRED
STEERING ARM ROLLERS BELlCRANK RETRACTION
ROD ENOS AND STEERING ROO ENDS MIL-l -7870 100 HRS
NOSE GEAR DOOR ACTUATOR, RETRACTION ROD
END AND CYLINDER ROD END MIL-L-7870 100 HRS
UP LOCK HOOK AND UP LOCK ROO Mll-L-7870 100 HRS
DOOR HINGE BOLT MIL L7870 100 HRS
DRAG LINK ASSEMBLY AND IDLER LINK MIL-G-23827,
MILG-7711A 100 HAS
WHEEL BEARINGS MIL.()-3545C,
Mll-G-7111A 100 HAS
UPPER AND LOWER TORQUE LINKS MIL-G-23827,
Mll -G-77l1A 100 HAS
UPPER AND LOWER TORQUE LINK CONNECTING MIL-G-23827,
BOLT AND SHIMMY DAMPENER Mll-G-7711A 100 HRS
GEAR HOUSING BUSHINGS MOlYKOTE NO. 33 l 00 HRS
NOSE GEAR STEERING CONTROL ROD ENDS MIL-L-7870 100 HAS
NOSE GEAR UP LOCK ASSEMBLY (SEE SPECIAL INSTRUCTION 7)
(GEAR UP LOCK CABLE ASSEMBLY ON PA-42.7200NLy) MILG-81322 100 HRS
"" .,-
2
/
/,,
..-\ \...- :
/ ,
1/ '
/ V
.. ,
:'/
'/ /'
, /
'/
5
r
-NOTE-
Wipe exposed strut with clean cloth and
hydraulic fluid MILH-5606.
REFER TO SPECIAL
INSTRUCTIONS 12-20-00, PageS.
Figure 12-5. Lubrication Chan (Landing Gear, Nose)
12-20-00
Page 4
1H21
PIPER AIRCRAFT
PA-42/42-720
COMPONENT WBRICANT
1. AILERON TRIM SCREW MIL-G23827. MIL-G-nl1"
2. AILERON TRIM TAB HINGS AND CONTROl ROO ENOS MIll1870
3. Rl.IODER TRIM SCREW Mfl-G-23827, MIl G-7711A
. RUOOER AND RUOOER TRIM TAB HINGES AND CONTROL ROO ENOS MIL-L-7870
5. ELEVATOR AND ELEVATOR TRIM TAB HINGES AND CONTROL ROO ENDS MIL-l7870
6. AILERON HINGES, RIGHT AND LEFT M1Ll7870
7. FLAP TRANSMISSION PIVOT 8CUS AND SENDER ARM MILL7870
8. FLAP TRACKS, RIGHT AND lEFT AU PURPOSE SLIP SPRAY
(DUPONTNO. 6611j
g. FLAP TRACK ROlLERS, RIGHT AND lEFT Mlll7870
10. AILERON BfLLCRANK CABLE ENDS, PIVOT
BEARING AND CONTROL ROD ENDS RIGHT AND lEFT MILL7870
11 . TRIM SCREWS Mll-G3278 OR Mll-O 23827
12. TRANSMISSION SCREWS, RIGHT AND LEFT MILG23827
13. ELEVATOR TRIM SCREW MIL. S-866OB
FREOUENCY
500 HAS
100 HRS
SOOHRS
l00HRS
,OOHRS
l00HRS
l00HRS
50 HAS
l00HAS
l00HRS
SOOHRS
l00HRS
(DOW CORNING" COMPOUND OR 100HRS
'4. ELEVATOR DOWN SPRING MIl.c 18173D 100HRS
CCfR)aion Re\ardant
(See Cllaptet 91 for PfodlJCte reg.)
Figure 126. Lubrication Chart (Control System)
1H22
E
12-20-00
Page 5
PIPER AIRCRAFT
PA-42142-720
SKETCH A SKETCH B
SKETCH D
SKETCH F
SKETCH C
Figure 12-6. Lubrication Chart (Control System (continued)
12-20-00
Page 6
1H23
PIPER AIRCRAFT
PA-42/42-720
COMPONEHT
I. AILERON BELlCRANK ASSEMBLY BUSHING
2. CONTROL WHEEL CHAIN, VERTICAL AND HORIZONTAl
3. RUDDER PEDALS, TORQUE TUBe BEARINGS AND BLOCK, CONTROl
CABLE ENDS, BRAKE CYLINDER ENDS, AND PULLEYS
2
SKETCH A
WBRICANT FREOUENCY
MILL7870 100 HRS
MILL7870 500HRS
MIL-t7870 l00HRS
SKETCH B
Figure 12-7. Lubrication Chan (Control System) (continued)
lH24
12.2000
Page 7
PIPER AIRCRAFT
PA-42 / PA-42-720
1I1
May 15, 2012
12-20-00
Page 8
Figure 12-8. Lubrication Chart (Powerplant, Propeller and Propeller Reversing Linkage)
COMPONENT LUBRICANT FREQUENCY
1. ZERK FITTINGS, BLADE HUB (2 PER BLADE) MIL-PRF-23827 100 HRS
2. FUEL CONTROL UNIT INTERCONNECT ROD ENDS MIL-PRF-23827 100 HRS
3. CONTROL CAM AND PINS LUBRIPLATE 130A 100 HRS
4. PROPELLER CONTROL ROD ENDS MIL-PRF-23827 100 HRS
5. OIL FILTER ELEMENT Clean and Inspect 100 HRS
6. OIL TANK REFER TO SPECIAL INSTRUCTION NO. 6
7. PUSH PULL CONTROL - WIRE ROPE MIL-G-21164 100 HRS
PIPER AIRCRAFT
PA-42142-720
I. TRANSMISSION ASSEMSlY (SEE NOTE) DUKES 21967.-1
2. TRANSMISSION SCREW Mll-G-23827
3. SlEEVE AND BOLT ASSEMBI.. Y M1L-l7870
OIL COOLER EXHAUST DOOR HINGE Mll-l-7870
S. ICE DEFLECTOR DOOA HINGE MIL-l-7870
8. BYPASS DOOR HINGE MIL-l-1870
7. BEARING BLOCKS MIL-G-23827
8. TRANSMISSION SCREW MIL-G23827
9. TRANSMISSION ASSEMBLY DUKES 21.-74-1
10. TRANSMISSION MOUNTING BUSHINGS MIL-G-23827
11. CLEVIS PIN Mll-l-7870
12. ICE DEFLECTOR DOOR ROO ENDS Mll-l-1870
13. CLEVIS PINS AND BOLT ASSEMBLIES MIl-l-7870
7 12
500HRS
500 HRS
l00HRS
l00HRS
100 HRS
l00HRS
lOOt-lAS
SOOHRS
500HRS
500 HRS
l00HRS
100 HRS
l00HRS
10
Figure 12-9. Lubrication Chan (Air Inlet Ice Protection Oil Cooler Doors)
112
122000
Page 9
PIPER AIRCRAFT
PA-42/42-720
COMPONENT LUBRICANT
1. CABIN DOOR LATCH HINGES AND STep MECHANISM MIL-L-7870
2, CARGO DOOR LATCH AND HINGES MILL-7870
3. NOSE CONE AND FORWARD BAGGAGE DOOR HINGES AND LATCHES MIL-l -7870
4. NACEUE LOCKER AND ENGINE COWl DOOR LATCH AND HINGES Mlll 7870
5. SEAT TRACKS (ALL) Mlll 7870
3
Figure 1210. Lubrication Chart (Cabin Door, Baggage Door and Seats)
122000
Page 10
113
FREQUENCY
100 HAS
100 HRS
100 HRS
100 HRS
100 HRS
PIPER AIRCRAFT
PA-42/42-720
UNSCHEDULED SERVICING
ENGINE ACCESSORY DRIVE SHAFTS - LUBRICATION
Lubricate accessory drive shafts according to Pratt & Whitney Maintenance Manual. PIN 3021442, Chapter
70. Standard Practices, General Torque Recommendations. page 204.
Specific accessories are:
1. Tach generators.
2. Hydraulic pumps, fuel pump.
00 not apply lubricant to the following accessories:
I. Fuel pumps (P&W).
2. Prop governors (CSU).
3. Fuel control units.
Install ovcrspced governor with dry shaft or lubricate with clean turbine engine oil.
114
12-30-00
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1I5
May 15, 2012
12-30-00
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1I6
May 15, 2012
12-30-00
Page 3
PIPER AIRCRAFT
PA-42 / PA-42-720
1I7
CHAPTER
20
STANDARD
PRACTICES/
AIRFRAME
PIPER AIRCRAFT
PA-42 / PA-42-720
1I8
PIPER AIRCRAFT
PA-42 / PA-42-720
1I9
May 15, 2012
20 - CONTENTS
CHAPTER 20 - STANDARD PRACTICES - AIRFRAME
TABLE OF CONTENTS
CHAPTER
20-00-00 GENERAL 1I11
Torque Wrenches 1I11
Flareless Tube Assemblies 1I11
Inspection of Flexible Hoses 1I11
20-10-00 PAINTING 1I13
Paint Application 1I13
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
1I10
May 15, 2012
20 - CONTENTS
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
1I11
May 15, 2012
20-00-00
Page 1
GENERAL
This chapter contains general information pertaining to standard aircraft hardware installation and removal
practices.
The information included will be very helpful if it is referred to on a regular basis.
If non-destructive testing is needed after repair of 4130 steel, use the magnaflux method.
Testing and inspecting of aluminum castings and machined aluminum parts may be done by the dye
penetrant method.
Usually, a good visual inspection with a 10X magnifying glass will show any damage or defect in a repair
that is of a significant nature.
1. Torque Wrenches
Torque wrenches should be checked and calibrated daily with weights and, a measured lever arm to
ensure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and
not recommended. Some wrenches are quite sensitive to the way they are supported during a tightening
operation. Any instructions furnished by the manufacturer must be followed.
2. Flared Tube Assemblies (Refer to Figure 20-1)
When any fitting containing conical seals is disconnected the following steps must be performed when
reconnecting the fitting.
A. Lubricate threads of nut with a substance compatible with the fluid that is to be contained in the line
B. Install new conical seals
NOTE: Conical seals are never to be reused. If a connection is broken the seals must be replaced .
NOTE: Apply torque on back portion of nut next to shoulder to minimize distortion of thread.
CAUTION: ANGULAR MISALIGNMENT BETWEEN TUBE AND FITTING WILL OVER-
STRAIN SLEEVE AND NUT DURING TORQUE -UP. APPLY TORQUE ONLY
AFTER TUBE CENTER LINE IS SQUARELY MATED TO THE FITTING CENTER
LINE.
C. Tighten fitting one (1) to one and one half (1 1/2) hex flats from position of sharp torque rise (finger
tight).
37 Deg. Flared Fitting
Conical Seal
Tube
Nut
Sleeve
Figure 20 - 1. Installation of Conical Seals
PIPER AIRCRAFT
PA-42 / PA-42-720
1I12
May 15, 2012
20-00-00
Page 2
Hose Size Ball Size
- 4 ................................................. 5/64
- 5 ................................................. 9/65
- 6 ................................................ 13/64
- 8 ................................................. 9/32
- 10 ................................................. 3/8
- 12 ................................................. 1/2
- 16 ............................................... 47/64
- 20 ............................................... 61/64
CHART 2001
BALL DIAMETERS FOR TESTING HOSE RESTRICTIONS
3. Inspection of Flexible Hoses
NOTE: During the manufacturing process, a condition known as rubber strike-through occasionally
occurs. This condition is such that rubber material protrudes through the wire braid cover. This
condition has no effect on hose quality.
Inspect flexible hoses every 100 hours, especially those in the engine compartments. When inspecting
hoses, look for the following conditions:
A. Check each installation to be sure the hose is not kinked, twisted, or distorted. Check for evidence of
abrasion, cuts, and broken wires. Random broken wires are acceptable since wire breaks sometimes
occur during manufacture. Discard hose if two or more broken wires are found per plait (braid) or
more than six broken wires per lineal foot. Broken wires in an area where kinking is evident is also a
cause for rejection.
CAUTION: PUNCTURING THE OUTER COVER OF THE HOSE MAY CAUSE DAMAGE TO
THE HOSE.
B. Check each assembly for deterioration, ply separation of cover or braid, cracks, weather checking,
lack of flexibility, blisters or bulging, collapse, or sharp bending. Blisters on the outer synthetic cover
do not necessarily indicate a faulty hose.
C. Remove hose from assembly if hose shows any visible wear. Inspect hose interior and check for signs
of deterioration, tube collapse, cut rubber, wire braid puncture, or restriction. To inspect hoses with
elbow fittings, use flexible inspection light and viewer, or inspection ball as described in Chart 2001
Replace hose if any deterioration exists.
PIPER AIRCRAFT
PA-42 / PA-42-720
1I13
May 15, 2012
20-20-00
Page 1
PAINTING
1. Paint Application
WARNING: TO TOP AND BOTTOM OF WINGS, FROM W.S. 87.50 TO 105.50 AND W.S. 221.00
TO 239.00, APPLY NON-METALLIC STANDARD POLYURETHANE EXTERIOR
PAINT TO CLEAN, ALODINED ALUMINUM SKIN. DO NOT EXCEED 2.5 MIL IN
THICKNESS. THE 2.5 MIL MAXIMUM THICKNESS CRITERIA DOES NOT APPLY
TO INSPECTION ACCESS PLATES.
CAUTION: DO NOT PAINT PITOT TUBES, GAS CAPS, OR ANTENNA COVERS THAT WERE
NOT FACTORY PAINTED. METALLIC PAINTS MUST NOT BE USED ON RADOMES
OR ANTENNA COVERS. DO NOT USE SPRAY SILICONE LUBRICANTS PRIOR
TO PAINTING AS OVERSPRAY IS EXTREMELY DIFFICULT TO REMOVE AND
RESULTS IN LOSS OF PAINT ADHESION.
CAUTION: IN AREAS WHERE A LIMITED THICKNESS OF PAINT IS REQUIRED, BE SURE
TO VERIFY CORRECT THICKNESS BY USING A DIGITAL COATING THICKNESS
GAUGE. (ONE SUCH GAUGE IS THE ZORELCO LTD. MODEL 780/747E).
PIPER AIRCRAFT
PA-42 / PA-42-720
1I14
May 15, 2012
20-20-00
Page 2
CHAPTER
ENVIRONMENTAL SYSTEM
1115
SYSTEM
SUB-SYSTEM
21-00-00
21-00-00
21-10-00
21-10-00
21-20-00
21-20-00
21-20-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-30-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 21 - ENVIRONMENTAL SYSTEM
SUBJECT
GENERAL
Description of Operation
PRESSURIZATION
Troubleshooting
DISTRIBUTION
CABIN AIR DISTRIBUTION SYSTEM
Description and Operation
PRESSURIZATION CONTROL
Component Detailed Descriptions
Cabin Pressure Dump
Pressurization Check With Test Unit
Pressurization System Checkout Procedure
Ground Operational Check
Safety Precautions
Pressurization System Flight Check
Absolute Pressure Regulator Removal
Absolute Pressure Regulamr Installation
Outflow and/or Safety Valve Removal
Outflowand/or Safety Valve Installation
Outflow and Safety Valve Cleaning
Removal of Controller
Installation of Controller
Controller Filter Replacement
HEATING/COOLING
General
Troubleshooting
Component Detailed Descriptions
Removal of Pressure Regulator and Shutoff Valve
Installation of Pressure Regulator and Shutoff Valve
Removal of Hot Air Bypass Valve
Installation of Hot Air Bypass Valve
Removal of Bleed Air Supply Overpressure Switch
Installation of Bleed Air Supply Overpressure Switch
1116
GRID
NO_
1118
1118
1119
1119
1124
111
111
114
114
119
119
1Jl3
1Jl3
IllS
1116
1121
1121
1121
1121
1122
1122
1123
1123
1123
1123
1123
11<2
1K8
1K8
lK8
lK8
lK8
lK8
EFFECTIVITY
21 - Conti Effect.
Page 1
PIPER AIRCRAFT
PA 42/42 720
CHAPTER 21 - ENVIRONMENTAL SYSTEM (continued)
SYSTEM
SUBSYSTEM
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21-40-00
21 - Cont/Errec.
Page 2
TABLE OF CONTENTs/EFFECTIVITY
SUBJECT
HEATING/COOLING (continucd)
Removal of Compressor Discharge Ovcncmperaturc
Sensing Switch
Installation of Compressor Discharge Ovenempcrature
Sensing Switch
Removal of Water Separator
Cleaning. Inspection and Repairs of Water Separators
Installation of Water Separator
Removal of DUCI Temperature Sensor
Installation of DUCl Temperature Sensor
Removal of Cabin Temperature Sensor and Controller
[ruaallation of Cabin Temperature Sensor and Controller
Removal of Ground Cooling Fan
Installation of Ground Cooling Fan
Removal of Check Valve Assembly
Installation of Check. Valve Assembly
1117
GRID
NO_
IK9
IK9
1K9
IK9
IKIO
IKIO
IKIO
IKIO
IKIO
IKIO
IKII
IKII
IKII
EFFECTIVITY
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The cabin is pressurized by engine bleed air that is conditioned by an environmental control system (ECS).
The bleed air is cooled as required for heating, air conditioning. ventilation, and pressurizing the ai r in the cabin.
DESCRIPTION OF OPERATION
-CAUTION-
PERFORM PITOT AND STATIC SYSTEM LEAK CHECKS
BEFORE PERFORMING ANY PNEUMATIC FUNCTIONAL
TESTS. CONDUCTING CABIN PRESSURE TESTS WITH
LEAKING STATIC SYSTEMS COULD DAMAGE DELICATE
INSTRUMENTS.
The environmental control unit (ECU) uses bleed are from both engines as the prime source of energy. This
bleed air system has three parts: 1) the ECU bleed air supply; 2) the auxiliary bleed air supply for deicer boots
and gyros; and, 3) the emergency bleed air cabin pressurization system. Descriptions of each part follows:
- NOTE -
To cap isobaric valve ambient lines, remove access covers in tail of
ail)'rafi and cap finings (adapte") on aft pressure bulkhead (704843).
ECU Bleed Air Supply Systems PA-42 - The compressor bleed air from each engine is supplied to the BeU
through the bleed air shutoff valve. a shrouded duct arrangement, a check valve, and insulated ducts to the inlet of
the primary bleed ai r-la-ram air heal e)(changers in the ECU. A pressure regulator and shutoff valve controls
pressure and flow of bleed air into the ECU, located in the right hand equipment compartment, forward of
Fuselage Station 57.00 pressure bulkhead. Sub-system section titled Heating and Cooling gives a more detailed
description of various components comprising the heating and cooling portion of the system.
PA42-720 - Compressor and interstage turbine bleed air is supplied through a variable ejecwr mi)(ing valve
directly to the ECU. The bleed air shutoff valve and venturi arc not required, otherwise both systems are
basically the same.
Auxiliary Bleed Air Supply System:
Bleed air is also used to operate the cabin pressure control system, inflatable cabin door seal, surface deicer
boots. and vacuum gyro system. This bleed air is taken off the cngine bleed air dueling upstream of each bleed
air shuwff valve and carmot be shut off unless that particular engine is shut down. A ram air-bleed air intercooler
is installed a1 the firewall of each engine nacelle W cool the bleed air supply lO the auxiliary system below 2500F,
prior to entering the fuel lank area aft of the firewall . A bleed air ovenemperature switch. installed in the bleed
air duct downstream of the intercooler, closes at 425 5F and illuminalCs the BLEED AIR HOT light on the
pilot annunciator panel. During normal operation, bleed air to the auxiliary system varies between 10 - 85 psi and
150F - 500F. Temperature is reduced to below 250F by the intercooler. Sub-system section titled
Pressurization covers that ponion in more detail. Reference to Chapter 30 covers the deicer system and Chapter
37 covers vacuum system.
1118
210000
Page 1
PIPER AIRCRAFT
PA-42/42-720
Emergency Bleed Air Cabin Pressurization System:
The emergency bleed air cabin pressurization system consists of a solenoid shutoff valve. jet pump, and
pressure switch. The emergency bleed air is supplied from the right hand auxiliary bleed air supply line and
activated by the pilot with the ECS SELEcroR switch on the comfort control panel. With the ECS SELEcroR
switch in the EMER position, the emergency pressurization valve in the right hand wing root is opened. At the
same time. the pressure regulator and shutoff valve de-encrgizcs, shutting off bleed air flow to the ECU, The
emergency pressurization air serves as motive flow to the jet pump in the right hand wing roOl, which pulls in
ambient air from a port in the wing Toot fairing. A total pressurization flow up to 9 pounds per minute is
provided into the right hand heater duct. within the cabin. depending on the right hand engine power setting and
altitude.
The emergency pressurization valve is automatically opened when the cabin altitude exceeds 12,OCXJ 12,500
feet. regardless of the position of the ECS SELECTOR switch on the cabin comfort control panel. An absolute
pressure switch in the cabin. set to activate at 12.000 - 12.500 feel. provides this control. The emergency
pressurization valve is aUlomatically opened when the ECU is automatically shut down due to overtemperalurc or
overpressure. Sub-system section titled Pressurization Control covers this in more detail.
PRESSURIZATION
Pressuri zation air for the cabin originates from each engine's bleed air pon. The bleed air is controlled by a
solenoid shutoff valve. operated by an ON-OFF switch on the overhead engine switch panel. The bleed air is
routed through shrouded annular ducts. check valves. and insulated ducts to the inlet of the ECU. (Refer to suI>-
system section titled Distribution for detailed information on special duClS.)
TROUBLESHOOTING
Problems peculiar to the pressurization system componenlS are listed in Chart 2101. along with their probable
causes and suggested remedies. After a problem is corrected, check entire system for security and component
operation.
CHART 2101. TROUBLESHOOTING (PRESSURIZATION SYSTEM)
Trouble Cause
Cabin will not pressurize. Blocked safety valve cabin
air mter or orifice.
Blocked controller cabin air
fLlter wilh orifice.
Internal malfunction in the
isobaric valve.
safety valve.
111 9
Remedy
Replace filter and check
orifice.
Clean filler and check
orifice on controller.
Remove and replace isobaric
valve.
Remove and replace safety
valve.
21-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING (PRESSURIZATION SYSTEM) (conlinued)
Trouble
Cabin will not pressurize
(continued)
Cabin pressurizes to full
positive differential
pressure after takeoff,
21-10-00
Page 2
Cause
controller.
Defective "q" switch and/or
landing gear safety switch.
Defective dump/test switch.
No pressure to door seal.
Excessive leakage in
pressurization ducts.
Excessive cabin leakage.
Solenoid valve malfunctions
in the open position.
Valve on outside air control
box won't close.
Malfunction of ECS control
switch.
Malfunction of ECU pressure
regulator and shut off valve.
Vacuum tube nol connected
to controller.
Malfunction in aircraft
vacuum supply.
Rupture in volume tank.
outflow isobaric valve.
controller.
1120
Remedy
Remove and replace
controller.
Remove and replace switch.
Replace switch.
Check and repair door
seal or door seal valve.
Locate leak and tighten
connections.
Locale and repair leak.
Replace valve.
Adjust or lubricate valve
or control linkage.
Repair or replace switch.
Repair or replace valve,
Connect vacuum tube.
Check ai rcraft vacuum
supply.
Replace tank.
Remove and replace valve.
Remove and replace
controller.
PIPER AIRCRAFT
PA-42/42-720
AI RPLANE MAINTENANCE MANUAL
CHART 2101. TROUBLESHOOTING (PRESSURIZATION SYSTEM) (continued)
1Touble Cause
Cabin altitude decreases Low aircraft vacuwn supply.
below selected altitude.
Minor leak in tube between
controller and volume tank
or in volume lank.
Minor leak in lube between
controller and isobaric valve
or in isobaric valve,
Minor leak in the controller,
Minimum rates unbalanced. Minor leak in tube between
Down rate faster than up controller and volume tank
rate.

or in volume tank.
Minor leak. in the controUer.
Pressurized operation Solenoid valve malfunction
before takeoff and in the closed position.
after landing.
"q" switch, landing gear
squat switch or test/dump
switch malfunclion in the
open position.
Broken wiring 10 the
vacuum relief solenoid.
Loose or damaged pneumatic
tube between solenoid va1ve
and safety valve.
safety valve.
1121
Remedy
Check aircraft vacuum
supply.
Remove and replace tube
or volume tank.
Remove and replace tube
or isobaric valve.
Remove and replace
controUer.
Remove or replace tube
or volume tank..
Remove and replace
controller.
Replace valve.
Remove and replace
switch.
Repair wiring.
Check tube connections or
replace damaged rube.
21-10-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING (PRESSURIZATION SYSTEM) (cominued)
Trouble
Cabin exceeds full positive
differential calibrated
setting.
Cabin climbs and descends
at a fixed rate regardless
of rate selection.
Cabin rate exceeds selected
ratc valve during aircraft
climb to cruise altitude.
Cabin pressure rapidly
increases or decreases
with reselection of cabin
altitude.
Cabin altitude exceeds
selected value.
21-1000
Page 4
Cause Remedy
True static atmosphere tube Securely connect or remove
blocked or not connected on blockage from the true static
isobaric valve and safety atmosphere tube on isobaric
valve. valve and safety valve.
Loose or damaged pneumatic Repair or replace tubing.
tubing from port "1" of
safety and isobaric valve to
atmosphere.
Internal malfunction in Remove and replace
comroller. comroller.
Malfunction in controller. Remove and replace
controller.
Defective cabin rate of Remove and replace
climb indicator, indicator.
Malfunction in controller. Remove and replace
controller.
Loss of airflow into cabin. Repair bleed air supply
ofECU system.
Internal malfunction in Remove and replace valve.
isobaric valve.
Internal malfunction in Remove and replace valve.
safety valve.
Internal malfunction in Remove and replace
controller. controller.
Excessive cabin leak ratc. Seal leaks.
1122
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
Cabin pressure will not Dump valve paniaUy open.
maintain control setting.
Defective isobaric control
valve.
Defective safety valve.
Defective pressurized air
dump valve.
Defective cabin altitude
controller.
Pressurization duct leakage.
Cabin leakage
pressure gauge.
Foreign matter on isobaric
outflow control valve or
safety valve seats.
Leak in outflow isobaric
valve control line.
Cabin pressure excessively Isobaric outflow valve static
high. line clogged.
Defective cabin over pressure
switch.
pressure gauge.
Safety valve static vent
clogged.
Defective safety valve.
1123
Remedy
Close valve; adjust valve
control cables.
Remove or repair valve.
Remove and replace cabin
altitude controller.
Locale leak. and tighten
connection.
Locate and repair leak.
Remove and replace gauge.
Clean valve scats.
Locate leak and tighten
COMccoon.
Clean static line.
Remove and replace switch.
Remove and replace gauge.
Qean vent line.
21-10-00
Page 5
PIPER AIRCRAFT
PA42/42720
Trouble Cause Remedy
Cabin door unsafe light Latching relay sticking in Lubricate the mechanical parts
will not go out. the open position. (sparingly) with "Glide Air" or
equivalent.
Switch or switches in door Adjust.
frame out of adjusbllcnt.
Defective pressure switch. Replace switch.
Short to ground. Check wiring and repair.
Cabin door unsafe light Circuit breaker open. Reset circuit breaker.
will not come on.
Broken wire or loose Check wiring and repair.
connection.
No pressure to door seal. Leak in door seal pressure Check and repair door
system. seal pressure system.
DISTRIBUTION
The PA42-720 bleed air dueling from the nacelle firewall to the ECU in the aircraft nose is similar to the PA-
42. except a duct cooling air vent in the engine compartment does not exist. The c)(isting cooling air vent in the
wing root fairing is retained and provides a flow path overboard when a bleed coupling O-ring fails. The bleed
mixing capability of the bleed air control valve assumes a lower bleed air temperature in the ducting system and
eliminates the need for bleed ducting COOling flow. The 350"F temperature switch at the nacelle end of the bleed
ducling has been eliminated. The remaining temperature switches are in the same locations as the PA-42.
After bleed air lines penetrate the fuselage on either side. they join at a V-duct dowruarearn from a check valve
installed in each leg of the Y. These check valves prevent reverse flow into a non-operating engine or non-
pressurized duct system and prevent loss of cabin pressurization. The dUCl from the V-duct forward to the
forward pressure bulkhead. Fuselage Station 57.00. is shrouded and vented overboard at the bottom of the
fuselage. with the inlet in the right hand equipment comparnnent at Fuselage Station 57.00 bulkhead.
Bleed air also operates the cabin pressurization control system. inflatable cabin door seal. pneumatic surface
deicer boots and vacuum gyro system. This bleed ai r is taken off the engine bleed air ducting upstream of each
bleed air shutoff valve and cannot be shut off unless that particular engine is shut down.
1124
212000
Page 1
DISTRIBUTION (continued)
PIPER AIRCRAFT
PA-42!42-720
A ram air-bleed air intercooler is installed at the firewall to cool the bleed air supply auxiliary systems below
250
o
P, prior to entering the fuel tank area aft of the firewall . When ram air inlet to the intercooler is blocked, a
bleed air ovenemperature switch is installed in the bleed air duel downstream of the intercooler. This switch is
set to close at 425
0
5F, which illuminates the BLEED AIR HOT light in the pilot annunciator panel. If this
occurs, the following steps must be taken:
1. Shut off the ECU bleed air from that engine by using the ON-OFF switch on the ovemead engine switch
panel.
2. If the light remains on after shutting off the ECU bleed air, the 425F switch could have caused the light to
come on. Since this air cannot be shut off. power to that engine must be reduced.
3. If the light remains on after completing steps I and 2. make a precautionary landing as soon as possible,
using minimum engine power on the side with the light.
4. Inspect engine bleed air duct system and make repairs as necessary.
CABIN AIR DISTRIBUTION SYSTEM
DESCRIPTION AND OPERATION
The cabin air dislribution syslCm uses bleed air from the engines and air entering the ECU from outside the
airplane to operate the ECS. The ECS in tum produces cabin heating or cooling and air to defrost the windshield
and side windows. Hot bleed air is used to supply heat. when required. through a bypass valve on the ECU. The
bypass valve controls the amount of hot air mixed with cold air prior to the air entering the cabin.
Air is distributed through out the cabin through a system of ducts, blower motors, louvers and outlets. TIle air
boxcs. located forward of the spar boxes. house blower motors which help distribute the proper volume of air to
each outlet. A diverter valve. located below the junction of the windshield and side window defroster lines. is
install to operate the distribution of defroster air for these windows.
The ECS cabin selector panel. located at the lower portion of the copilot's instrument panel, allows for
operation of cabin air distribution with the usc of electrically operatcd temperature and pressure controls.
2\ -20-00
Page 2
n
CABIN AIR,
OUTSIDE
"'U- CABIN COMFORT
I I
COOQARM
AUTO HEAT

TEMP
OL
CONT
HI
EII ERG
OF PRESS
FAN
ECS SELECTOR
LO
Fi gu re 21-1. EeS Cabm Selcctor Panel
1J1
PIPER AIRCRAFT
PA42/42720
CREW AND PASSENGER
/ OVERIH",\o AIR OUTLET (COlD AIR)
CREW SIDE
OUTlET
WNDSH!aD
FllETEAED AlA
INLET
COLO AIR
"AIR OIST" SELECTOR 'OVHO"
FANS'OFP
SIDE WIIINOC;W
DEFOG OUTLET
DEFROSTER MAY BE SELECTED "ON"OR "OFP
PANEL
VALVE
DEFOG COfIITROl
VALVE
Figure 21 -2. Cabin Air Distribution Schematic - Conditioned Ai r
1J2
21-20-00
Page 3
\I
21-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
CR8NANDPASSENGER
PASSENGER
HEAT PLENUM
(HOT AIR)
FIL TEREO AIR
INLET
(COlO AIR)
FAN
CHECK
WAAMAIR
-AIR DIST" SELECTOR "FLOOR'
RECIRCUlATED AlA
- WITH FANS "to" OR "HI"
DEFROSTER MAY BE SElECTED 'ON" OR 'OFP
SIDE WINDOW
DEFOG OUTLET
Figure 21 3. Cabin Air DisLribuLion Schematic - Heated Air
1J3
FFOM
ECS
VALVE
WINDSHIELD
DEFOG CONTROl
VALVE
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION CONTROL (Refer to Figure 21-4.)
The cabin pressure control system consists of the cabin outflow valve, cabin safety valve, cabin pressure
controller, auxiliary volume tank, absolute pressure regulator, filter, vacuum solenoid relief valve, vacuum
regulator, manual test valve, cabin pressure test/dump switch, cabin differential pressure switch, cabin absolute
pressure switches, and plumbing and wiring. These items are given a detailed operational description followed
by a general description of the cabin pressure control system.
The cabin safety valve is left open on the ground with engines operated by a vacuum applied to the control
chamber of the safety valve. The vacuum regulator of the vacuum system provides a vacuum of 4 to 6 inches
mercury, referenced to cabin pressure. Engine bleed air is supplied to the ejector to produce the required vacuum.
This vacuum holds the safety valve open while on the ground through the action of the landing gear squat switch
and "q" switch which energize and open the vacuum relief solenoid valve. The cabin pressure control switch on
the lower center instrument panel controls the vacuum relief solenoid valve. When placed in the DUMP position,
it energizes the vacuum solenoid and opens the safety valve. The TEST position bypasses the landing gear squat
switch and "q" switch to permit the cabin to pressurize on the ground for test purposes only. The normal position
is CABIN PRESS., which allows the system to pressurize after takeoff.
The cabin pressure controller is mounted on the lower center instrument panel and the auxiliary volume tank
and filter are located behind the instrument panel. The volume tank provides additional volume for the rate
pressure chamber in the controller to give greater accuracy of the cabin rate-of-change control. The air filter
eliminates entry of tobacco tar and dust particles greater than 0.3 microns into the pneumatic control elements of
the controller.
The cabin outflow and safety valves, cabin absolute pressure switches, cabin differential pressure switch
absolute pressure regulator, and vacuum relief solenoid valve are mounted on the aft pressure bulkhead. The
vacuum regulator is located behind the copilot's instrument panel (see Chapter 37).
COMPONENT DETAILED DESCRIPTIONS
1. Cabin Outflow Valve (Figure 21-5)
The outflow valve contains a head and base section. The head section contains port 2 (controller
connection) and a plugged cabin air port. Mounted on the head is the differential control, containing port 1
(true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve which
sits on a base assembly surface when in the closed position.
2. Cabin Safety Valve (Figure 21-5)
The safety valve contains a head and base section. The head section contains port 2 depressurization
connection and a cabin air filter with orifice. Mounted on the head is a differential control, containing port
I (true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve
which sits on a base assembly surface when in the closed position.
3. Cabin Pressure Controller (Figure 21-6)
The controller body consists of three elements: 1) The lower element forms a chamber open to cabin
pressure and houses the absolute bellows. It is also the face of the controller that contains cabin altitude
selector knob and cabin rate control knob. 2) The middle element, when assembled to the lower element,
completes and seals the cabin pressure chamber from the rest of the controller with a sealing diaphragm.
The opposite sides of the middle element forms a rate pressure chamber which houses the rate spring. 3)
The upper element, when assembled to the rate diaphragm and the other two elements, forms a reference
pressure chamber which houses the reference pressure metering valve and metering valve follower spring.
This element also contains the various air connections to install the controller into the cabin pressure control
system.
1J4
21-3000
Page 1
PIPER AIRCRAFT
PA-42/42-720
FR:lM
ECU
CABIN PRESSURE
AUXllLARV
VOLUME
TANK
CABI N PRESSURE
REFERENCE PRESSURE
I) DISCHARGE PRESSURE
& RATE PRESSURE
TANK
TEE
==U FIniNG
AIRCRAFT AIR VALVE
VACUUM PRESSURE
I) mUESTATlC
PRESSURE
CONTOOl
FILTER
WATER
SEPERATOR
---""'=l
FIL TEA CHAMBER FACE VIEW OF CONTROlleR
VESSEL BOUNDARY
PORT
"2'
TRUE STATIC
ATMOSPHERE
OUTFLOW VALVE
CABIN
DISCHARGE
Figure 21-4. Cabin Pressure Control System Schematic
21-30-00
Page 2
1J5
-,.
CABIN RATE
CONTROL
SELECTOR
KNOB
ABSOLUTE
PRESSURE
REGULATOR
PIPER AIRCRAFT
PA-42142-720
COMPONENT DETAILED DESCRIPTIONS (continued)
4. Auxiliary Volume Tank
The tank is a small scaled chamber next to the controller. When connected to the controller, it provides
additional volume to the rate pressure chamber in the controUer and provides greater accuracy of the cabin
rate-of-controL
5. Absolute Pressure Regulator (Figure 21-10)
The absolute pressure regulator contains a spring-loaded, closed ball metering valve and an aneroid bellows.
The bellows sense cabin pressure and override spring closing force when cabin pressure reduces to
approxi mately 13,500 1,000 feet. The unit is poned so opening the ball-metering valve allows cabin
pressure to enter the outflow valve head with sufficient flow capacity to: a) fully close the outflow valve;
and b) shut off the pneumatic control pressure from the controller,
6. Air Filter
The filler element is a cylindrical plug made of treated paper fabric. completely enclosed in a thin aluminum
case, with perforations around its circumference. The filter effectively eliminates entry of tobacco tar and
dust panicles greater than 0.3 micron in diameter into the pneumatic control clements of the outflow valve
controller.
7. Vacuum Relief Solenoid Valve
This valve, nonnally closed. is located between the vacuum regulator vacuwn pon and the control line from
the cabin pressure controller to the safety valve. When energized, the vacuum provided by the vacuum
regulator ejector is appHed to the diaphragm of the safety valve to hold it open. The vacuum relief solenoid
valve is open under either of the following conditions:
a. On the ground with the Q switch or landing gear squat switch energized.
b. In flight whenever the cabin dump switch is in the DUMP position.
8. Vacuum Regulator
Vacuwn to operate the safety valve and controller is obtained from the vacuum system. which uses its own
regulator. The regulator. set to provide 4.5 to 5.4 inches of mercury (relative to cabin pressure). is placed in
the system betwecn thc vacuum driven instruments and the ejector.
9. Ejcctor
The ejector is used by the vacuum system to provide a vacuum source. Located under the right side floor
panels near FS 151.30, it is connected to the pneumatic lines from the intercoolers. Bleed air flows through
the ejector to create the necessary vacuum. (Sec Chapter 36 and 37 for further infonnation.)
10. Manual Test Valves
The manual shutoff valve is located below the instrument panel, 10 the right of center, along the brake
support channel. When used, the valve allows for system ground checkout and is iockwired in the open
position except when the system is tested. The valve is installed in the vacuum line going to the controller
and is used during the system positive differential pressure relief check.
II. Cabin Pressure Switches
a. Cabin differential switch, located on aft pressure bulkhead, provides a warning to the pilot if cabin
differential pressure exceeds 6.45 0.05 psid, by lighting the CABIN PRESS caution light on the
master caution panel.
b. Cabin absolute switch, located on aft pressure bulkhead, provides a warning to the pilot if the cabin
altitude exceeds 10.000 feet for the PA-42 or 11,500 feet for the PA-42-720. by lighting the CABIN
PRESS caution light on the pilot annunciator panel.
c. Cabin absolute switch for emergency pressurization, located on aft pressure bulkhead. turns on the
emergency pressurization valve if cabin altitude exceeds 12,000 to 12.500 feet.
1J6
21-30-00
Page 3
PIPER AIRCRAFT
PA42/42720
HEAD
CONTROL CHAMBER
DIFFERENTIAL CONTROL CAUBRATION SPRING
DIFFERENTIAL CALIBRATION SCREW
METERING VALVE
DIFFERENTIAL CONTAOL
DIAPHRAGM ASSEMBLY
PORT "I" TRUE STATIC A TMOSPHE"'::R::E'-_ .... Ifl
CONNECTION WITH ORIFICE -
CABIN AIR FIL TEA WITH ORIFICE
ON SAFETY VALVE ONLY
I) DISCHARGE PRESSURE

HOLD THIS DIMENSION
'WT
2 SHIM (AS REO)
L
GASKET
0.075 IN
0.085 .
}3 PLACES
TYPiCAl DIMENSION AFTER
INSTALLATION Of SHIM
GASKET INSTALLATION DIMENSIONS SKETCH A
PORT ' 2' DEPRESSURIZATION CONNECnON
INNER DIAPHRAGM
BASE ASSEMBLY
POPPET VALVE RETURN
SPRING
NOISE SUPPRESSION
SCREEN
SEE
SKETCH A
[) TRUESTATIC ATMOSPHEAE
$ RefERENCE PRESSURE
SEE NOTE UPPER VALVE POPPET VALVE FOR DETAILS
CABIN PRESSURE
213000
Page 4
"Zt-flAGM COVER
NOTE.! THIS PORT PLUGGED ON OUTFLOW VALVE ONLY.
Figure 21-5. Safety and Outflow Valves
1J7
PIPER AIRCRAFT
PA-42142-720
AUXILIARY VOLUME
TANK CONNECTION
REFERENCE PRESSURE
METERING VALVE
METERING VALVE
FOLLOWER SPRING
RATE SPRING
CHECK VALVE
ABSOLUTE BEU.OWS
CABIN AlA SENSE PORT
ACTUATOR
AIRCRAFT VACUUM
CONNECTION
CABIN AL Tl lUDE
SELECTOA KNOB
+ CABIN PRESSURE
RATE PRESSURE
$ REFERENCE PRESSURE
OUTFlOW VALVE
CONNECTlON
AlRCRAFTVACUUMPRESSUAE
FACE VI EW OF CONTROLlER
CABIN AIR FILTER
CONNECTOR
WITH ORIFICE
RATE DIAPHRAGM
--- RATE CONTROL VALVE
--- SEALING DIAPHRAGM
___ RATE CONTROL VALVE
POSmON ACTUATOR
SELECTOR KNOB
Figure 21 -6. Cabin Air Pressure Outflow Valve Controller
1J8
21-30-00
Page S
PIPER AIRCRAFT
PA-42142-720
CABIN PRESSURE DUMP
In case of smoke or any emergency, the cabin pressure could be dumped in flight in several ways. In addition
to placing cabin pressure switch in DUMP position. the following actions can be used to dump or decrease cabin
pressure.
I. Position ECS selector switch to OFF position.
2. Pull circuit breaker for DOOR SEAL.
PRESSURIZATION CHECK WITH TEST UNIT (Figure 21-7)
-NOTE-
The ambient lines on the isobaric valves are capped by capping their
adapter fittings on the external side of the aft pressure bulkhead.
These fittings arc reached by removing the access panel in the tail.
Use the following pressurization test procedure to dewnnine if the aircraft fuselage has an acceptable leakage
rate. A pressurization test unit (shown in Figures 21-7, 21-8, and 21 9) is required to perfonn the test.
1. Aircraft Preparation
a. Remove access panel on right side of nose section, to permit access to forward pressure bulkhead at
Fuselage Station 57.00.
b. Rcmove access panels on right and left side of fuselage tail section at Station 346.00.
c. Remove trim panel at Fuselage Station 296.00, in front ofthc outflow and safety valves. Remove cotter
pin and eap ambient lines from outflow and safety valves.
d. Place cabin air control in pressurized position. Close pressurization test valve under instrumcnt panel.
e. Position all circuit breakers except cabin pressure control, door seal. and annunciator/waming lights
circuits in the OFF position.
-NOTE-
If airplane is not on jacks, disconnect electrical power to vacuum
relief solenoid.
f. Disconnect and plug gyro inlet lines at the filter. (See Vacuum System, Chapter 37 for location.)
2. Test Unit Hookup (Figure 21-9)
a. On the right side of the forward pressure bulkhead, remove the cabin pressure tcst fitting protcctive cap.
Connect the cabin reference line from the test unit to the fining.
b. Remove air supply line from water separator inlet and install test adapter (Figure 21-7) as shown in
Figure 21-6. Connect air pressure line from cart to adapter.
-NOTE-
Ensure connections do not leak.
c. The door seal can either be set up with shop air regulated to 18 psi or through the test can. Proceed as
follows :
21-30-00
Page 6
(1) Disconnect line from inlet side of solenoid valve (located on left side of fuselage. under Door, near
Fuselage Station 203.(0).
(2) Connect line (hose) to inlet side of valve and route it back to fining on upper middle pan of rear
pressure bulkhead. Attach hose to adapter with tightened hose clamp to prevent leakage.
(3) Remove access panels on tail of aircraft and reach into tail to unscrew cap from external side of
fitting.
(4) Auach line from test cart or shop air source to external side of fitting.
lJ9
1.
2.
3.
4.
5.
6.
2.50
OIA
/
V
0 0530
1 2

". = .....
f
......
....
\6
:,J
FRONT VIEW
PIPER AIRCRAFT
PA42/42720
3.75
'"
~
I
1.25 DIA
~
Figure 21-7. Fabricated Reducer Pressure Test Adapter
/
-NOTE-
1. THIS UNIT MUST BE
PURCHASED FROM PIPER.
. .
THIS UNIT IS DESIGNATED WITH
0
~
PIPER PART NUMBER 756 344.
! I :
1\

'0'
15
5
2. THE FLOW RATE VALVE MUST
16

BE SET IN FULL PUMP BYPASS
~
BEFORE STARTING OR
'"
STOPPING UNIT.
[
III ! I11II
"""
/
'89
,,0
~
.
~
!:)
BACK VIEW
.
.
.....
.-
.
~
FLOW METER PRESSURE INDICATOR 7. CIRCUIT BREAKER ,3. SIGHT GAUGE
RATE OF CLIMB INDICATOR
,.
STAAT BUrTON 14.
RATE OF FLOW INDICATOR 9. STOP BUnON 15.
CABIN DIFFERENTIAL PRESSURE INDICATOR 10. AIR REGULATOR VALVE 16.
INSTRUMENT AIR PRESSURE INDICATOR 11. ELECTRICAL CONNECTION 17.
FLOW RATE VALVE2 ,2 FILL PORT
Figure 21-8. Cabin Pressure Test Unit (Typical)
1J10
INSTRUMENT AIR
CABIN REFERENCE
PNEUMATIC AIR OR PRESS. AIR
SHOP AIR
2130-00
Page 7
21-30-00
Page 8
PIPER AIRCRAFT
PA-42/ 42-720
CABIN PRESSURE
TEST PORT
PNEUMATIC
HOSE
FROM
TEST
CART
ENVIRONMENTAL CONTROl
UNIT INSTAlLATION
TOTESTCAATCA IN
DIFFERENTIAL PRESSURE CAGE
,.-\\:-____
...Ii I-OSE FROM TEST CART
I '
r-l l
( 1'---1\ CABIN PRESSURE IN
\rb
i
--'"'tT' C 2l --
-
... -1 PREsSuRE TEST ADAPTER
(SEE FIGURE 21-7)

--
--
- -
Figure 21-9. Pressurization Test Hookup
PA-42/PA-42-720
1J11
3. Test Unit Operation
PIPER AIRCRAFT
PA42/42 720
-WARNING-
EXERCISE CAUTION DURING DEPRESSURIZATION TO
AVOID HARMING AIRPLANE, TEST UNIT, OR PERSONNEL.
THE TEST UNIT CANNOT BE TURNED OFF WHEN
PRESSURE DIFFERENTIAL EXISTS IN CABIN. IF
MACHINE IS UNPLUGGED, RAPID DEPRESSURIZATION
RESULTS CAUSING SERIOUS DISCOMFORT TO ANYONE IN
THE CABIN.
Proceed as follows:
a. Tum on electrical power to activate door seal system.
b. Close cabin door and ensure it is closed securely.
c. Engage pneumatic system pressure on test unit using regulator control knob so at least 18 psig appears
on test unit door seal pressure gauge. If shop air is hooked up, apply equal pressure.
d. Connect test unit to proper voltage source and tum flow rate valve knob to full bypass position to allow
machine to tum on.
- CAUTION-
TO PREVENT DAMAGE TO RATE OF CLIMB INDICATOR,
DO NOT EXCEED 4000 FEET PER MINUTE RATE OF
CHANGE.
e. Tum cabin pressurization flow control valve so a 2000 - 4000 feet per minute rate of descent is
maintained on rate cHmb indicator. Allow cabin differential pressure to rise to 6.0 psi on cabin
differential pressure gauge (COP).
f. When 6.0 psi is indicated on COP gauge, rotate flow control valve and decrease air flow rate until cabin
rate of climb gauge indicates zero.
g. Maintain 6.0 psi cabin differential pressure and zero rate of change.
h. Observe leak rate on test unit flow meter. The actual leakage rate must not exceed 60 CFM.
i. If allowable leakage rate is exceeded, locate leak using soap bubbles, mechanic stethoscope, or other
appropriate method; repair leak and repressurize by following above procedure.
j. After completion of leak rate test, check annunciator/warning Hght system as follows:
(I) Ensure ambient sense line from outflow and safety valves arc capped.
(2) Secure door and any other openings; slowly increase cabin pressure to a 6.45 0.05 psig reading
on cabin differential pressure gauge.
(3) Note activation of annunciator/warning light system and ensure cabin pressure does not exceed 6.5
psig. The light must come on at 6.45 0.05 psig.
-CAUTlON-
AFTER COMPLETION OF PRECEDING TESTS, ENSURE
CAPS ARE REMOVED FROM AMBIENT SENSE LINES TO
OUTFLOW AND SAFETY VALVES AND ENSURE COTTER
PINS ARE REPLACED.
1J12
213000
Page 9
PIPER AIRCRAFT
PA-42/42-720
k. Prior to any engine IUnup test, check bleed ai r. cabin pressurization system, safety, and outflow valves
as foUows:
(1) Safety valve check - Ensure ambient sense line for safety valve is open. Cap outflow valve ambient
sense line.
(2) WiUt cabin pressure stabilized. slowly increase cabin pressure to a 6.2 - 6.4 psi reading on cabin
differential pressure gauge to pennil opening of safety valve. The test unit cabin rate of climb
indicator will indicate a climb when safety valve opcm.
(3) Outflow valve check - Cap ambient sense line for safety valve and open ambient sense line for
outflow valve. Repeat preceding step for outflow valve.
1. After completing safety and outflow valve opening checks, rotate flow contralto depressurize cabin and
bring pressure to ambient. by observing cabin differential pressure gauge. Secure ambient sense lines in
open positions by removing caps and replacing cotter pins.
m. Shut down and turn off shop air to test unit. Bleed off air pressure in door seal and open cabin door.
n. De-energize airplane electrical system and disconnect test unit pneumatic lines from airplane.
Reconnect Clcclricallines to vacuum relief solenoid, if disconnected and all airplane pneumatic lines.
o. Replace access and trim panels.
PRESSURIZATION SYSTEM CHECKOUT PROCEDURE
The following procedure is established to systematically check the function of each cabin pressure control
system element so any single or combination of component malfunctions is safely detected and corrected. If a
malfunction is detected, it must be corrected immediately.
GROUND OPERATIONAL CHECK
-WARNING -
THE FOLLOWING OPERATIONAL CHECK REQUIRES
ENGINE RUNUP AND ALL SAFETY PRECAUTIONS MUST BE
STRICTLY OBSERVED. ALL PERSONNEL WORKING ON
THIS CHECK MUST HAVE COMPLETE OPERATIONAL
KNOWLEDGE OF POWER PLANTS AND BE FAMIUAR WITH
ALL EMERGENCY PROCEDURES OUTLINED IN THE
AIRPLANE FLIGHT MANUAL.
1. Ensure cabin door and pilot window are closed and locked.
2. Open manual test valve.
-NOTE-
Ensure caps are removed from outflow and safety valve ambient
sense lines.
3. Position right and left engine bleed air switches ON.
4. Ensure cabin ai r manual control is in PRESSURIZE position.
S. Rotate cabin rate control-selector knob to 9 o'clock, nonn position.
6. Rotate cabin altitude selector knob until cabin altitude indicates approximately 500 feet above field
elevation.
213000
Page 10
lJ13
PIPER AIRCRAFT
PA42142 720
7. PA-42 only:
a, Depress toe brakes and set parking brake valve.
b. Start engine (refer to POH).
c. Place left and right bleed air switch to ON position.
d. Place EeS switch to HI position.
c. Set engine power levers to obtain 75% compressor Ng speed,
f. Establish steady cabin air inflow.
-NOTE-
Ensure BLEED AIR OFF light illuminates when each engine is
started and when bleed air switch is in off position.
7a. PA-42-720only:
a. Depress toe brakes and set parking brake valve.
h. Start engines.
c. Place left and right bleed air switches to LO position.
d. Place EeS selector to GND position.
e. Set engine power levers to GROUND IDLE position.
f. Ensure GROUND BLEED AIR annunciator lights are on.
g. Slowly advance power levers and verify that GROUND BLEED AIR lights extinguish at 70 - 75% Ng
speed.
h. Retard throttles slowly and ensure lights illuminate again at 65 - 70% Ng speed.
-NOTE-
Ensure BLEED AIR OFF light illuminates when each engine is
started and when bleed air switch and ECS switch are in the OFF
position.
8. Place cabin pressure switch in test position. Note that safety valve closes.
9. Rotate cabin altitude selector knob until either CABIN ALT indicates approximately 1,500 feet below field
altitude or to full counterclockwise stop position (below sea level), whichever is applicable. Cabin pressure
will increase during rate-of-change operation.
to. Rotate cabin rate control selector knob counterclockwise. Not reduction in cabin pressure raw-of-change.
11. Rotate cabin rate control selector knob clockwisc. Note increase in cabin rate-of-change.
12. Allow the cabin pressure to stabilize at the selected value.
13. Rotate cabin altitude selector knob until CABIN ALT indicates awroximately 500 feet aoove field altitude.
14. Rotate cabin rate control selector knob counterclockwise. Note reduction in cabin pressure rate-of-change.
15. Rotate cabin rate control selector knob clockwise. Note increase in cabin pressure rate-of-change. Allow
cabin pressure to return to field altitude.
16. Monitor cabin rate of climb, cabin differential pressure and the cabin altitude gauges during tesl. Check for
system malfunction if gauge readings arc not acceptable.
17. Place cabin pressure switch to cabin pressure position and permit cabin to depressurize. Nare safety valve
and outflow valve are fully open.
18. For positive differential pressure relief check. establish steady cabin air inflow (outlined aoove) and proceed
as follows:
a. Rotate cabin rate control selector knob fully clockwise. This allows pressure in rate chamber to remain
equal with cabin pressure during checkout procedure.
b. Rotate cabin altitude selector knob until CABIN ALT indicates approximately 500 feet above field
altitude.
c. Place cabin pressure switch in test position to simulate flight condition. Ensure safety valve closes and
outflow valve moves toward OPEN poSition.
d. Behind instrument panel, locate manual test valve in controller vacuum line and cut safely wire to
handle.
1J14
2130-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
e. Slowly move test valve handle toward closed position until cabin pressure srans to increase (indicated
on cabin altimeter and rate of change indicator),
f. Adjust neutral test valve until comfortable cabin rate of change is established. Allow cabin pressure to
increase until positive differential pressure control operation is achieved (shown on cabin-to-armosphcre
differential pressure gauge).
-NOTE-
When working with manual test valve, opening valve decreases cabin
pressure rate of change and closing valve increases cabin pressure rate
of change.
g. When pressure rate-of-change decreases to zero, close manual test valve to shutoff vacuum to
controller. The cabin pressure control system must control cabin pressure during normal positive
differential pressure operation.
h. Cap outflow valve ambient line to ensure proper transfer of differential pressure control to safety valve,
The system now exhibits control at maximum positive differential pressure operation, verifying
operation of outflow and safety valves.
i. Uncap outnow valve ambient line, allowing differential pressure control to return to out1low valve.
j . Slowly open manual test valve to establish comfortable cabin pressure ratc-of-change while ascending
to field altitude.
k. When cabin pressure returns to field altitude, shut engines down.
I. Lockwire manual test valve in OPEN position and ensure adaptcr fittings are uncapped and secured
open with cotter pins.
SAFETY PRECAUTIONS
The following safety precautions must re observed:
1. Uncontrolled Pressurization:
a. During flight testing of system, continuously monitor cabin pressuri zation instruments for
overpressurization.
b. In case of uncontrolled pressurization, the pilot must stop pressurization or depressurize aircraft as
follows:
(1) Move cabin pressure mode switch to DUMP position.
(2) Pull cireuit breaker to deactivate inflation of cabin door seal.
(3) Close right and left engine bleed air valves by placing both bleed air switches in OFF position,
(4) Rotate BCU control to OFF position.
(5) Open pilot storm window.
2. Control1ed Depressurization:
a. At altitudcs above 10,000 feet, if an unpressurized condition is required for an emergency (such as
smoke in cabin), depressurize as fol1ows:
21-30-00
Page 12
(I) Apply oxygen masks (aU persons on board).
(2) Place cabin pressure mode switch in DUMP poSition.
(3) Position ECS selector switch to EMERGENCY position.
-NOTE-
If smoke persists or if cabin becomes 100 wann, position ECS selector
switch to OFF poSition and move manual cabin ai r lever to OUTSIDE
AIR.
(4) Immediately reduce aircraft altitude to less than 10,000 feet.
(5) When emergency condition is correctcd, place cabin pressure mode switch in PRESSURIZE
position, ECS selector switch in HI or LO position, manual cabin air lever to PRESS position, and
return to aircraft cruise altitude. The cabin pressure will automatical1y return to preselected sening
on rate-of-change control.
1J15
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION SYSTEM FLIGHT CHECK
The following instructions explain how to perfonn a pressurization system flight check:
I. Pre-Flight Procedure
a. Ensure cabin door and pilot window are closed and locked.
b. Set cabin altitude selector knob so cabin altitude indicates awroximately SOO feet above field altitude.
c. Tum cabin rate control knob to NORM position.
d. Move cabin air manual control handle to PRESSURIZE position.
- CAUTION-
CHECK FOR BROKEN OR DISCONNECTED CONTROL
CABLE IF LITTLE EFFORT IS REQUIRED TO MOVE
CONTROL HANDLE. DO NOT CONTINUE FLIGHT CHECK
UNTIL INSPECTION OR REPAIRS ARE COMPLETED.
e. Sct cabin pressure mode switch to CABIN PRESS position.
f. Stan engines, set both right and left engine bleed air switches 10 ON JX)sition, ECS selector switch to HI
or LO, as desired, and establish steady cabin air flow.
g. Ensure cabin door seal is inflated.
2. Ascem Procedure
a, After lift-off. when selected cabin altitude is attained and cockpit workload pcnnits, select aircraft
cruise altitude plug, 1,000 feet on aircraft altitude dial. Note when safety valve closes on lift-off, no
appreciable increase in cabin pressure exists. The cabin rate of descent must not exceed 500 FPM from
safety valve to outflow valve during transition of cabin altitude COnlrol.
b. Cabin altitude automatically climbs to altitude indicated on controller at rate set with cabin rate control
selector knob.
c. Monitor differential pressure gauge, cabin altitude gauge, and other pressurization controls during
climb.
3. Cruise Procedure
a. Annunciator/Waming Light Emergency Pressurization System Check.:
(1) With airplane cruising at 10,000 feet, position cabin pressure switch to DUMP position and allow
cabin pressure to stabilize.
(2) Initiate climb to 10,500 feet for PA-42 or 11,700 200 feet for PA-42-720 and ensure cabin
pressurization warning tight and annunciator have activated. Continue climb to 12,500 feet and
ensure emergcncy pressurization comes on.
(3) Repressurize cabin by positioning cabin pressure switch to CABIN PRESSURE poSition.
1J16
213000
Page 13
213000
Page 14
PIPER AIRCRAFT
PA42/42720
CHART 2102. CABIN ALTITUDE VS. AIRPLANE ALTITUDE
J
I
14.000 HHH-+++-+-+-+-+-+-.j/1/ 4 --+1
/
Lj--+-1f.1-l
I
r- if .;; /
H--+-+-+-+-..J+.+-H--+.....IJ'-I
12.000 HHH-++&1-I-I-I-I--A-
I
+
I/
-A-+4l--+tf-H
!:>i!/,-+-+---+++41+- /+f-,!
$
@ 10,000 f-f-f-I-
u.

ff I I / / II
II ,, '?j
.
/ f.,I

II
;!; B,OOO

II
II II I-
I 1/
1/ I / 11
I1I1
6,000 f-HH4-1--I--I--I/I-IlHI-'J'-A-
I I /1/
I II
1/ /
4,000 f-Hr-l--+-I-
Il
-.Jj....Jj.-I-J.I
I/
-I-JLfJl4-+-+-+--+-H-
II
I II
2,000 I-.Jj..- II-I I/W'I--l--+--+-+-+-+--+-H-
PA-42720
I1 I1 PA-42
II
SEA LEVEL '1 ULL.J--"';L.J..-JL.J..-JL..J....J,-U-,
o

12 16 .. .. 3233"36
AIRPLANE ALTITUDE FEET x 10 3
1J17
PIPER AIRCRAFT
PA42/42720
PRESSURIZATION SYSTEM FLIGHT CHECK (continued)
4. Maximum Positive Differential Relief Test Procedure
a. Monitor cabin differential pressure gauge continuously during test so maximum outflow valve setting is
not exceeded.
b. Stabilize cabin altirude at 10.500 feet and initiate climb to 16,000 feet at climb power.
- NOTE-
Leave pressurization controls at 10.000 feet and rate full clockwise.
c. When 16,000 feet is reached, establish cruise power. The cabin altitude must Slay at 10,000 feet with
zero rate of change.
d. Perfonn the following steps while maintaining cruise power at 16,000 feet:
(1) Tum rate knob counterclockwise (decrease),
(2) Select 7.500 feet cabin altitude (outer knob).
(3) Tum rate knob slowly clockwise until comfortable rate of descent is obtained. When cabin altitude
nears 7,500, turn rate knob counterclockwise until 300 FPM descent is obtained.
(4) Wait until cabin stabilizes.
- NOTE -
Continue only if system is operating satisfactorily.
(5) Tum rate knob fully counterclockwise (decrease).
(6) Select 800 feet cabin altitude.
(7) Tum rate knob clockwise until comfortable rate of descent is obtained. When cabin altitude nears
7,500, tum rate knob counterclockwise until 300 FPM descent is obtained.
(8) Continue to monitor differential pressure gauge and test altimeter to ensure cabin altitude does not
drop below 800 feet or cabin differential pressure docs not exceed 6.4 psi.
(9) After cabin stabilizes at 800 500 feet, monitor pressurization inSUllrnents. Appl y climb power
and ensure cabin does not descent oolow 800 feet or cxceed 6.4 psi differential pressure on gauge.
Climb to 18,000 feet.
- NOTE-
If at start of climb cabin differential pressure was not a1 6.3 psi, a rise
in differential pressure will occur. It must not exceed 6.4 psi and
cabin rate of climb must be identical as aircraft rate of climb.
1J18
21-30-00
Page 15
PIPER AIRCRAFT
PA-42142-720
c. At 18,000 foot altitude. sct up cruise power and record the following data:
(1) Aircraft altimeter reading in feet.
(2) Cabin test altimeter reading in feet.
-NOTE-
A calibrated. handheld test altimeter is required to check cabin
altitude gauge.
(3) Differential pressure reading in psid.
- NOTE-
Cabin differential pressure must not exceed 6.4 psi and cabin altitude
must not be less than 2,000 feet
f. If system is operating satisfactorily, proceed to next test procedure.
S. Descent and Negative ReHef Check Procedure
a. While maintaining 18,000 feet and cruise. proceed with the following steps:
(1) Set cabin rate control fully counterclockwise (decrease).
(2) Set cabin altitude control knob to 10,000 feet.
(3) Sct slowly rotate cabin rate control clockwise to maximum rate (no climb will be observed for
approximately 1 minute). When cabin stabilizes at 10,000 feeL, proceed to next step.
b. Initiate nonnal descent, maintaining sufficient power to maintain pressurization (until below 10,000
feet) and observe the following:
2\-30-00
Page 16
(1) At 18,()(X) feet, the cabin must be at 10,000 feet and remain constant until aircraft reaches 10.000
foot altitude.
(2) Below 10,000 fect. cabin rate of descent must be approximately the same as airplane.
-NOTE-
When airplanc goes through 10.000 fect, differential between cabin
altitude and aircraft altitude must not exceed 1,(0} feet.
1J19
PIPER AI RCRAFT
PA-42142-720
- NOTE -
Do not land with more than 0.3 psi cabin differential. Dump pressure
and control airplane descent to airplane altitude does not catch up
with cabin altitude during rate operation.
c, Prior to landing. pcrfonn the following steps:
(I) Reset cabin altitude selector to field elevation plus 500 feet, descent position.
(2) Adjust rate of change control 10 comfortable rate of descent.
(3) Observe cabin differential pressure indicator. When airplane reaches pattern altitude, cabin
differential pressure must be nearly equalized.
BEllOW
CHAMBER ' A'
CHAMBER ' S'
OUTFlOW
>------VALVE
PORT
Figure 21-10. Absolute Pressure Regulator
lJ20
21-30-00
Page 17
PIPER AIRCRAFT
PA-42/42-720
ABSOLUTE PRESSURE REGULATOR REMOVAL
1. Remove trim panel in front of pressure regulator (located on rear pressure bulkhead).
2. Disconnect lines from regulator.
3. Remove three attaching screws from regulator.
4. Remove regulator from mounting bracket.
ABSOLUTE PRESSURE REGULATOR INSTALLATION
1. Install regulator into mounting bracket.
2. Install three attaching screws and tighten.
3. Connect lines removed from regulator.
4. Install trim panel on rear pressure bulkhead.
OUTFLOW AND SAFETY VALVE REMOVAL
1. Remove trim panel in front of safety and outflow valves (located in rear pressure bulkhead).
2. Remove access panel on left side of tail section, just aft of entrance door. jf safety valve is being removed.
or remove access panel on right side if outflow valve is being removed.
3. Disconnect lines to valve being removed.
4. Worldng through tail section access hole. remove three locknuts securing valve.
5. Remove valve from pressure bulkhead.
OUTFLOW AND SAFETY VALVE INSTALLATION
1. Place valve onto shelf in rear pressure bulkhead.
2. When reinstalling safety and outflow valve. see Sketch A. Figure 21-5, to ensure proper gasket scaling
requirements. For proper clearance between nuts and gasket face. adjust clearance as follows:
a. Remove nuts using deep socket and sufficient shims to meet dimensional requirements. A minimum of
one shim is required for installation of each nut.
b. Install nuts and tighten.
c. Apply drop of locking compound (MIL-S-22473-EV) to top of nuts, between nuts and studs.
3. Through tail section access opening, install three locknuts holding valve in place; tighten to metal contact
then back off 1/4 tum.
4. Install access plate removed from side of tail section.
5. COlUlCct lines removed from valve.
6. Install trim panel in front of valves to ensure acoustical material is in good condition.
21-30-00
Page 18
1J21
PIPER AIRCRAFT
PA-42/42-720
OUTFLOW AND SAFETY VALVE CLEANING
Routine maintenance for cabin pressure control system components is limited to ftlicr replacement in cabin air
pressure safety valve and cleaning of seats in outflow and safety valves. Clean outflow and safety valve seals
thoroughly using detergent or isopropyl alcohol.
-WARNING-
DRY CLEANING SOLVENT MUST BE USED IN A WELL
VENTILATED AREA. AVOID BREATHING FUMES AND
KEEP AWAY FROM FLAME.
Clean safety valve filter as follows :
1. Remove retaining ring, onc screen, copper ribbon. and remaining screen from filter housing.
2. Wash both screens, copper ribbon. and filter housing in dry cleaning solvent. Ensure orifice hole in filter
housing is free of foreign material.
3. Install one screen in filler housing.
4. Install copper ribbon in filter housing.
-NOTE-
Do not over compress copper ribbon in filter housing.
5. Install remaining screen and install retaining ring.
-NOTE-
Do not clean ai r filter on controller. Remove and replace component
as required.
REMOVAL OF CONTROLLER
1. Disconnect lines from rear of cabin altitude controUer assembly. Cap open parts of lines and fittings to
prevent dust from entering system.
2. Remove screws securing electroluminescent panellO face of instrument panel.
3. Remove three screws securing selector to instrument panel.
4. Remove controller by lifting assembly from rear of instrument panel.
1J22
21-3000
Page 19
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF CONTROLLER
1. From front side of panel, JX)sition controller into instrument panel cutout.
2. Secure controller to instrument panel with three screws.
3. Position electroluminescent panel to instrument panel and secure with screws previously removed.
4. Remove protective caps from selector lines and fittings. Connect lines to fittings on rear of controller.
CONTROLLER FILTER REPLACEMENT
A disposable tobacco mtcr, installed in the pressurization system must be replaced every 500 hours of nonnal
usc. (Refer to parts catalog for replacement mter pan number.) More frequent filter change and cleaning of the
outflow and safety valve scats could be required depending on amount of smoking in cabin.
Replace controller filter as follows:
1. Remove flIler, accessible from underneath instrument panel, from behind and discard.
2. Install new filter.
HEATING/COOLING
GENERAL
The heating and cooling system uses engine bleed air 10 operate the envirorunentaI control system. which in
tum produces heating or cooling to supply the cabin. HOI bleed air is used to supply heat through a bypass valve
on the environmental control uniL TIle valve controls the amount of hol air mixed with cold air prior to entering
the cabin.
TROUBLESHOOTING
Problems, probable causes, and suggested remedies of the environmental control system components are li sted
in Chart 2103. When a problem is corrected. check entire system for security and component operation.
1J23
21-40-00
Page 1
PIPER AIRCRAFT
PA-42!42-720
CHART 2103. TROUBLESHOOTING (ENVIRONMENTAL CONTROL SYSTEM)
'frouble
Bleed air leakage in primary
or secondary heat exchanger.
Cooling turbine will nOl start.
Cooling turbine SLOps when
required to run.
Water separator blockage.
Water separator coalesccr
cloth is damaged,
Excessive moisture entering
cabin.
Conditioned air temperature
too high.
21.4000
Page 1
Cause
Rupture or corrosion.
Excessive air leakage.
Frozen bearing due
to contamination or
improper shimming.
Excessive air leakage.
Coalesccr cloth is iced.
Dirt comamination.
Overtempcrature.
Coalescer cloth is tom
or dirty.
Ram ai r dUCI obstructed
or face of heat exchanger
clogged.
Heat exchanger leaking.
Cooling turbine rotating
torque unsatisfactory.
(See NOle.)
Bypass valve inoperative.
Malfunctioning Variable
Ejector Mixing Valve
(PA42-720 only).
1J24
Remedy
Replace heat exchanger.
Replace seals.
Replace cooling turbine.
Repair leaks.
Check anti-icc system.
Clean coalesccr cloth.
Replace coaicscer cloth.
Clean coaicscer cloth.
If tom, replace.
Remove obstruction or
debris.
Replace heat exchanger.
Replace cooling turbine.
Check valve wiring and
operation. Replace as
required.
PIPER AIRCRAFT
PA-42/42-72D
CHART 2103. TROUBLESHOOTING (ENVIRONMENTAL CONTROL SYSTEM) (continued)
Insufficient conditioned airflow. Bleed air ON/OFF valve Check wiring.
not full open.
Leaks in joints or connections. Repair leaking joints and
connections.
Cooling turbine rotating Replace cooling turbine.
torque unsatisfactory.
(See Note.)
Heat exchanger leaking. Replace heat exchanger.
Malfunctioning Variable Remove and replace valve.
Ejector Mixing Valve
(PA-42-720 only).
-NOTE -
Refer to label on cooling turbine for maximum acceptable torque
value,
1K1
21-4000
Page 3
PIPER AIRCRAFT
PA-42142-720
COMPONENT DETAILED DESCRIPTIONS
This system, operated by engine bleed air, is controlled by a pressure regulator and flow limiting venturi, along
with various components which comprise the environmental control system. The following is a description of
these various components: (Figure 21-11 for PA-42 and 2 t -12 for PA-42-720.)
1. Pressure Regulating and Shutoff Valve
The pressure regulating and shutoff valve is installed in the bleed air line upstream from the refrigeration
unit This is a solenoid operated valve which regulates the bleed air supply pressure to the refrigeration unit
and includes means for shutting off all bleed air to the refrigeration unit.
2. Bleed Air Supply Overpressure Switch
This switch. located at the inlet to the refrigeration unit, monitors bleed air pressure to the unit and signals
the regulating and shutoff valve to shut off air flow if pressure exceeds 40 3 psig.
3. Variable Ejector Mixing Valve (PA-42720 only)
The PA42720 uses a variable ejector mixing valve. While the bleed air systems of both models are
essentially the same, the PT6A61 engine of the PA42720 produces a higher compressor bleed air pressurc
and a resulting higher bleed air temperature. The variable ejector mixing valve mixes this higher
prcss./temp. compressor bleed air with interstage turbine bleed air and comrols both temperature and
pressure of the bleed air supply.
4. Primary Heat Exchanger
This heat exchanger,located in the refrigeration unit, is used to lower the high bleed air temperature prior to
being routed to the compressor.
5. Compressor
The compressor in the refrigeration unit is boot strapped to the turbine and compresses the bleed ai r to a
higher pressure which raises the temperature.
6. Compressor Discharge Ovcn.emperature Sensing Switch
This switch, installed at the compressor discharge pont sel1SCs discharge temperature. The switch, nonnally
closed. must open when temperatures reach 425F 5F and must signal the pressure regulator and shutoff
valve to close and shut off the bleed air supply to the refrigeration unit.
7. Secondary Heat Exchanger
This heat exchanger. located in the refrigeration unit, is used to lower the air temperature (still high due to
now through the compressor).
8. Cooling 1Urbine
The cooling turbine, instaUed on the common shaft with the compressor, receives the precooled air from the
secondary heat exchanger. This ai r, still at high pressure when passing through the turbine, is lowcred by
expansion. The turbine absorbs energy from the high pressure bleed air and drives the compressor. The
expansion of the bleed air, plus its loss of energy, causes a temperature reduction at the turbine discharge.
9. Mixing Muff
This mixing device, located immediately downstream from the cooling turbine (I) mixes cold turbine outlet
ai r with hot bleed air from the hot air bypass valve and (2) prevents icing of the turbine rotor and discharge
ducting.
10. Hot Air Bypass Valve
This valve is installed between the turbine mi xing muff and the bleed air line to the primary heat exchanger.
Its function is to modulate the flow of hot bleed air into the mixing muff according to signals sent to the
valve from the cabin temperature sensor and controller. This valve use an electric actuator motor.
21-40-00
Page 4
1K2
PIPER AIRCRAFT
PA-42/42-720
COMPONENT DETAILED DESCRIPTIONS (continued)
11 . Water Separator Assembly
This assembly consists of a coalescer, water coUector, and drain. The drain consists of a line. routed to the
water aspirator on the air inlet side of the refrigeration unit, ahead of the heat exchangers. A small ponion
of bleed air is extracted from the heat exchanger and is routed through the aspirator, causing high velocity
air flow through the aspirator and creating a vacuum on the drain line which removes any water from the
water separator collector. This moisture is sprayed into the ambient air ahead of the heat exchanger to
provide additional cooling capacity.
12. Duct Temperature Sensor
This sensor, located in the cabin air supply duct downstream of the water separator, senses cabin air
temperature. This unit, capable of monitoring temperatures between +30
o
P _200
o
P, supplies sensor data to
the cabin temperature sensor and controller.
13. Cabin Temperature Sensor and Controller
This unit worKs in conjunction with the duct temperature sensor and cabin temperature selector to conlrOl
the hot air bypass valve and maintains the desired cabin temperature. It is centrally mounted in the aircraft
cabin. The controller range of operation is +30F -16<rF.
The ECS must maintain the average cabin and cockpit temperatures of 75F for cooling and 800F for
heating. During ground operation, the system must maintain the cabin at an average temperature of 75F or
less. During a hal day, the system must pull the cabin temperature below SOop in 20 minutes or less from
the time the system is turned on. The cabin temperature control automatically maintains the temperature at
the sensor within 3F of the selected setting.
14. The cooling fan is energized by the landing gear SQuat switch only when the aircraft is on the ground. It
provides ram air cooling for both the primary and secondary heat exchangers through a 28-volt vaneaxial
fan.
1K3
21-40-00
Page 5
Reissued: December 31. 1989
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
ll/!S UNIT IS LOCATED IN THE NOSE
SECTION, RIGHT SIDE, BETWEEN
STATIONS 57.00 AND 25.60.
REFRIGERATION
\ AIR
SECONDARY
HEAT
EXCHANGER
AIR

RAM
OVERTEMP
I SWITCH
INLET
COMPRESSOR
I OPEN ..

SENSOR &
CONTROlLER
TEMP RANGE
+3O"F TO +16O"F
I
PAESSBHD.
CHECK VALVE)
(SERVICE - SOO HA)
GROUND AIR FAN
(SERVICE - 500 HAl
TEMP
SELECTOR
@
LEGEND
------ --- --
----------.
ELECTRICAL
AIR
INLET
20-58 pslg.
PRESSURE REG &
SHUTOFF VALVE
HIGH .. 312 pslg.
lOW .. 18% 1.5 psIg
- - - - -- REFRIGERATION UNIT BOUNDARY
2140-00
Page'
Figure 21- 11 . Environmental Control System
PA-42
1K4
OVERPRESSURE
SWITCH
OPEN .. 40 3 pslg.
PIPER AIRCRAFT
PA-42/42-720
STA.
25.60
-NOTE-
REFRIGERATION UNIT
CHECK
VALVES
THIS UNIT IS LOCATED IN THE NOSE
SECTION, RIGHT SIDE, BETWEEN
STATIONS 57.00 AND 25.60.
CABIN TEMP
SENSOA&
CONTROLLER
TEMP. RANGE
SECONDARY
HEAT
EXCHANGER
"
_ 3O"F TO ... 1600F
TE..,
SELECTOR
LEGEND
-----------
----------
ELECTRICAL
TURBINE MJFF
WATERSEPARATOA
GROUND AIR FAN
(SERVICE - 500 HAl
COALESCEA
(SERVICE -500 HAl
SWITCH
OPEN _ 40 3 pslg
- - -- - -- REFRIGERATION UNIT BOUNDARY
Figure 2112. Environmental Control System
PA-42-720
1K5
21-40-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
ENGINE BI.E'I<;o' PORT
rENOUNE'"B"'U""EEDn'PORT \" j ,.
'-- "', 7 , "\ RO R.H. BLEED
\ ,'- I--- 1 \J -'JA7'
'\ 21 17 /liL/ ;'
3, "" I CAB,N.,A 1/
3
1-----.
\

,.
15
1,--'.
1'--<
t'-- '"
UGHT -
TO SQUAT SWITCH _
20""," f
J
CABIN PRESS I
TO EMERGENCY CABIN \
KLPRESSURIZATION BLEED \ 5 "-4
AlA SHUTOFF VALVE
_---...1----..l....... ____ _
1. BLEEDAlRSHUTOFFVAlVE 12. ABSOLUTE PRESSURE SWITCH
2. INlERCOOlER 13. VACUUM SOLENOID REUEF VALVE
3. BlEED AlROVERTEMPERATURE SWITCH 14. CHECK VALVE
4. CABIN OUTFlOW VALVE 15. CHECK VALVE
5. CABIN SAFETY VALVE 16. CHECK VALVE
6. CABIN PRESSURE CONTROLlER 17. DUCTSTATSWITCH
7. AUXILIARY VOLUME TANK 18. SHUTOFF VALVE EMERGENCY PRESSURIZATION
a ABSOlUTE PRESSURE ReGULATOR 19. JET PUMP EMERGENCY PRESSURIZATION
9. FILTER 20. PRESSURE S'NITCH - PRESSURIZATION
10. MANUAL SHUTOFF VALVE 21. CONDITIONED AlA DUCT
11 . DlFFERENTLAl PRESSUAE SWITCH 22. RESERVED
Figure 21-13. Cabin Prcssunzation and Bleed Air System Schematic (PA-42 Only)
21-40-00
Page 8
1K6
PIPER AIRCRAFT
PA-42/42-72D
I
ENGINE BLEED PORT
1'- TO WARNING LIGHT
TOSOUATSW1TCH ____ ;:\
/\
f--
+
\."

/
v'
7
-.
o \'---- '9
ENGINE BlEED PORT
20 ---., L I- 11
J
IHIL.tJI'i"/:::l" r--C-AB-' N-P-R-ESS--'I
TO EMERGENCY CABIN
PRESSURIZATION BLEED
AIR SHUTOFF VALVE
1. BlEED AlA SHUTOFF VAlVE
2. INTERCOOLER
3. BlEED AIR OVERTEMPERATURE SWITCH
4. CABIN OUTFLOW VALVE
5. CABIN SAFETY VALVE
6. CABIN PRESSURE CONTROlLER
7. AUXILIARY V W ~ TANK
8. ABSOlUTE PRESSURE REGULATOR
9. FILTER
10. MANUAL SHUTOFF VALVE
11 . DIFFERENTIAL PRESSURE SWITCH
5 4
-
12. ABSOLUTE PRESSURE SWITCH
13. VACUUM SOLENOID RELIEF VALVE
14. CHECK VALVE
15. CHECK VALVE
16. CHECK VALVE
17. OUCTSTATSWITCH
18. SHUTOFF VALVE EMERGENCY PRESSURIZATION
19. JET PUMP EMERGENCY PRESSURIZATION
20. PRESSURE SWITCH - EMERGENCY PRESSURIZATION
21 , CONDITIONED AIR DUCT
22. GROUND BLEED AIR BYPASS VALVE
Figure 21-14. rabin PressunzaUon and Bleed Air System Schematic (PA-42-720 Only)
1K7
21-41)-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF PRESSURE REGULATOR AND SHUTOFF VALVE
I , Remove water separator according to instructions in this chapter.
2. Disengage bleed air circuit breaker.
3. Disconnect pressure regulator sensing tube from pressure regulating and shutoff valve.
4. Disconnect electrical plug from pressure regulating and shutoff valve.
5. Remove couplings securing pressure regulator and shutoff valve assembly in position.
6. Remove pressure regulator and shutoff valve from airplane.
INSTALLATION OF PRESSURE REGULATOR AND SHUTOFF VALVE
1. Ensure pressure regulator and shutoff valve are in position and sccured with couplings. Torque couplings to
35 - 45 inch-pounds.
2. Cormecl pressure regulator sensing tube to pressure regulating and shutoff valve.
3. Connect electrical plug to pressure regulating and shutoff valve.
4. Engage bleed air circuit breaker.
S. Install water separator according to insttuctions in this chapter.
REMOVAL OF HOT AIR BYPASS VALVE
1. Disengage cabin temperature circuit breaker.
2. Disconnect electrical plug from bypass valve.
3. Remove couplings securing bypass valve to duct flange.
4. Remove bypass valve and seals.
INSTALLATION OF HOT AIR BYPASS VALVE
1. Secure bypass valve and new seals to duct flange using previously removed couplings. Torque couplings to
35 3.5 inch-pounds.
2. COimect electrical connector to bypass valve.
3. Engage cabin temperature circuit breaker.
REMOVAL OF BLEED AIR SUPPLY OVERPRESSURE SWITCH
1. Gain access 10 overpressure switch. (Figures 21-11 and 21 -12.)
2. Discormecl electrical connector from switch.
3. Cut safety wire and unscrew switch from receptacle.
4. Remove switch and D-ring.
21-4000
Page 10
1K8
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF BLEED AIR SUPPLY OVERPRESSURE SWITCH
1. Install new switch and ~ r i n g into receptacle.
-NOTE-
Ensure proper high temperature D-ring is used by referring to Pans
Catalog.
2. Secure switch with safety wire.
3. Reconnect electrical connector switch.
REMOVAL OF COMPRESSOR DISCHARGE OVERTEMPERATURE SENSING SWITCH
1. Gain access to ovcncmperature switch. (Figures 21-11 and 21-12.)
-NOTE -
Note location of each wire to facilitate reinstallation.
2. DisCOJUlcct electrical leads from switch.
3. Loosen nut and unscrew switch from receptacle.
4. Remove switch and O-ring.
INSTALLATION OF COMPRESSOR DISCHARGE OVERTEMPERATURE SENSING SWITCH
1. Install new switch and O-ring into receptacle.
-NOTE -
Ensure proper high temperature O-ring is used by referring to Pans
Catalog.
2. Screw switch into receptacle.
3. Connect wires to switch.
REMOVAL OF WATER SEPARATOR
1. Discormect water line, inlet, and outlet air connections from water separator.
2. Remove clamps securing water separator.
3. Remove water separator.
CLEANING, INSPECTION AND REPAIRS OF WATER SEPARATORS
The coalescer cloth must be cleaned or replaced at 500 flight hours or less. except when operated in
abnormally dusty or contaminating conditions.
1. Remove band and cover from water separator.
2. Remove coalescer cloth from inside water separator.
3. Wash coalcsccr cloth with warm water and mild detergent; rinse with clean water.
- CAUTION-
DO NOT WRlNG COALESCER CLOTH.
4. Replace coalescer cloth on irmer housing with nap inside against the screen and rubber bands flat and finnly
in place.
5. Install cover and band on water separator.
1K9
21-40-00
Page 11
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF WATER SEPARATOR
1. Secure water separator to hoses with clamps. Torque to 30 35 inch-pounds.
2. Cormect water line to water separator.
REMOVAL OF DUCT TEMPERATURE SENSOR
1. Gain access to duct temperature sensor under the floor on right hand side of fuselage, immediately aft of FS
57.00 forward pressure bulkhead.
2. Remove four screws securing sensor in position.
3. Remove sensor with gasket.
INSTALLATION OF DUCT TEMPERATURE SENSOR
1. Install new sensor and gasket. Secure with four screws.
REMOVAL OF CABIN TEMPERATURE SENSOR AND CONTROLLER
1. Gain access to cabin temperature sensor and controller. Remove screws and washers to secure unit in
position. Pull unit out so electrical connector can be disconnected.
2. Remove cabin temperature and controller.
INSTALLATION OF CABIN TEMPERATURE SENSOR AND CONTROLLER
1. Install new sensor and connect electrical connector.
2. Secure unit with washers and screws.
REMOVAL OF GROUND COOUNG FAN
1. Gain access to baggage compartment area and remove hardware securi ng partition between baggage
compartment and fan.
2. Remove access panel on ri ght side ofnosc section.
3. Loosen and remove clamps securing fan to flexible rubber cuffs and refrigeration unit.
4. Disconnect elecuicalleads to fan motor.
S. Slide cuffs from refrigeration unit so fan motor can be removed from refrigeration unit.
6. Remove fan.
21-40-00
Page 12
1K10
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF GROUND COOLING FAN
1. With fan in position, slide rubber cuffs over ends of fan.
2. Connect electrical leads to fan motor.
3. TIghten clamps securing fan in position.
4. Replace access panel removed from right side of nose section.
5. Replace partition removed from baggage compartment
REMOVAL OF CHECK VALVE ASSEMBLY
1. Remove clamps securing hose between water separator and check valve assembly.
2. Remove bolts and washers that attach check valve to pressure bulkhead.
3. Remove check valve with gasket.
INSTALLATION OF CHECK VALVE ASSEMBLY
1. Install new valve and gasket to pressure bulkhead.
- NOTE-
Check valve must be installed with fl apper shaft in vertical position.
2. Secure valve in poSition with washers and bollS.
3. Install hose between water separator and check valve.
4. Secure hose with clamps.
1K11
21-40-00
Page 13
21-40-00
Page 14
Reissued: December 31. 1989
PIPER AIRCRAFT
PA42142 720
GRIDS lK12 THRU lK16
1K12
CHAPTER
AUTOFLIGHT
1K17
SYSTEM
SUBSYSTEM
22.()()OO
221Q.()()
GENERAL
PIPER AIRCRAFT
PA 42142 720
CHAPTER 22 AUTOFLIGHT
SUBJECT
NONPIPER AFCS EQUIPMENT CONTACTS
lK18
GRID
NO.
IKI9
IKI9
EFFECTIVITY
22 Cont) Errect.
Page 1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
Due to variety of Automated Flight Control System (AFeS) options. service literature published by the
specific manufacturer must be strictly observed. This includes mechanical servicing such as adjusting bridle
cable tension, servo removal and installation, servo clutch adjustments. etc.
NON-PIPER AFCS EQUIPMENT CONTACTS
Refer to the following list of Autopilot/Flight Director manufacturers to obtain service direction, pans sUPIX>rt.
and SCIVice literature:
Bendix Avionics Division
2100 N. W. 62nd Street
Fort LauderdaJe. Florida 33310
(305) 776-4100
TWX 5109559884
Collins General Aviation Division
Rockwell International
Cedar Rapids, Iowa 52406
(319) 395-3625
Telex: 464-421
1K19
King Radio Corporation
400 North Rodgers Road
Olathe. Kansas 60601
(913) 782-0400
Telex: 4-2299-Kingrad
22-10-00
Page I
22-10-00
Page 2
Reissue.d: December 31, 1989
PIPER AIRCRAFT
PA42/42720
GRIDS lK20 THRU lK23
1K20
CHAPTER
COMMUNICATIONS
1K24
PIPER AIRCRAFT
PA-42 / PA-42-720
1L1
May 15, 2012
23 - CONTENTS
CHAPTER 23 - COMMUNICATIONS
TABLE OF CONTENTS
CHAPTER
23-00-00 GENERAL 1L2
23-20-00 EMERGENCY LOCATOR TRANSMITTER 1L2
Description of Emergency Locator Transmitter 1L2
Battery Removal and Installation Alkaline 1L2
Testing Emergency Locator Transmitter 1L4
Pilots Remote Switch 1L5
Testing Pilots Remote Switch 1L6
Inadvertent Activation 1L7
23-60-00 STATIC DISCHARGING 1L7
Page 1
GENERAL
PIPER AIRCRAFT
PA-42!42-720
This chapter describes the operational checks of the emergency locator transmitter (ELT), the pilot's remote
switch used with the ELT, and includes the removal and installation instructions for battery replacement.
EMERGENCY LOCATOR TRANSMITTER
DESCRIPTION OF EMERGENCY LOCATOR TRANSMITTER
The electrical power for the ELT is supplied by a seIf--contained battery. The useable life of this battery is 19
months from the date of manufacture. The mandatory replacement date is marked on each banery. The
replacement date must be marked on the ELT when the battery is installed. According to FAA regulations, the
battery must be replaced if the transmitter has been used in an emergency situation or has morc than onc hour of
accumulated test time. It is necessary to remove the ELT from the aircraft to replace the baLtery.
BATTERY REMOVAL AND INSTALLATION ALKALINE (19 month alkaline battery)
- CAUTION -
DO NOT REMOVE THE INSIDE LIP SEALANT FROM THE
NEW BATTERY PACK. THE SEALANT SERVES AS A
WATER TIGHT SEAL AND MUST NOT BE REMOVED.
The ELT is located underneath the dorsal fin between stations 310.00 and 327.00.
1. Remove the access panel on the dorsal fin at station 321.00.
2. Disconnect the anterma cable from the transmitter. (Figure 23 1)
3. To remove the ELT, release the latch on the strap and slide the ELT off the bracket.
4. Disconnect the pilot's remove switch harness from the transmitter.
5. Extend the portable antelUla. (Figure 23-2)
6. Unscrew the four screws holding the control head to the battery casing. (The control head-battery case
slides apart. Battery connection leads are approximately 3" long.)
7. Disconnect battery by unsnapping the snap off battery pigtail tenninals from the bottom of Lhe transmiuer
printed circuit board.
8. Before installing the new banery pack, check replacement date printed on the battery. Mark date on the
outside of the ELT.
9. Connect new battery pack. tenninals to the bottom of the transmitter printed circuit board.
to. Reinsert the control head section into the battery pack; be careful not to pinch wires. Repl ace four screws.
If the four holes do nOlline up, rotate the battery pack 180
0
and reinsert.
II . Connect the pilot's remote switch harness to the transmitter.
12. Place transmitter into its mounting bracket and latch strap.
13. Connect the antenna cable to the transmitter. Emure contact separator is inserted between portable antenna
contact finger and portable antenna (see Figure 23-1).
-NOTE-
Test unit operation before installing the access panel.
14. Install access panel on the dorsal fin. Enter the new battery expiration date into the aircraft logbook.
1L2
232000
Page 1
PIPER AIRCRAFT
PA-42142-720
OOTCH PIN
PORTABLE
ANTENNA
OPERATIVE
BUTSTOREO
232000
Page 2
ANTENNA BLADE
TOUCHES
PORTABLE
FINGER OONTACT

EXTENSION
TAB
STOP
lATCH
VIEW A
ANTENNA
POPS OUT
OFCKANNEL
ANTENNA
EXTENSION
TAB
SET
ON-OFF-ARM
SWrrCH
10 'ON"
r ANDCOWN
\
VIEWC
Figure 23-1. ELT Portable Folding Antenna
<XlNTACT
PiN
STOP
PORTABLE
ANTENNA
tXlNTACT
SEPARATOR,"====::;] POATABLE ANTENNA BlADE
\. NOT MAKING CONTACT
FIXED ANTENNA'S
CABLE CONNECTOR AND
CONTACT SEPARATOR
TO REMOTE SWITCH _
Figure 23-2. ELT Using Fixed Aircraft Amenna
1L3
PIPER AIRCRAFT
PA-42/42-720
TESTING EMERGENCY LOCATOR TRANSMITTER
The transmitter operates on emergency frequencies of 121 .5 and 243 mHz. Both frequencies are monitored by
various FAA installations. Before perfonning any ELT operational tests, the following precautions must be
observed:
Conduct ELT testing in a screen room or metal enclosure to ensure electromagnetic energy is not radiated. If a
shielded enclosure is not available, the following precautions must be adhered to:
-NOTE-
For detailed information concerning ELT testing. consult FAA
AdviSOry Circular, AC 20-81.
1. Do not test longer than three audio sweeps.
2. Usc a dummy load as a substitute if the antenna is removed.
3. Testing of the ELT must only be conducted during the first five minutes after any hour.
4. If the operational tests must be conducted at a time other than five minutes after the hour, the test must be
coordinated with the nearest FAA lOwer or flight service station.
To conduct test, proceed as follows:
1. Remove access panel or cover to gain transmitter access.
2. Thrn master switch ON.
3. Switch receiver ON and tune to 121.5 mHz. Deactivate squelch and Lurn up volume until slight background
noise can be heard.
-NOTE-
If the aircraft is not fitted with a communication receiver, request that
the tower lislen for your test.
4. On transmitter, set the ON/ARM/OFF switch to ON position. Kccp switch ON for a few seconds, then set
to OFF (or ARM if OFF does not exist). Return to ARM position.
-NOTE -
The test transmission should be picked up by the aircraft
communications receiver or control tower. During cold weather, there
could be a slight delay before transmission occurs.
5. A properly functioning transmitter must emit a characteristic downward swept tone.
6. When test is completed, be sure transmitter ON/ARM/OFF switch is in the ARM position.
1L4
23-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
TESTING EMERGENCY LOCATOR TRANSMITTER (continued)
7. Place access panel on dorsal fin at station 321.0 and secure with screws.
-NOTE-
When checking the ELT by alternating the transmi tter ON/ARMfOFF
switch from ARM to ON, the switch must be put in the OFF position
before going back to ARM. Under nonnal conditions. the transminer
switch must be set to ARM.
Inspect the external whip antenna for any damage. Avoid bending the
whip. Any sharply bent or kinked whip must be replaced. Antenna
damage may cause suuctural failure of whip in flight.
PILOT'S REMOTE SWITCH
-NOTE -
Under nonnal conditions. the remote switch must be set to ARM.
The pilot's remote switch. located on the overhead switch panel. is provided so the transmitter can be
controlled from inside the cabin. The switch is locked into each position. To move the switch, the toggle must be
pulled out and moved tD the new position. The pilot's remote switch is positioned to ON and ARM (NORMAL
POSITION). The switch is normally left in the down or ARM position. To turn the transmitter off, move the
switch to the ON position for one second and then return it to the ARM position. To actuate the transmitter for
tests or other reasons, move the switch upward to the ON position. Leave it in that position as long as
transmission is desired.
232000
Page 4
1L5
PIPER AIRCRAFT
PA-42/42-720
TESTING PILOT'S REMOTE SWITCH
Before performing any pilot's remote switch operational test, the following precautions must be observed:
- NOTE-
The transmitter operates on the emergency frequencies of 121.5 and
243 mHz, both of which are monitored by the various FAA
installations. Pennission must be obtained from the FAA/FCC
representative (or other authorized authority) prior to testing. Keep
your test transmission to a minimal duration.
1. Switch the receiver ON and tum communications receiver to 121.5 mHz. Deactivate squelch and tum up
volume until slight background noise is heard.
~ 3 S2
~ 2
-NOTE -
If the aircraft is not fitted with a communications receiver, request
that the tower listen for your test.
" r
E.LT.
J-
L
-
,-,
WHT
--,
'"' WHT
r'
,
L
~ if
! i
,
I
REMOlE
,
,
1 I '
I
, , ,
, ,
2
2 I
WHTIBLU
' ,
T
WHTIBLU
~
'"
"_J
3 3
4 4
Er
CONN
E327
-
Figure 23 3. Emergency Locator Transmitter Schematic
1L6
23-20-00
Page 5
PIPER AIRCRAFT
PA-42 / PA-42-720
1L7
May 15, 2012
23-60-00
Page 1
2. Set the pilot's remote switch to ON and hold switch in this position for a few seconds.
NOTE
The test transmission must be picked up by the aircraft
communications receiver or control tower. During cold weather,
there could be a slight delay before transmission occurs.
3. Set the pilot's remote switch to ON for one second; select ARM position.
INADVERTENT ACTIVATION
In the event the ELT is inadvertently activated, set the pilot's remote switch to ON, then return it to
ARM position.
As a routine precaution, it is recommended that the ELT be replaced at the earliest chance following
inadvertent activation. However, the problem may not be in the transmitter. Check the following:
1. Proper spacing of antennas to minimize antenna conducted RF.
2. Rigidity of the transmitter installation.
CAUTION
UNDER NORMAL CONDITIONS, THE PILOT'S REMOTE
SWITCH MUST BE SET TO ARM POSITION.
STATIC DISCHARGING
Static discharging wicks must be inspected at each annual inspection for the following:
1. General appearance and physical condition.
2. Security of attachment to airframe.
3. Discharge points visible.
4. Resistance (1.0 to 200 megohms, 500 to 1,000 volt megohmmeter).
5. Base resistance to airframe (100 milliohms maximum).
PIPER AIRCRAFT
PA-42 / PA-42-720
1L8
May 15, 2012
23-60-00
Page 2
GRIDS 1L8 THRU 2B8
CHAPTER
ELECTRICAL POWER
289
SYSTEM
SUB-SYSTEM
24-00-00
24-00-00
24-00-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
224-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 24 - ELECTRICAL POWER
SUBJECT
General
Description
Troubleshooting
D.C. Generation
Description and Operation of
Starter-Generator System (PA-42)
Description and Operation of
Starter-Generator System (PA-42-720)
Starter-Generator Service Test Specifications
(PA-42 Models Only)
Starter-Generator Service Test Specifications
(PA-42-720 Models Only)
Checking Starter-Generator System
Adjustments of Starter-Generator
Maintenance of Starter Generator (PA-42-720 Only)
General
Description
Maintenance
Removal and Installation of Starter Generator
Generator Cleaning (Assembled)
Generator Brush Inspection
Maintenance of Starter Generator
(250 Amp -Model 23048-20 Only)
Removal of Starter-Generator From Aircraft
Disassembly of (Model 23048-20) Starter-Generator
Cleaning Procedures
Inspection
Repair and Replacement (250 Amp Model)
Reassembly of (Model 23048-20) Starter-Generator
Fits and Clearances
Inspection and Testing of Components
(pA42 Only 250 Amp)
Battery
Important Precautions
Troubleshooting
Removal of Battery
2810
GRID
NO. EFFECTIVITY
2B13
2B13
2B13
2B22
2B22
2B23
2B23
2B24
2C9
2C9
2ClO
2ClO
2ClO
2C'0
2Cll
2C12
2C13
2C15
2C15
2C15
2Cl6
2C17
2C20
2C22
2C23
2C23
2Dl
2Dl
2Dl
204
24 - Cont.lEffec.
Page 1
SYSTEM
SUB-SYSTEM
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-30-00
24-40-00
24-40-00
24-40-00
24 - ContJEffec.
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 24 - ELECTRICAL POWER (continued)
TABLE OF CONTENTS/EFFECTIVITY)
GRID
SUBJECT NO.
O.C. Generation (continued)
Battery Cleaning 204
Battery Inspection 204
Periodic Battery Check 205
Adjustment of Electrolyte Level 205
Battery Cell Replacement 206
Charging Battery 208
Constasnt Current Charging 208
Constant Potential Charging 2011
Cell Voltage Check 2011
Battery Oisconnect and Receptacle Inspection 2011
Installation of Battery 2012
Testing Battery Temperature Sensor 2012
Voltage Control Panel 2012
Oescription and Operation of Voltage Control Panel 2012
Checking Voltage Control Panel 2013
Removal of Voltage Control Panel(s) (A/C Serial
Numbers 42-7800001 to 42-8001037) 2013
Removal of Voltage Control Panel (A/C
Serial Numbers 42-8001038 and up) 2013
Installation of Voltage Control Panel(s) (A/C
Serial Numbers 42-7800001 to 42-8001037) 2014
Installation of Voltage Control Panel(s) (A/C
Serial Numbers 42-8001038 and up) 2014
Performance Test Lear Siegler PIN 51530-001,
Voltage Control Panel(pA42-720) 2014
Oielectric Test 2014
Final Testing 2015
Open Loop Test (Voltage Regulator) 2015
Overvoltage Test 2017
Overexcitation Protection 2D17
Automatic Line Contactor Test 2017
Closed Loop Tests 2018
Paralleling Test 2018
External Power 2019
Operation of External Power Receptacle 2019
Starting Through External Power Receptacle 2020
2811
EFFECTIVITY
SYSTEM
SUB-SYSTEM
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
24-50-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 24 - ELECTRICAL POWER
SUBJECT
Electrical Load Distribution
Description of Overhead Switches
Removal of Overhead Switches
Installation of Overhead Switches
Purpose of the Main Tie Circuit Breaker and
Crossfeed Diode Check
Description of Circuit Breaker and Switch Panel
Removal of Circuit Breakers and Toggle Switches
Installation of Circuit Breakers and Toggle Switches
Cross Start Relay(s)
Removal of Cross Start Relay(s)
Installation of Cross Start Relay(s)
-NOTE-
Electric Schematics are located in Chapter 91.
2812
GRID
NO.
2D2I
2D2I
2D2I
2D2I
2D24
2D24
2D24
2EI
2EI
2EI
2EI
EFFECTIVITY
24 - ContJEffec.
Page 3
GENERAL
DESCRIPTION
PIPER AIRCRAFT
PA-42/42-720
Electrical power is supplied by a 28-volt, direct current, negative ground electrical system. A 24-volt (Nickel-
Cadmium) battery supplies power for starting and is a reserve power source in case of generator failure. An
external power receptacle in the nose of the airplane supplies external power during cold weather operation, or
whenever external power is needed to start the engines.
The electrical system is controlled by the battery master switch, right starter-generator switch, and left starter-
generator switch. The battery master switch controls a master contactor which connects the battery to the tie bus.
The five basic electrical system buses are also connected to the tie bus. The mode of operation of the DC starter-
generator is selected by using the left or right starter-generator switches. There are two and three position
switches which function as follows: UP position GEN, CENTER position OFF, and DOWN position START.
Each switch contains a placard indicating its selected function.
The model PA-42 contains two 28 Vdc - 250 amp starter-generators, and the model PA-42-720 contains two 28
V dc - 300 amp starter-generators. Also incorporated into the system are overvoltage and overload protection.
The electrical switches are located in an overhead panel just above the windshield. There are two circuit breaker
panels on the right and left side panels of the cockpit.
Lighting consists of standard navigation lights, a landing, and taxi light located on the nose gear strut housing.
Navigation lights are located on both wing tips and the tail. Strobe lights are part of the light assembly on both
wing tips. Recognition lights are optional. Lighting in the cabin consists of indirect fluorescent lights and four
reading lights. Lighting in the cockpit consists of an annunciator panel, various indicator lights, instrument panel
lighting, and two map lights. The overhead switch panel, lower switch panel, and circuit breaker panel are
electroluminescent. Courtesy lights consists of a baggage compartment light in the nose and a passenger entrance
light. There is also a 50 watt wing inspection light located outboard in the left engine nacelle.
TROUBLESHOOTING
Problems peculiar in the electrical system components covered in this chapter are listed in Chart 2401 along
with probable causes and suggested remedies. After the trouble is corrected, check the entire system for security
and operation of components. Chapter 91 provides electrical wiring schematics to use with conventional
troubleshooting methods.
2813
24-00-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHART 2401. TROUBLESHOOTING (ELECTRICAL SYSTEM)
Trouble
Unit fails to operate or does
not attain nonna1 speed.
Excessive sparking
at brushes.
24-00-00
Page 2
Cause
STARTER-GENERATOR
Low voltage power source.
Defective switch in power
supply line.
Defective starter solenoid.
Damaged armature.
Short circuited or open
stator windings.
Improperly seated
brushes.
Eccentric commutator.
Short circuited or grounded
field windings.
Excessive clearance in
bearings or rough
bearing races.
Eccentric commutator.
Short circuit in annature
windings.
Brushes incorrectly installed
with top bevel reversed.
Annature out of ba1ance.
2814
Remedy
Check the power source to
make certain that full voltage
is being applied to starter
tennina1s.
Replace switch.
Replace solenoid.
Replace the annature
assembly.
Replace the stator and
housing assembly.
Check brush seats and
increase brush run-in
time.
Refinish commutator.
Replace stator and housing
assembly.
Replace bearings.
Refinish commutator.
Replace armature assembly.
Reverse and reseat
Ba1ance or replace
armature.
PIPER AIRCRAFT
PA-42/42-720
CHART 2401. TROUBLESHOOTING (ELECTRICAL SYSTEM) (continued)
Trouble Cause
STARTER-GENERATOR (continued)
Excessive sparking Insufficient brush run-in;
at brushes. (continued) improper seating.
Severe overload or short
circuit in aircraft electrical
system.
Brushes sticking in holders.
Weak brush springs.
Brushes loose in holder.
Noisy operation. Rough bearings.
Scored or worn drive splines.
Armature rubbing in stator.
Fan blades bent and
rubbing.
Unit vibrates. Unbalanced armature
assembly.
Excessive run-out of
armature bearings.
Fan damaged or out
of balance.
Generator produces full Voltmeter leads reversed.
voltage - but with
reversed polarity.
Residual magnetism in
field poles creates wrong
polarity.
2815
Remedy
Run in brushes until
seated.
Locate and correct fault.
Free-up brushes.
Replace brush holders.
Replace brushes. If still
loose. replace brush holder
assemblies.
Replace bearings.
Replace drive shaft.
Repair or replace defective
parts.
Straighten or replace
fan.
Balance or replace
annature assembly.
Replace annature bearings.
Rebalance or replace fan.
Connect voltmeter
correctly.
Flash the field.
24-00-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
Trouble
Generator overheats.
D to E paralleling voltage
not within limits.
Starter-generator fails
starting test.
Does not operate.
24-00-00
Page 4
Cause
STARTER-GENERATOR (continued)
Continuous overload or
restricted air inlet.
Insufficient cooling air.
Air flow obstruction; dirt
accumulation in generator
ducting.
Wrong load applied during
testing.
Short circuited or open
stator winding.
Open circuit in annature.
BATTERY-DISCONNECT SOLENOID
Open circuit.
Dirty contact on
connector plug.
Open-circuited solenoid
coil.
Plunger binding.
2816
Remedy
Check aircraft electrical
system for grounds, etc.
Make correction as
necessary.
Check for air inlet
temperature.
Check ducting and generator
air inlet.
Check testing procedure
and correct condition.
Replace stator and housing
assembly.
Replace annature.
Repair wiring.
Clean contacts.
Replace unit.
Remove and wash plunger
and housing thoroughly
with Stoddard solution.
Change spring compression
only as a last resort.
PIPER AIRCRAFT
PA-42/42-720
BATTERY-DISCONNECT SOLENOID (continued)
Intermittent operation. Short-circuited coil.
Loose electrical
connection.
Plunger binding.
Badly burned points.
STROBE LIGHT
Flash tubes do not Flash tube exposed to
fire. very high temperature.
Lead around seal of the
wire to the glass.
Power supply.
Flash tubes continuously Flash tubes are self-
glow a light blue. ionized.
DOOR SEAL CIRCUIT
Cabin door unsafe light Door switch sticking in
will not go out. the open poSition.
Switch or switches in door
frame out of adjustment.
Short to ground.
Cabin door unsafe light Broken wire or loose
will not come on. connection.
2817
Replace coil. Clean and
tighten electrical connections.
See remedy pertaining to
"Plunger binding" under
"Does not operate."
If points cannot be dressed
down, replace the unit.
Replace flash tube.
Replace flash tube.
Replace power supply.
Replace flash tube.
Lubricate the mechanical
parts (sparingly with "Glide
Air") or equivalent.
Adjust switches.
Check wiring and repair.
Check and repair wiring.
24-00-00
Page 5
24-00-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
CHART 2402. SWITCH LOCATIONS
SWITCH FUNCTION
RIGHT IGNITION
LEFf IGNITION
RIGHT GEN. SELECTOR
BATTERY MASTER
LEFf GEN. SELECTOR
RIGHT BLEED AIR
RIGHT OIL COOLER COWL
LEFf BLEED AIR
LEFf OIL COOLER COWL
STROBE LIGHTS
NAVIGATION LIGHTS
TAXI LIGHT
LANDING LIGHTS
ICE DETECTION LIGHT
EXIT LIGHT
RECOGNITION LIGHT
RIGHT AUTO FUEL PUMP SELECTOR
LEFf AUTO FUEL PUMP SELECTOR
RIGHT PITOT HEAT
RIGHT WINDSHIELD HEAT
LEFf PITOT HEAT
LEFf WINDSHIELD HEAT
SURFACE DE-ICE
LOCATION
EYEBROW SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
OVERHEAD SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
EYEBROW SW PANEL
EYEBROW SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
OVERHEAD SW PANEL
2818
PIPER AIRCRAFT
PA-42/42-720
1 . EXTERNAL LIGHTING SWITCHES
2. DEICE SYSTEM SWITCHES
3. LEFT ENGINE SWITCHES
4. RIGHT ENGINE SWITCHES
5. BATTERY MASTER SWITCH
6. RIGHT GENERATOR AMMETER
7. LEFT GENERATOR AMMETER
8. VOLTMETER
9. CROSS-START READY LIGHTS
10. REVERSE LOCKOUT TEST SWITCH
/
11. HYDRAULIC TOPPING GOVERNOR RESET SWITCHES
12. MAP LIGHT AND SWITCH
13. INSTRUMENT LIGHT DIMMERS
14. NO SMOKING, SEAT BELT, AND DOME LIGHT SWITCH
15. DOME LIGHT
16. GENERATOR TRIP SWITCHES
17. FIXED DIMMING SWITCH
18. DOME LIGHT SWITCH
Figure 24-1. Overhead Switch Panel (PA-42)
2819
24-00-00
Page 7
24-00-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
1. EXTERNAL LIGHTING SWITCH ES
2. DEICE SYSTEM SWITCHES
3. LEFT ENGINE SWITCHES
4. RIGHT ENGINE SWITCHES
5. STARTER DISENGAGE SWITCH
6. BATTERY MASTER SWITCH
9. VOLTMETER
14. NO SMOKING, SEAT BELT, AND DOME LIGHT SWITCH
15. DOME LIGHT
17. DOME LIGHT SWITCH
Figure 24-2. Overhead Switch Panel (PA-42-720)
2820
60AMPC.B.
ON PA-42 ONLY
PIPER AIRCRAFT
PA-42/42-720
PA-42-720
Figure 24-3. Main Circuit Breaker Panel (Typical)
2821
PA-42
24-00-00
Page 9
DC GENERATION
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
DO NOT LEAVE SELECTOR SWITCH IN THE START
POSITION ANY LONGER THAN THE TIME REQUIRED
FOR A NORMAL ENGINE START. OTHERWISE, THE UNIT
CAN BE DAMAGED BY EXCESSIVE TEMPERATURES
CAUSED BY LARGE STARTING CURRENTS IF A NORMAL
START IS NOT EFFECTED.
DESCRIPTION AND OPERATION OF STARTER-GENERATOR SYSTEM (PA-42)
The starter-generator is located on the upper part of the engine accessory section. The purpose of the unit is to
provide torque for engine starting and to generate DC electrical power. When this unit is used as a starter, it can
be energized by aircraft battery, or by using an external power source for first engine start. Also incorporated is a
cross start system providing generated power to assist the battery in starting the second engine. The cross start
relay connects the functioning generator to the battery and the start solenoid to start the second engine by-passing
the main tie bus breakers. Three conditions must be met: 1. Running engine generator switch must be on; 2.
Engine tach must be over 70% - (the engine to be started under 70%); 3. After these two conditions are met, the
cross start ready light will illuminated. Thrn on generator/start switch to start the second engine.
-CAUTION-
A POWER SPLIT BETWEEN ENGINES IN FLIGHT WILL
ILLUMINATE THE CROSS START READY LIGHT (ONE
ENGINE ABOVE 70%, THE OTHER BELOW 70%). READY
LIGHT WILL EXTINGUISH WITH POWER THE SAME,
ABOVE, OR BELOW 70%.
When the unit is used as a generator, it provides rated DC output when operated at rated speeds. This
generated electrical power is then used as required to operate various aircraft electrical systems.
This unit incorporates its own cooling system consisting of an air inlet duct, heated scoop, exhaust duct, and a
four bladed fan. Cooling is obtained by routing the outside ram air through the air inlet duct, which is then driven
through the unit by the four bladed fan and overboard through the exhaust duct.
Each unit is controlled by its own independent, three position switch: DN for start, UP for generator, center
position for off. The switches are located on the overhead switch panel. (Figure 24-1.) With the battery master
switch on, placing the right or left starter-generator switch in the start position closes the appropriate starter
solenoid for that particular engine. Power is then supplied through the master contactor to the field windings and
the armature windings of the starter unit creating a strong magnetic field. The magnetic field now existing in the
armature combines with that existing in the field windings of the starter unit ,driving the armature to start the
engine.
When the switch is placed in the GEN position, the unit provides rated DC output to the aircraft electrical
system through the voltage control panel and the overvoltage control. Placing the switch in the center or off
position disconnects the unit from the electrical system of the aircraft.
2B22
24-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
DESCRIPTION AND OPERATION OF STARTER GENERATOR SYSTEM (PA-42-720)
The starter generator is located on the upper part of the engine accessory section. The purpose of the unit is to
provide torque for engine starting and to generate de electrical power. When this unit is being utilized as a starter,
it may be energized by aircraft battery or through the use of an external power source for first engine start. Also
incorporated is a cross start system to provide generated power to assist the battery in starting the second engine.
The cross start relays connect the functioning generator to the battery and the start solenoid to start the second
engine, bypassing the main bus breakers. For cross starting, these conditions must be met: operating engine
generator switch on, engine at high idle, and second engine start switch to START position.
When the unit is being utilized as a generator, it will provide rated dc output when operated at rated speeds.
This generated electrical power is then utilized as required to operate the various electrical systems of the aircraft.
This unit incorporates its own cooling system which consists of an air inlet duct, exhaust duct, and a four
bladed fan which is part of the unit. Cooling is obtained by routing the outside ram air through the air inlet duct
which is then driven through the unit by the four bladed fan and overboard through the exhaust duct.
Each unit is controlled by its own independent three position switch: DN for START, UP for GENERATOR,
center position OFF. The switches are located on the overhead switch panel (refer to Figure 24-2). With the
battery master switch on, placing the right or left starter generator switch in the START position closes the
appropriate starter solenoid for the particular engine. Power is then supplied through the master contactor to the
field windings and the armature windings of the starter unit creating a strong magnetic field. The magnetic field
now existing in the armature combines with that existing in the field windings of the starter unit driving the
armature as required to start the engine.
When the switch is placed in the GEN position, the unit provides rated de output to the aircraft electrical
system through the voltage control panel and the overvoltage control. Placing the switch in the center or OFF
position disconnects the unit from the electrical system of the aircraft.
STARTER-GENERATOR SERVICE TEST SPECIFICATIONS (PA-42)
Lear Siegler specifications for the 28-volt starter-generator installed as standard equipment on PA-42 series
airplanes, are as follows: (Refer to Chart 2403.)
CHART 2403. STARTER-GENERATOR TEST SPECIFICATIONS (PA-42)
DC Starter-Generator Model......................................................................................... 23048-020
Rating (kw).................................................................................................................... 7.5
Current @ max. RPM... ...... ............... ....... ...... ......... ........... ....... ..................... ............... 250 amps
Voltage (gen. output) ..................................................................................................... 30 Vdc (nominal)
Speed range (rpm) ......................................................................................................... 6,200-12,000
Rated Continuous Speed ............................................................................................... 12,000 RPM
Direction of rotation when viewing shaft end.. ...... ................ ............................ ........... CCW
Operating altitude (max.-ft.) ......................................................................................... 35,000
Voltage (starter, max.) .............................. ...... ..... .......................... ................. ............... 28
Positive terminal designation........................................................................................ B+
Negative terminal designation....................................................................................... E-
Positive field-terminal designation .......... ...... .................... ................................. ...... .... A+
Equalizer terminal designation...................................................................................... D
Starting terminal designation ........................................................................................ C+
Weight ........................................... ........... ..................................................................... 32.llbs. (Q.D.)
Brush life....................................................................................................................... 1000 hours min.
24-30-00
Page 2
2823
PIPER AIRCRAFT
PA-42/42-720
STARTER GENERATOR SERVICE TEST SPECIFICATIONS (PA-42-720)
Lear Siegler leading particulars for the 28-volt starter generators installed as standard equipment on PA42-720
airplanes are as follows (refer to Chart 2404):
CHART 2404. STARTER GENERATOR TEST SPECIFICATIONS (PA-42-720)
Rating (Minimum Continuous)
175 amperes, 28 volts at ground idle speed of 6,720 rpm.
300 amperes, 28 volts at 6,950 rpm.
300 amperes, 30.0 volts to maximum rated speed of 12,000 rpm.
External Starting Power Limitations:
1,700 amperes maximum, self-limiting with 30 volts maximum at start receptacle and 0.004 ohm
aircraft circuit resistance when power supply is connected to terminal B (shunt start).
Cooling ........................................................................................... Combination Self-Cooled & Blast Air
Air Inlet Opening Diameter ...................................................................................................... 3.00 inches
Overall Length (Less Spline Drive) ........................................................................................ 12.00 inches
Housing Diameter ..................................................................................................................... 5.86 inches
Weight (Including QAD Kit)'" (Approx) ............................................................................... 30.55 pounds
Overhung Moment (Approx) ............................................................................................ 153 inch-pounds
Direction of Rotation (Viewing Drive End) ................................................................... Counterclockwise
Drive Spline & Mounting Flange ............................................................................................ MS3331-1P
Number of Teeth in Drive Spline ............................................................................................................ 12
Drive Spline Pitch Diameter ...................................................................................................... 0.600 inch
Drive Shaft Shear Torque (Nom.) ................................................................................. 1 ,600 inch-pounds
Terminal Designations
Positive ........................................................................................................................................... B+
Negative ......................................................................................................................................... E-
Positive Field .................................................................................................................................. A+
Equalizer ......................................................................................................................................... D
2824
24-30-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
Figure 24-4. Starter - Generator Basic Diagram
2C1 2C2
24-30-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
Figure 24-4. Starter - Generator Basic Diagram (Continued)
24-30-00
Page 5
2C3 2C4
L
GEN
LEFT GENERATOR
LINE CONTACTOR
P1A 6
PIPER AIRCRAFT
PA-42/42-720
r----,
I I
I I
I I
15A
INVERTER 112
INVERTER #1

LEFT MAIN BUS P1B 6-----,
P1C 6 P1D 6
KLC-2
AVIONICS
BUS #1
CONTACTOR
AVIONICS BUS #1
I
P1L 6
100A
KLC-1
R
GEN
P7E 8 ---0 P11E 8 --------,
RIGHT GENERATOR
LINE CONTACTOR
200 A
P7L 20
I-----m-P7G 20 AUO 39B 20 ---,
POWER
SOLENOID
(KGp)
A409l309
(STA_ 57.00)
BATIERY
SOLENOID
(KBAT)
Figure 24-5. Power Distribution (PA-42)
2C5
AVIONICS
BUS 112
CONTACTOR

E456 I
P11G 20
AUO 38B 20
'OO?:ja
l
{
I 0 ___ OFF II _ I
I "1 I
L ___ l __ --l
AVIONIC #1 AVIONIC #2
BATIERY BUS
SSSS
24-30-00
Page 6
GEN
LEFT GENERATOR
LINE CONTACTOR
24-30-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
r----..,
I I
I I
LINE CONTACTORS ARE CONTROLLED
BY GENERATOR VOLTAGE CONTROL PANEL.
I
I
L..9N ___ -,
INVERTERN1
INVERTER CONTROL SOLENOIDS AND AVIONICS
r-----,
I
I
I
INVERTERN2
BUS CONTACTORS CONTROLLED BY AVIONICS PANEL
15A
L.. ____ .J
P1A 6 LEFT MAIN BUS ~ i P1B 6 ----,
KLC-2
P1C 6
AVIONICS
BUS #1
CONTACTOR
RIGHT MAIN BUS 1-*1----- P1D 6
r---====-k; ~
AVIONICSACCESS rJ
NON-ESSENTIAL
i
P1L 6
100A
~
2 0 0 A ~ 2 0 0 A
200 A
AVIONICS
BUSN2
CONTACTOR
AVIONICS BUS N1
GROUND THROUGH
SQUAT SWITCH
KSC-1
TIE BUS
LEFT MAIN BYPASS
LANDING GEAR CONTACTORS
(AIRBORNE)
KCS-2
TIE BUS
BYPASS
CONTACTORS
'--_____ TOSTART
CONTROL
GROUND
POWER
SOLENOID
(KGp)
BATIERY
SOLENOID
(KBAT)
Figure 24-6. Power Distribution (PA-42-720)
KLC-1
2C6
R
GEN
RIGHT GENERATOR
LINE CONTACTOR
BATIERY BUS
SSSS
I.
I
PIPER AIRCRAFT
PA-42/42-720
3
-NOTE-
On PA-42-720 Models Only, Left A.H. and
D.G. not standard. See Avionics Installation.
Also, No Fuel Heat or Generator Inlet Deice
Circuit Breakers on the same models.
6
7
8
1. LEFT PITOT HEAT INDICATOR
2. RIGHT PITOT HEAT INDICATOR
3. STALL WARNING HEAT INDICATOR
4. PROP INLET DEICE SWITCH (L&R)
5. AMMETER
6. LEFT MAIN BUS
7. ESSENTIAL BUS
8. AC BUS
Figure 24-7. Left Circuit Breaker Panels Installation (Typical)
2C7
24-30-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
2
1. HOUR METER
2. SURFACE DEICE WARN LIGHTS
3. MAIN CIS ELECTROLUMINESCENT PANEL
3
4
5
4. NONESSENTIAL CIS ELECTROLUMINESCENT PANEL
5. AVIONICS CIS ELECTROLUMINESCENT PANEL
Figure 24-8. Right Circuit Breaker Panel Installation (Typical)
24-30-00
Page 9
2C8
PIPER AIRCRAFT
PA-42/42-720
CHECKING STARTER-GENERATOR SYSTEM
The system incorporates two ammeters which provide an independent output check of each generator and a
voltmeter which monitors the electrical bus voltage. Should either ammeter fail to indicate an output from its
generator, check appropriate circuit breaker (Figures 24-7/8). If circuit breakers are in normal operating position,
a further check of the system is required: (Refer to Chart 2405 for inspection and time limits.)
1. Check that ammeters are operating properly.
2. Check that all electrical units are off and battery is fully charged.
3. Disconnect electrical lead at terminal stud B+ on starter-generator being tested. (L or R.)
4. Tum on battery master switch and tum selector switch (L or R) for unit being tested to START position.
5. Using a voltmeter, attach positive lead to electrical lead removed from tenninal stud B+ on starter-generator,
and attach the other lead to airframe ground. Voltmeter must read battery voltage of 24 volts.
6. Tum battery master switch off.
7. Disconnect voltmeter positive lead from the wire removed from starter-generator tenninal stud B+.
8. Connect electrical lead previously removed to B+ tenninal stud on starter-generator.
-NOTE-
On PA-42 series aircraft with Lear Siegler model 23048-020 starter-
generators, the positive tenninals are A+.
ADJUSTMENTS OF STARTER GENERATOR
The only adjustment necessary to maintain the proper generator output is located on the generator control unit.
A voltage of 28.5 volts must be maintained. All other control adjustments are made at time of installation and
need not be reset.
Since the starter generator and regulator units are designed for use on a single polarity type electrical system,
the following listed precautions must be observed when servicing the charging circuits.
-CAUTION-
FAILURE TO OBSERVE THESE PRECAUTIONS COULD
RESULT IN SERIOUS DAMAGE TO THE ELECTRICAL
EQUIPMENT.
1. When installing a battery, ensure that the ground polarity of the battery and the ground polarity of the starter
generator is the same.
2. When connecting a booster battery, make certain to connect the negative battery tenninals together and the
positive battery tenninals together.
3. When connecting a charger to the battery, connect the charger positive lead to the battery positive tenninal
and the charger negative lead to the battery negative tenninal.
4. Never operate the starter generator on an open circuit. Make absolutely certain all connections in the circuit
are secure.
5. Do not short across or ground any of the terminals on the starter generator or generator control unit.
2C9
24-30-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENTS OF STARTER GENERATOR (continued)
6. A starter generator with reversed polarity in the output voltage may be corrected by flashing the field as in
the procedure below:
-CAUTION-
DO NOT FLASH THE FIELD WHILE STARTER
GENERATOR IS IN OPERATION.
a. Disconnect the leads to the proper generator control unit.
b. Connect the negative terminal of a small battery (1.5 to 6 volts), or an equivalent dc power supply, to
terminal E of affected starter generator.
c. Connect a jumper wire from positive terminal of same battery to terminal A of same starter generator.
-NOTE-
If flashing the field fails to correct generator polarity, check for
incorrect connections or defective field circuit.
MAINTENANCE OF STARTER GENERATOR (PA-42-720 Only)
GENERAL
The instructions contained in this manual provide a guide for line maintenance, inspection, and brush
replacement only. Replacement of brushes at this level is made possible by the use of instant filming brushes.
DESCRIPTION
-CAUTION-
DO NOT EXCEED 1000 HOURS BETWEEN OVERHAULS
UNLESS OTHERWISE SPECIFIED.
The starter generator serves a dual purpose which, when energized by the proper electric source, starts the
aircraft engines and then serves as a source of continuous 30-volt nominal direct current power when driven by
the engine.
MAINTENANCE
As a precautionary measure between overhaul periods, it is recommended that the starter generators be given a
periodic inspection. (Check event schedules in Chapter 5 for inspection frequency.) Normally it will be
necessary to remove the starter generator from the engine for a thorough inspection of brushes and commutator.
Such removal also affords the opportunity to inspect for spline or dampener wear, and other details.
24-30-00
Page 11
-NOTE-
No special tools are required to accomplish line maintenance of the
starter generators.
2C10
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF STARTER GENERATOR
After engine cowling has been removed:
1. Disconnect and mark electrical wiring at terminal block.
2. Disconnect cooling air inlet and exhaust hoses or ducts.
-CAUTION-
THE STARTER GENERATOR MUST BE SUPPORTED
BEFORE LOOSENING THE HOLDING CLAMP AS DAMAGE
TO THE SPLINE MAY OCCUR. CARE SHOULD ALSO BE
EXERCISED IN THAT THE UNIT DOES NOT HIT THE
LOWER ENGINE MOUNT WHEN REMOVING IT FROM
THE ENGINE ACCESSORY COMPARTMENT.
3. Support starter generator and loosen clamp between QAD and starter generator.
4. Remove starter generator by sliding aft and lift out of engine accessory compartment.
5. Reverse procedure for installation of starter generator.
Ouick-Attach-Detach (QAD)
Mounting Kit
Torsion
Damper
Shaft "0" Ring
,

V-Band Assembly
Figure 24-9. Typical Cross-Section of Starter Generator
Fan
24-30-00
Page 12
2C11
PIPER AIRCRAFT
PA-42142-720
GENERATOR CLEANING (ASSEMBLED)
1. Remove generator from aircraft.
2. Remove brush inspection cover. Do not remove brushes during internal cleaning and resistance check
procedures.
3. Internal cleaning:
- WARNING-
WHILE USING COMPRESSED AIR, WEAR GOGGLES OR
FACE SHIELD TO PROTECT EYES. DO NOT AIM AIR JET AT
EXPOSED SKIN. USE A DUST FILTER RESPIRATOR.
-CAUTION-
TO PREVENT DAMAGE TO BEARING SEALS AND TO
AVOID FORCING CONTAMINANTS INTO BEARINGS, DO
NOT AIM AIR JET AT BEARINGS
a. Remove carbon and copper dust from armature and stator windings using a low pressure (40 psi) air
supply and nozzle. Start at the drive end of unit and work toward the brushes and commutator area.
- WARNING-
STODDARD SOLVENT IS TOXIC AND COMBUSTIBLE. DO
NOT BREATHE VAPORS. USE IN WELL VENTILATED AREA
FREE FROM SPARKS, FLAME, AND HOT SURFACES. WEAR
SPLASH GOGGLES, SOLVENT RESISTANT GLOVES, AND
OTHER PROTECTIVE GEAR. IN CASE OF SKIN CONTACT,
WASH WITH SOAP AND WATER; IN CASE OF EYE
CONTACT, FLUSH EYES WITH WATER AND SEEK MEDICAL
ATTENTION.
-CAUTION-
DO NOT USE LUBRICANTS OR UNAUTHORIZED
SOLVENTS, WHICH CAN REDUCE BRUSH LIFE.
b. Inspect interior of unit for oil and other contaminants. Wipe contaminants with clean cloth moistened
with Stoddard solvent (Federal Specification P-D-680, Type 1).
c. Perform an insulation check using a volt-ohmmeter or equivalent (50-volt maximum) source tester. The
dc resistance between positive terminal B and the machine frame must measure at least tO,OOO ohms. If
resistance again measures less than to,ooo ohms, return unit to an authorized overhaul center for repair.
d. Inspect air intake and exhaust screens for foreign material. Carefully remove foreign material and
check for possible internal damage to unit.
24-30-00
Page 13
2C12
4. Exterior cleaning:
PIPER AIRCRAFT
PA-42/42-720
a. Ensure that brush inspection cover is installed to unit.
-WARNING-
REFER TO WARNING IN STEP (3A) BEFORE PERFORMING
NEXT STEP.
b. Thoroughly clean exterior of unit with soft, clean cloth moistened with Stoddard solvent (Federal
Specification P-D-680, Type 1). Wipe dry with a clean, lint-free cloth.
S. Inspect generator brushes using procedure in Generator Brush Inspection section.
GENERATOR BRUSH INSPECTION
Generator brush inspection is recommended at 100 hour intervals. By means of the diagonal wear groove on
the side of each brush, which shows 100% useful life when new, the percentage of remaining useful life is easily
estimated at each inspection. Inspect generator brushes as follows to determine continued airworthiness:
1. Remove brush cover from unit.
2. Remove screws securing brush leads to brush holders. With a stiff wire hook, lift springs from brushes and
remove brushes.
-NOTE-
If brushes will be reused, mark each brush to allow that the brush will
be installed into brush holder that it was removed from.
3. Determine remaining life of each brush (refer to Figure 24-10). If anyone brush is estimated to be worn
out before the next inspection or overhaul, replace all brushes.
4. After inspection, replace brush cover. Ensure that cover is seated in housing recess and that exhaust air
holes are located adjacent to terminal block.
S. Install generator on aircraft.
m
OJ
WEAR
1/4 LIFE
GROOVE
112 LIFE REMAINING
REMAINING
NEW BRUSH
Figure 24-10. lliustration of Brush Wear Stages
2C13
/ f$-p>
&00 "0 ()
SOLID STYLE

SPLIT STYLE
00"
CORE TYPE RANDOM PARTICLE
ALTITUDE TREATMENT ALTlnJDE TREATMENT
Figure 24-11. Instant Filming Brushes
24-30-00
Page 14
24-30-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Instant filming brushes which do not have cores or visible particles
are identified by marking IIF, in addition to any grade numbers and
date code letters.
-NOTE-
If new brushes have been installed, it is not necessary to conduct
seating or run-in operations due to the ability of instant-filming
brushes to carry full starting and generating currents without such
run-in. If the specified brush is NOT one of these types, the unit must
be returned to an overhaul shop for brush replacement, run-in, and
test.
Brush must be installed with top bevel as shown for the
clockwise armature rotation indicated. (For reverse rotation
units, top bevel will be opposite to that shown.
RECONNECT NEGATIVE
FIELD LEAD
LAY BRUSH LEADS OVER
BRUSH SPRING CLIPS
Figure 24-12. Correct Position of Brushes, Leads, and Springs
2C14
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCE OF STARTER-GENERATOR (PA-42, 250 AMP MODEL 23048-20 ONLY)
REMOVAL OF STARTER-GENERATOR FROM AIRCRAFT
1. Disconnect vents from top cowl and remove cowl from engine.
2. Check oil drain from starter-generator (sg) drive housing for signs of oil leakage. If excess oil is shown,
inspect seals after removing sg end bell mount from engine to ensure they haven't failed.
3. Disconnect battery from system.
4. Note appropriate wire connections on sg buss and disconnect wires.
5. Separate necessary tubing from sg ducts.
6. Remove v-clamp retaining sg to its end bell mount and carefully slide sg back out of engine.
7. Remove bell end collector by unscrewing retaining nuts.
DISASSEMBLY OF MODEL 23048-20 STARTER-GENERATOR
1. Loosen v-clamp and remove inlet assembly from end of starter-generator (sg).
2. Twist fan cover to unlock it from stator housing; withdraw cover.
3. To remove brush cover from housing, loosen screw tightening clamp; separate clamp.
4. Remove four brushes from their holders by unscrewing brush and field leads.
5. Using a suitable spline wrench to restrain drive shaft, remove fan retaining nut and withdraw fan from shaft.
6. Tap drive shaft out of stator and housing assembly with a plastic, leather, or other soft mallet on fan end of
shaft.
7. Remove dampener plate and friction ring. Remove dampener hub only if damaged. If replacement is
necessary, use the following instructions:
a. Cover threads on far attachment end of drive shaft.
b. Use a suitable arbor press to press shaft from hub.
8. Remove drive end bell by unscrewing twelve screws attaching it to the stator housing. Only remove screen
if necessary.
9. With armature pressed in bearing and brush support assembly, remove right screws attaching assembly to
stator housing, and withdraw them from housing.
10. Place support assembly in a suitable arbor press. Press armature out of bearing.
11. Remove retaining ring and baffle disc drive end of armature shaft.
-CAUTION-
BEARING PULLER JAWS MUST BE TAPED TO PREVENT
DAMAGE TO BACK PLATE CHAMBERED FACE.
12. Remove drive end bearing from armature shaft with a suitable bearing puller.
13. Remove remaining baffle disc from shaft.
14. Remove bearing in support assembly by unscrewing four screws mounting bearing retainer to support
assembly; press out bearing.
2C15
24-30-00
Page 16
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Do not remove brush holders and springs from support assembly
unless an inspection reveals replacement of the parts is necessary.
Refer to repair and replacement paragraph for procedures. Do not
disassemble stator and housing assembly.
15. To replace terminal block, proceed as follows:
a. Remove nuts and washers at studs A and D.
b. Remove nuts and washers from studs E, B, and C.
c. Remove two screws, lockwashers, and washers.
d. Remove terminal block from stator housing.
-NOTE-
Do not remove instruction decal or identification plate unless
damaged and replacement is necessary.
CLEANING PROCEDURES
Suitable solvents for cleaning starter-generator parts are found in the list of consumable materials in Chapter 91.
-WARNING-
DO NOT INHALE SOLVENT VAPOR AND USE ONLY IN A
WELL VENTILATED AREA. AVOID PHYSICAL CONTACT.
DO NOT USE CARBON TETRACHLORIDE FOR CLEANING.
t. With the starter-generator (sg) disassembled, those parts not included with the major assembly (brushes,
bearings, armature, and stator-housing) must be thoroughly cleaned in solvent, Federal Spec. P-D-680.
2. Thoroughly dry all applicable parts with dry, low pressure (5 - 10 psi), filtered compressed air.
3. Blow dust and other foreign matter from armature, commutator, inside and outside of stator-housing. Clean
commutator using a soft bristle brush of foreign material between commutator bars.
4. Wipe all assemblies mentioned in step 3 with a clean cloth moistened in cleaning solvent.
5. After cleaning armature and stator-housing assembly, dry them in a 200F (93C) oven for about 2 hours.
24-30-00
Page 17
2C16
INSPECTION
PIPER AIRCRAFT
PA-42/42-720
Chart 2405 will give the name of the parts and the type inspection reqired for that part.
INDEX NO.
(See Figure 24-13.)
5,6
8
10
12
15
14
16
CHART 2405. INSPECTION OF COMPONENTS
NOMENCLATURE
Covers (Fan
and Brush)
Brush
Fan
Drive Shaft
Plate,
Dampener
Hub,
Dampener
Ring,
Friction
INSPECTION TIME AND
REPLACEMENT
Check for dents or broken spot welds. Replace
if damaged.
Check for cracks, chips, frayed leads, and loose
rivets or shunt connections. Replace if defective.
Replace brushes if remaining allowable wear
will be exceeded before the next inspection.
(See Figure 24-10.)
Inspect every 250 hours.
Replace every 500 hours.
Inspect for looseness of blade on hub or a bent
or cracked condition. Forward edge of blade
shall not measure less than 0.100 inch from
locating shoulder of hub, and the back edge of
blade shall not measure more than 0.830 inch.
Replace if beyond repair.
Magnaflux inspect per MIL-I-6868 for cracks.
Visually inspect for broken or damaged splines
and spline wear. To measure spline wear on the
large splines, use two 0.096 inch diameter pins.
Dimension across the pins should be not less
than 0.7262 inch. Replace shaft if dimensions
are less than indicated.
Inspect for cracks and warpage. Replace if
defective, or if Belleville spring shows signs
of wear.
Replace if defective.
Inspect for cracks and warpage. Replace ring
if thickness is not .063 minimum.
2C17
24-30-00
Page 18
PIPER AIRCRAFT
PA-42/42-720
CHART 2405. INSPECTION OF COMPONENTS (continued)
INDEX NO.
(See Figure 24-13.)
24-3000
Page 19
17
22
25,29
26
38
41
42
53
NOMENl:LATURE
Dampener
BackPlate
Drive-End
End-Bell
Ball Bearings
Annature
Brush Holder
and Spring
Support
Assembly
Tenninal
Block
Stator
Assembly
INSPEl:TION TIME AND
REPLACEMENT
Replace if defective.
Inspect for cracks or warpage. Replace if
defective. Repair or replace if liner I.D. is
not within 1.8501/1.0504 inch.
Replace at each overhaul.
Inspect for worn, pitted, or burned commutator
bars; damage to windings, retainer band or
shaft; shaft concentricity and bar to bar
concentricity. Refinish commutator, if
necessary, and electrically test. Bar to bar
concentricity must be within 0.0001 inch and
concentricity with shaft must be within 0.005
inch total indicator reading. Minimum
commutator diameter is 2.055 inches.
Inspect for cracks, warpage, or weak
spring.
Inspect for cracks or warpage. Replace if
defective. Perfonn electrical test. Repair
or replace ifliner I.D. is not within
1.8501/1.8504 inch.
Inspect for cracks, and loose or damaged
tenninals. Check for shorts between tenni-
nals, but do not hi -pot to avoid damaging
embedded capacitors. Replace if defective.
Visually inspect for cracks, burned or damaged
insulation, loose pole shoes and damaged coils.
Replace stator assembly if defective. Perfonn
electrical test.
2C18
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
PIPER AIRCRAFT
PA-42/42-720
19
52
I
I
L----
~
~ ~ ~ 0-- 54 __ -
:J)
---
- 5 6 ...-----
__ 10
55 .._-- 28
i ...----
L----
7
INLET ASSEMBLY 15. PLATE (DAMPENER) 29. BEARING
CLAMP 16. RING 30. SCREW
SCREW 17. BACK PLATE 31. WASHER
WASHER 18. SCREW 32. BOLT
COVER (FAN) 19. SCREEN 33. NUT
COVER (BRUSH) 20. SCREW 34. WASHER
SCREW 21. WASHER 35. WASHER
BRUSH 22. END BELL 36. SPRING
SCREW 23. RETAINING RING 37. STUD
FAN 24. DISC 38. BRUSH HOLDER
LOCKNUT 25. BEARING 39. SLEEVE
PACKING 26. ARMATURE 40. INSULATION PLATE
DRIVE SHAFT 27. BEARING RETAINER 41. SUPPORT
HUB (DAMPENER) 28. SCREW 42. TERMINAL BLOCK
43. SCREW
44. LOCK WASHER
45. WASHER
46. NUT
47. LOCK WASHER
48. NUT
49. LOCK WASHER
50. TERMINAL LUG
51. TERMINAL LUG
52. TERMINAL LUG
53. STATOR
54. INSTRUCTION DECAL
55. IDENTIFICATION PLATE
56. SCREW
Figure 24-13. Starter-Generator (250 Amp Mode123048-20)
2C19
24-30-00
Page 20
PIPER AIRCRAFT
PA-42/42-720
REPAIR AND REPLACEMENT (250 AMP MODEL 23048-20 ONLY)
1. If inspection reveals commutator is rough, pitted, or burned, refmish in an accurately set up lathe and adjust.
Remove enough material to clean and true up commutator surface. Replace armature if it needs to be turned
to less than a 2.055 inch diameter. Hold commutator diameter concentric with bearing journals to within
0.0005 inch total indicator reading.
2. To undercut the mica, tum commutator in a lathe. If depth of undercut remaining is less than 0.032 inch, re-
undercut mica between bars to 0.032 inch. Use a triangular scraper to remove all excess mica, sharp edges,
and burrs from between bars. Use a bristle brush to remove metal chips and mica particles from slots
between commutator bars. Check tolerances outlined in step 1.
3. To polish commutator, mount armature in a lathe and operate at a speed of 500 - 600 rpm. Polish
commutator by using sandpaper (5/0) positioned on an accurately cut block of wood over its entire length
and at least one-third its perimeter. Remove any dust or particles from between commutator bars with a
bristle brush.
4. After refinishing commutator, the armature must be checked for proper balance of within 5 grain-inches. If
balance correction is required, mill stainless steel retaining bands at each end of lamination stack until
proper balance is obtained. Only two 0.25 inch wide and 0.031 inch deep millings are permitted in each
band to maintain adequate strength.
5. To measure brush spring tension, use the following procedure:
a. Using a new brush, cut a groove down the center of both edges and across the bottom. The brush will
have a continuous groove around three sides.
b. Place a thin wire around brush in groove and insert brush in one of the brush holders. Tie two ends of
wire together and attach to a spring scale.
c. Raise brush with spring scale until lower end of brush is even with bottom edge of holder. The tension
must be 40 - 55 ounces. Use an average of several readings, and if tension is not within this range,
replace spring.
d. Use same procedure for remaining brush holders.
6. Although new brushes are instant filming, sand them to ensure they are properly seated on commutator
surface. Failure to properly seat brushes can affect results obtained during post overhaul tests. Seat brushed
on the motor as follows:
a. Position brush leads over brush springs to prevent hangup.
b. Raise each brush spring with a stiff wire hook and lift brush away from commutator until brush spring
can hold brush in position by resting against side of brush.
c. Place a strip of 5/0 or fmer sandpaper slightly wider than width of brush around commutator. Cut the
sandpaper strip to one inch greater than commutator circumference. Secure one end of the sandpaper
strip with masking tape so taped end will lead in the direction of rotation and the other end will remain
loose and overlap taped end.
d. Lower brushes in place against sandpaper and carefully rotate armature by hand in the normal direction
of rotation (Figure 24-5) until a full seat is obtained on each brush. Do not sand excessively.
e. Remove sandpaper and remove all carbon dust with dry, compressed air.
24-30-00
Page 21
2C20
PIPER AIRCRAFT
PA-42/42-720
LAY BRUSH LEADS OVER
BRUSH SPRING CLIPS
SERIES
RADIO NOISE FILTER
======-=--=====::-:.:::::J
0
OF SLOT IN BRUSHES
(MAXIMUM WEAR POINT)
Figure 24-14. Correct Position of Brushes
and Springs
A+ D
Figure 24-15. Electrical Connections of
Starter-Generator
7. Correct a unit with reversed polarity in the output voltage by flashing the field as follows:
-CAUTION-
DO NOT FLASH THE FIELD WHILE UNIT IS IN
OPERATION.
a. Disconnect leads to external voltage regulator.
b. Connect negative terminal battery to terminal E.
c. Connect positive terminal of battery to terminal A through a knife switch.
d. Close switch for 5 seconds; open switch and disconnect from battery.
-NOTE-
If flashing the field fails to correct generator polarity, check for
incorrect connections or defective field circuit.
E-
24-30-00
Page 22
2C21
PIPER AIRCRAFT
PA-42/42-720
REASSEMBLY OF MODEL 23048-20 STARTER-GENERATOR (Figure 24-4)
1. If the identification plate or instruction decal was removed or is lost off the stator housing, reinstall and coat
surface lightly with a moisture and fungus resistant varnish per MIL-V-173 or PED (see consumable
materials chart), PIN 05-651260.
2. Only replace bearing and brush support assembly bearing after assembly is completely cleaned. Press
support bearing into assembly and install bearing retainer with screws coated with JAN-A-669 or PED, PIN
05-648227, anti-seize compound.
3. Install one baffle disc with recessed surface facing windings on drive end of armature shaft.
4. With armature supported in an arbor press, press a new bearing on drive end of armature shaft.
5. Position recessed surface of other baffle disc away from armature and install disc on drive end of armature
shaft.
6. Install retaining ring in groove on armature shaft drive end, being sure ring fully engages groove.
7. With armature supported in an arbor press, position assembled support assembly on commutator end of
armature shaft and at inner race of bearing; press them together.
8. Insert assembled armature and support assembly into stator-housing assembly and secure with eight screws.
9. Position drive end bell assembly on stator and housing assembly so one dowel pin hole in drive end bell is
at the 12 o'clock position with terminal block located at top of unit.
10. Thread JAN-A-669 or PED, PIN 05-648227 anti-seize compound on twelve mounting screws, and secure
drive end bell assembly to stator-housing.
-CAUTION-
DO NOT USE AN ARBOR PRESS TO FORCE DAMPENER
BACK PLATE ONTO ARMATURE SHAFT OR DAMPENER
HUB ON DRIVE SHAFT. TIGHTENING OF NUT PROPERLY
SEATS THESE COMPONENTS.
11. Wring dampener back plate onto armature shaft by hand ensuring plate taper is fully seated on shaft taper.
12. Rotate armature in its bearings and ensure back plate runout does not exceed 0.003 inch TIR.
13. If dampener hub was removed from drive shaft, align hub on shaft so hub taper seats with shaft taper, and
wring it onto shaft by hand.
14. Place new friction ring in recess of dampener back plate and position plate on hub, being sure plate splines
align with those on hub and fully bottoms out on shoulder of hub.
15. Insert drive shaft through armature and ensure splines of the two shafts engage fully.
16. Position and secure fan assembly with one-piece selflocking nut.
17. With a suitable spline wrench retaining the drive shaft, tighten fan retaining nut 100 - 120 inch pounds.
18. Install brushes and secure brush and field leads with four screws. The electrical connections must be in line
with figure 24-6. (Refer to previous paragraph and figure 24-5 for brush seating and correct positioning of
brush leads.)
19. Install brush cover on housing so clamp screw is 90 counterclockwise from center stud on terminal block.
20. Properly align fan cover in its grooves on housing and tum it clockwise or counterclockwise to lock in
position.
21. Install air inlet assembly with v-clamp and tighten nut to 25 inch pounds.
24-30-00
Page 23
2C22
FITS AND CLEARANCES
PIPER AIRCRAFT
PA-42/42-720
No special fits or clearances are required, but fan dimensions must be maintained.
INSPECTION AND TESTING OF COMPONENTS (PA-42 ONLY 250 AMP)
The following test equipment is required to inspect and test components: a variable speed test stand capable of
driving the unit 5,500 - 12,000 rpm at full load and to 14,000 rpm no load and a stand containing instruments to
measure torque, speed, voltage, current, and temperature; adequate circuitry to load unit in five steps of 0 amps
(no load), 50 amps, 100 amps, 150 amps, and 200 amps and cool air from a shop air source to inject into blast
cover.
1. Test requirements before assembly of unit:
a. Check brush holders and support for shorts to ground with a 1l0-volt AC source and a 7 1/2 watt test
light connect in series. Touch one lead to brush holder and one to support for one second. If lamp
illuminates, support must be repaired.
b. To test armature, use a 1l0-volt source and a 7 1/2 watt light connected in series. Touch one lead to
armature shaft and other lead to commutator risers and check between each of the two commutator
bands and commutator risers. If lamp illuminates, the armature is grounded and must be replaced.
c. To test stator assembly, use same circuit as before and touch one lead to frame and other to terminal A.
If lamp illuminates, stator is grounded and must be replaced. Use an ohmmeter and check for
continuity by touching one meter lead to negative field lead and other to terminal A. The terminal
block must be removed for this test.
2. Test requirements after assembly of the unit (after overhaul):
a. With regulator connected to unit, operate generator without a warmup at 13,000 rpm, 30-volts, and no
load. Calculate resistance between terminals, band A dividing B to A voltage by field current.
Resistance between band A must not be greater than 35 ohms. Record field current, commutation, and
frame temperatures. Commutation must be black and shunt field current not less then 0.81 amperes.
b. With voltage regulator connected to unit, operate at 12,000 rpm, 30-volts, 250 amps, until frame
temperature shows no more than 2F rise in five minutes. Record voltage between D and E, airblast
inlet temperature, commutation, field current, and frame temperature. Commutation can not be worse
then pinpoints along brush edges. The paralleling voltage must be within limits shown in figure 24-6.
Frame temperature must not exceed air temperature by more than 175F.
c. Operate unit at 12,000 rpm, 30-volts. Compound current at 0, 62.5, 125, 187.5, and 250 amps. Field
current must increase with load and commutation can not exceed pinpoints.
d. To ensure unit operates properly at its minimum speed for regulation, operate at 6,900 rpm and check
for 30-volts and 200 amperes. With field current not exceeding 8.0 amperes, calculate resistance
between terminals B and A by dividing B to A voltage by the attained field current. Resistance must
not be less then 1.25 ohms.
e. Reduce speed to approximately 5,800 rpm. Operate at no load and open field until frame temperature is
120F or less. Substitute 1.25 ohms resistance for field circuit regulator (between terminals A and B)
and adjust speed for 26-volts and 200 amps. Operate until stabilized as in step b. Record field current,
speed, frame temperature, voltage between A and B, and commutation. Speed can not be greater than
5,800 rpm.
2C23
24-30-00
Page 24
PIPER AIRCRAFT
PA-42/42-720
f. Reconnect voltage regulator and check commutation at 30-volts, 0, 125, and 250 amps at speeds of 6,500,
10,000, and 12,000 rpm. Record field current, frame temperature, and commutation. Commutation must
not exceed pinpoints for all conditions.
g. With the unit hot, operate for five minutes at 14,000 rpm with field circuit open. Then operate at 12,000
rpm, 30-volts, and 250 amps. Record field current, frame temperature, and commutation. Commutation
must not exceed pinpoints.
h. To conduct a dielectric test, remove unit from test stand while still hot from testing. Conduct a test using
11O-volts AC, 60 Hz. Put one lead on frame and the other to leads removed from terminal block. The
leads from terminal block must be removed from studs due to embedded capacitors connected to ground.
The unit can not be shorted or grounded in any circuit.
i. To conduct tests on unit as a starter, connect a 50 ohm resistor between terminals A and B.
j. With unit rigidly mounted in a horizontal position by use of a mounting flange, operate at no load with
IS-volts applied to terminals C and E. The no load speed must be greater than 4,800 rpm.
-CAUTION-
DO NOT ENERGIZE UNIT FOR MORE THAN FIVE
SECONDS DURING THE FOLLOWING TEST.
k. Lock rotor and apply voltage between terminals C and E. Increase voltage until output torque is 23 foot-
pounds. Do not energize unit for more than two seconds. Record current and voltage. Current can not
be greater than 500 amps and voltage can not exceed 13-volts.
l. Complete commutator run out checks while rotating armature on its own bearings. Record total indicated
run-out and maximum bar-to-bar difference. Maximum total indicated run-out must be 0.0005 inch and
bar-to-bar difference must not be more than 0.0002 inch.
24-30-00
Page 25
LL
0
.
w
a:
::J
....
ct
a:
w
Do
:&
w
....
a:
cc
....
w
..J
:!5
110
100
90
80
70
60
50
40-
1.3
.
/
V /
L
/
/ I
,
,
I

I'
/
/
L
1.5 1.7 1.9 2.2 2.3 2.5
PARALLELING VOLTAGE - VOLTS
Figure 24-16. Paralleling Voltage Check
2C24
BATTERY
PIPER AIRCRAFT
PA-42/42-720
Nickel-Cadmium batteries must be kept clean and charged to remain airworthy. Service is required every 100
hours or 60 days, whichever occurs first. Water consumption is directly proportional to overcharge currents
experienced. Service frequency depends on operating condition.
IMPORTANT PRECAUTIONS
-WARNING-
SERIOUS INJURY CAN RESULT FROM CARELESSNESS OR
IGNORANCE WHEN CLEANING OR SERVICING ANI-CAD
BATTERY.
1. All metal jewelry such as rings, watch bands, bracelets, etc must be removed. Due to very high current
capabilities, the battery can quickly melt or fuse metal and cause severe bums.
2. Use only insulated tools. Never use tools previously used on lead acid batteries.
3. The potassium hydroxide and water battery electrolyte is caustic and can cause severe bums. Wear
protective clothing such as rubber gloves, apron, and eye protection while handling electrolyte. If contact
occurs, flush immediately with water and neutralize with acetic acid, vinegar, lemon juice, or a 10%
solution of boric acid. Hush eyes with water continuously; contact physician immediately.
4. Hydrogen and oxygen gases are generated and are highly explosive. Vent these gases to outside air when
charging. In case of charging indoors with central air conditioning present, these gases can be circulated via
the duck work throughout the building. Outside venting of battery service area is mandatory.
5. Ensure all electrical connections are tight and secure to prevent electrical arcs, which could trigger an
explosion.
6. Keep cell vent plugs in place at all times except when inspecting or adjusting electrolyte levels.
TROUBLESHOOTING BATTERY
Refer to Chart 2406 for troubleshooting procedures for the battery installed in this aircraft.
201
24-30-00
Page 26
Revised: August 1, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 2406. TROUBLESHOOTING (BATTERY)
Trouble
Excessive electrolyte
spewage.
Excess use of water by one
or more cells.
Foaming during charge
after water addition.
Continued foaming during
charging.
No battery output.
Loss of capacity.
24-30-00
Page 27
Cause
Electrolyte level too high.
Vent caps loose or damaged.
Damaged cell case.
Charging voltage too high.
Leaky or defective cell or
vent.
High charger voltage.
Low concentration
electrolyte.
Oil and grease contamination
in the electrolyte.
Broken or disconnectedlinks.
Loose batteryconnector.
Cell open internally.
Electrolyte level too low.
Charging rate too low in
service.
Too little usage or shallow
discharges
202
Remedy
Clean and adjust electrolyte
level.
Replace or tighten caps,
recharge and check
electrolyte level and drain.
Short out all cells to O-volts,
clean, recharge, and check
electrolyte level. Replace
defective cell.
Clean and recharge, check
electrolyte level and check
battery charge system.
Inspect for electrolyte leakage;
remove and replace defective
cells or vents.
Reset voltage regulator.
Discharge; constant-current
charge. Replace defective
cells.
Replace defective cells.
Replace or tighten links
and connector. Replace
defective cell.
Charge; adjust electrolyte
level and capacity test.
Charge and capacity test.
Discharge and Recharge
per this Chapter
PIPER AIRCRAFT
PA-42/42-720
CHART 2406. TROUBLESHOOTING (BATTERY) (continued)
Trouble Cause
Below normal output Battery left on load.
voltage.
Charger not operating
properly.
Internal connecting links
loose.
External connector burned
or pitted.
Terminal links discolored Loose terminal hardware.
or burned.
Burned or pitted terminals. Foreign metallic objects in
the battery; tools dropped
into the open battery.
Burned or pitted output Improperly fitting or loose
receptacle terminals. mating output connections.
Distortion of cell case Cell with internal short.
and cover.
Charger failure.
Plugged vent caps, minor
explosion.
Overheated battery,
improper cooling.
Distortion of battery case Major explosion:
or cover. Loose links
Dry cells
High charge voltage
Charger failure
203
Remedy
Recharge and capacity test.
Recharge and capacity
test battery. Check
charger operation.
Torque to proper value;
recharge and capacity test.
Clean or replace, recharge
and capacity test.
Clean or replace links, and
torque all terminal hardware
to specified values.
Locate and remove foreign
objects and replace defective
parts.
Replace both mating
connectors.
Discharge, disassemble, and
replace defective cells.
replace defective cells.
Discharge, disassemble,
replace defective cells,
and replace vents.
replace defective parts.
replace defective cells, links,
vent caps, hardware, and case.
Replace battery case and
cover.
24-30-00
Page 28
REMOVAL OF BATTERY
PIPER AIRCRAFT
PA-42/42-720
The battery is located behind the nose cone.
1. Open forward baggage compartment door.
2. Release nose cone latch located immediately to the left, inside the baggage compartment door.
3. Swing open nose cone, cut safety wire on large Eleon electrical connector and unplug connector.
4. Locate single wire (in line connector) to battery temperature probe and disconnect the wire ends.
5. Tum camlocks loose at bottom front of battery and remove battery support angle.
6. Slide battery forward on tracks and withdraw from hose section. Be careful, battery weight is considerable.
BATTERY CLEANING
-CAUTION-
USE EYE PROTECTION WHEN CLEANING BATTERY.
Nickel-Cadmium batteries must be kept clean to maintain an airworthy condition. Contamination can cause
conductive paths leading to self discharge. The battery must be cleaned and serviced every 100 operating hours
or 60 days, whichever occurs first. Charge rates determine water consumption and operating conditions must
determine service frequency. Ni-cad batteries must never be serviced in a lead acid battery service area. Even
small traces of sulfuric acid entering a Ni-cad battery can cause permanent damage.
1. Wipe down all surfaces with a clean, dry cloth.
2. Loosen stubborn deposits with a plastic scraper. Use filtered, dry, low pressure air with a non-metallic
nozzle to blow away contamination (dust, salts, etc) from around top of the cells and case.
-NOTE-
Do not clean battery with chemical or petroleum base liquids.
BATTERY INSPECTION
1. Inspect Eleon connector for arcing, mechanical wear, corrosion, cracks, bent terminals, and general physical
condition. Look for signs of overheating, especially around positive and negative connector pins. Defective
connectors can cause dangerous overheating due to high current capabilities of the Ni-cad battery. Using an
ohmmeter set on highest scale, verify resistance of insulation is infinite between connector pins.
24-30-00
Page 29
-NOTE-
Refer to battery disconnect and receptacle inspection in this chapter
for complete inspection procedure.
204
PIPER AIRCRAFT
PA-42/42-720
2. Inspect battery case and cover for bends, dents, cracks, bums, and general physical condition. If metal is
exposed through plastic coating or paint, recoat or replace.
3. Within battery case, inspect connector links for bends, tarnish, loss of nickel plating, corrosion, or bums.
Polish tarnish off with fine wire brush.
4. Ensure cell wedges and case insulation are free of cracks and holes. Replace any that are found defective.
-NOTE-
Consult the latest service literature published by the battery
manufacturer for overhaul, repair, and service testing.
PERIODIC BATTERY CHECK
The condition of the battery must be determined every 50 to 100 hours initially. Periodic battery check
intervals can be varied as service experience dictates by referring to battery service record. If the temperatures
are above 100F for an extended period, or if battery problems arise, battery must be checked more frequently.
This check also equalizes cell voltages.
1. Discharge battery.
2. Recharge battery.
3. Check electrolyte level and adjust, if necessary.
4. Rest battery for 24 hours.
-NOTE-
The battery cells must be at room temperature.
5. Discharge battery at 40 amps; at one hour, battery voltage must be 20-volts.
6. If battery voltage is below 20-volts, rest battery for 4 hours and repeat steps 2 thru 5.
7. During this discharge, check individual cell Voltages. If battery voltage is again below 20-volts, replace
each cell which fell below one-volt before 1 hour. (Consult battery manufacturers service and repair
literature.)
ADJUSTMENT OF ELECTROLYTE LEVEL
-WARNING-
WEAR PROPER PROTECTIVE GEAR WHEN PERFORMING
BATTERY MAINTENANCE. ELECTROLYTE (POTASSIUM
HYDROXIDE) IS VERY CAUSTIC AND MAY CAUSE
PERSONAL INJURY OR AIRCRAFT STRUCTURAL DAMAGE.
IF INJURED, NEUTRALIZE WITH 3% BORIC ACID
SOLUTION IN WATER, AND SEEK MEDICAL ATTENTION.
The liquid level in battery varies with the state of charge. It must be visible above baffle top when battery is
fully charged.
1. Adjust level after battery is fully charged and is at rest for 2 to 4 hours disconnected from any circuit.
2. Remove vent plug from each cell, one at a time, to adjust electrolyte level.
3. Use a transparent tube open at both ends, about six inches long, and 0.025 inch in diameter. Insert it
perpendicular to baffles into filler well until end rests lightly on cell baffle. Then place index finger over
top end of tube and withdraw
205
24-30-00
Page 30
PIPER AIRCRAFT
PA-42/42-720
4. Tube liquid level must be between 0.375 - 0.5 inch. If liquid level is above 0.5 inch, remove excess with a
syringe or squeeze bottle. If liquid level is below 0.375 inch, add only distilled water.
5. Recharge battery at 4 amps for I hour after adding distilled water to prevent damage from freezing during
cold weather. Remove battery from aircraft for charging.
BATTERY CELL REPLACEMENT
-WARNING-
TO AVOID PERSONAL INJURY OR BATTERY DAMAGE, DO
NOT REMOVE A CELL OR TERMINAL LUGS FROM
WEARSAFETYGOGGLESAND
PROTECTWE CLOTHING TO PROTECT EYES AND BODY
FROM ANY ELECTROLYTE SPRAY SQUEEZED FROM
REPLACEMENT CELL WHEN IT IS PUSHED INTO PLACE.
-CAUTION-
DO NOT REMOVE DEFECTIVE CELL FROM BATTERY
UNTIL A PROPER REPLACEMENT CELL IS AVAILABLE.
(SAFT CELL ASSEMBLY D17360 GULTON, PIN C13950.)
(PIPER PIN 758 025.)
1. Discharge battery at 20 amps for 2 hours.
2. With clip leads, short across each cell as voltage goes below 1(2 volt.
3. After all cells are shorted, remove connecting straps from defective cell.
4. Lift defective cell from battery by lifting at terminals using a specially fabricated tool (figure 24-8).
5. Install new cell ensuring it is discharged and polarity symbols are properly positioned.
-NOTE-
To aid insertion, be sure vents on all cells in the same row, including
replacement cell, are loosened.
6. If cell is difficult to install, apply vaseline or Shell Dorina 2 on sides of replacement cell.
7. Reassemble attaching hardware.
-NOTE-
These parts are specifically designed to provide an adequate electrical
connection. Never use homemade hardware.
24-30-00
Page 31
206
PIPER AIRCRAFT
PA-42/42-720
SOCKET SCREW
TERMINALS
-
-
APPROPRIATE T H R E D ~ =
(5/16)
2 REQUIRED
Figure 24-17. Fabricated Cell Puller Tool
1-----II------IvTHERMOSTAT
FUSEHOLDER
Figure 24-18. Cell Layout - Nickel-Cadmium Battery
207
24-30-00
Page 32
PIPER AIRCRAFT
PA-42/42-720
CHARGING BATTERY
A battery's capacity is measured in ampere hours (AR), which is the product of the number of amps flowing
and the hours this current flows. The charge required is also measured in ampere hours and is always somewhat
larger than the discharge obtainable. The amount of recharge required at normal rates and temperatures is 140%
of the discharge obtainable.
Voltages values, currents, etc, refer to chart 2406. Charging is most efficient when performed at battery
temperatures between +40F and +80F. Do not start charging, except when necessary, if the battery temperature
is above 100F.
Do not charge a nickel cadmium battery in the proximity of lead acid batteries. Fumes or acid spillage can
exist to contaminate the nickel cadmium battery. If the same equipment is used to charge both types of batteries.
clean thoroughly with a sodium bicarbonate solution before using it on nickel cadmium batteries. There are
several methods used to charge this type of battery. The preferred method and an alternate method are presented
in the following chart.
CONSTANT CURRENT CHARGING
If battery charge is unknown, completely discharge the battery before charging.
1. Charge battery at 13.3 amps until battery voltage reaches control point (30.5 volts).
2. The finishing charge rate will be 4 amps. To determine time to fully charge battery at finishing rate, use the
following formula:
Tf=IsxTs
3 x If
24-30-00
Page 33
Tf - Time, in hours required for finishing charge.
Is - Starting charge rate, in amps.
Ts - Time, in hours, of charge at the starting until "Control
Point" voltage is reached.
If - Rate, in amps, of finishing charge.
EXAMPLE
Using a charging rate of 10 amps, and assuming it takes 2. 7 hours for
the voltage to reach the control point of 31 volts, the formula is as
follows:
Is (10) x Ts (2.7 hrs)
3 x If (4A)
27
= Tf (2.25 hrs)
12
208
PIPER AIRCRAFT
PA-42/42-720
CHART 2407. NICKEL CADMIUM BATTERY SPECIFICATIONS
Battery Type: 40776
Capacity: 40 AH at the 1 hour rate
Number of series connected cells - 20 - Nominal Voltage - 24
Constant Current Charging:
Starting rate (Is) - 8.5 to 22 amperes - - Control Point 30.5 volts
Finishing Rate (It) - 4.0 to 10 amperes - - Triclde Rate 215 to 430 milliamps
Constant Potential Charging:
Voltage (Bc) (See Constant Potential Charging vrr Table) 43 amperes min.
Inrush current at above voltage: 350 amperes max.
Floating Voltages:
OF 29.0 to 31.0 volts
75F 28.0 to 30.0 volts
100F 27.4 to 29.4 volts
Discharge Rates:
Max. Short Time:
10 sec. 1720 amperes
30 sec. 860 amperes
Max. Continuous:
430 amperes
1 hour rate: 43 amperes
5 hour rate: 9 amperes
20 hour rate: 2.25 amperes
(Cell) Terminal Type: Screw - - Thread Size: 10/32 - - Torque: 113 in.lbs
Electrolyte Level:
During last 20 minutes of charge
Cutoff Voltage:
15.0
20.0
21.0
22.0
Depth in Baffle:
20mm
CONSTANT POTENTIAL CHARGING V/T TABLE
Battery Temp. (OF) Volts/Cell
0 1.565
20 1.545
40 1.525
60 1.505
80 1.485
100 1.460
120 1.440
140 1.420
209
Voltage
31.3 .5
30.9 .4
30.5 .3
30.1 .2
29.7 .2
29.2 .2
28.8 .1
28.4 .1
24-30-00
Page 34
Battery
PIPER AIRCRAFT
PA-42/42-720
Ammeter
Shunt
Circuit Diagram No.1
Load
Resistor
Shunt
Battery
Knife Switch
Discharge Circuit (Preferred)
Discharge Circuit (Alternate)
Battery
[J
Temperature
Probe
II
II
II
II
Ammeter
I I ... ~ Recorder
Lk
Shunt
Charging Circuit (Preferred)
Circuit Diagram No.2
Temperature Probe
Ammeter
Battery
Charger
Charger
Knife Switch
Charging Circuit (Alternate)
Figure 24-19. Charge/Discharge Schematics (Typical-Service)
24-30-00
Page 35
2010
Load
Resistor
PIPER AIRCRAFT
PA-42/42-720
CONSTANT POTENTIAL CHARGING
1. Charge battery for 4 hours using proper voltage (refer to chart 2407). The charger must deliver a minimum
of43 amps.
2. A nearly full charge can be restored in 1 hour if charger is capable of delivering 86 amps.
3. A battery in a discharged state will accept very high currents, for a few minutes, at the beginning of the
charge (350 amps maximum inrush current). This current will not damage the battery, but the charger must
have inherent current limiting, or be otherwise protected against overload.
CELL VOLTAGE CHECK
The cell voltage check requires using a 0-50 Vdc range voltmeter with at least 2% accuracy. A digital readout
type is suggested.
1. Connect negative lead of voltmeter to negative tenninal of Elcon connector.
2. Using positive probe and starting at positive tenninal of cell number 20, measure and record voltage
readings of all cells in reverse order of numerical sequence (figure 24-9).
3. Disconnect negative lead of voltmeter from negative tenninal of Elcon connector and connect positive lead
of voltmeter to negative tenninal of Elcon connector.
4. Using negative probe and starting at negative tenninal of cell number I, measure and record voltage
readings of all cells in numeric sequence (figure 24-9).
5. The defective cell is found by monitoring voltage readings obtained between each cell terminal and the
battery case. The lowest voltages will occur at the terminal connectors on each side of the defective cell.
Replace defective cell.
BATTERY DISCONNECT AND RECEPTACLE INSPECTION
The purpose of this inspection is to detect worn or weakened battery quick disconnects, reducing the
possibility of a potentially hazardous condition.
1. Disengage battery disconnect from mating receptacle and inspect for the following:
a. Corrosion or pitting of helix.
b. Excessive free-play in handwheel-wonn assembly.
c. Evidence of arcing or burn marks on helix.
2. Insert 0.385 inch diameter end of inspection gauge (Elcon Inspection Gauge No. 029) into each helix to a
depth of 0.437 inches. The fit must be snug with a force to remove greater than one pound. This tests
resiliency of helix to an oversized pin.
3. Insert 0.370 inch diameter end of inspection gauge into each helix to a depth of 0.437 inches. The fit must
be snug with a nominal force to remove of one pound. This will ensure proper contact to a worn or
undersized contact pin.
4. With mating disconnect removed, inspect battery receptacle as follows:
a. Inspect contact pins for evidence of corrosion or pitting.
b. Inspect contact pins for evidence of arcing or bum marks.
2011
24-30-00
Page 36
PIPER AIRCRAFT
PA-42/42-720
c. Check for battery electrolyte leakage through receptacle body or contact pins.
-NOTE-
Electrolyte leakage is evidenced by a discoloration of receptacle body
with glass fibers exposed.
d. Using dial calipers, gauge each contact pin diameter. The diameter must be 0.375 0.005 inch.
5. If defects are found, rework or replace parts.
INSTALLATION OF BATTERY
1. Place battery on mounting bracket and reconnect vent lines previously removed.
2. Slide battery into place and secure with two camlocks on bottom front of battery.
3. Connect battery temperature probe wire from top of battery, at inline connector.
4. Put electrical connector on battery with (+) symbols on connector on top and (-) symbols on connector on
bottom. Secure by tightening knob on connector.
5. Secure knob by placing safety wire through two holes on knob to two nuts on each side of knob.
6. Close nose cone and secure with latch. Close small access door to latching mechanism and secure with
screw type fastener.
TESTING BATTERY TEMPERATURE SENSOR
Use the following information to check temperature sensor operation:
1. Set up a hot oil bath at 130
0
P and obtain an ohmmeter.
2. Remove temperature sensor unit from battery and disconnect wire at fuse holder.
3. Connect ohmmeter probes to temperature sensor. No reading should exist.
4. Submerge temperature sensor into hot oil and observe ohmmeter. A reading must be indicated. Reset
sensor when removed from hot oil after allowing to cool to 110P'
5. With test completed, reinstall temperature sensor to battery and connect fuse holder. Ensure fuse is installed
and in good condition.
VOLTAGE CONTROL PANEL
DESCRIPTION AND OPERATION OF VOLTAGE CONTROL PANEL
The control panel is designed to incorporate all normal features of a 28-volt control system in one compact unit
containing printed circuit boards. By using a comparator amplifier with a regulated reference voltage, any
difference between reference voltage and generator output, as seen by the sensing line, is amplified and supplied
to the comparator circuit, which in tum, controls the shunt field excitation of the generator.
24-30-00
Page 37
2012
PIPER AIRCRAFT
PA-42/42-720
The paralleling portion of the control panel incorporates the advantages provided by integrated circuitry. The
difference between the interpole voltage of the local generator and interpole of the other generator is amplified,
inverted, and filtered. Any resultant difference is then coupled to the summing junction of the voltage regulator
circuit. The equalizing circuit continuously sums the difference between the interpole voltages of both generators
to zero.
The line contactor and reverse current control circuitry consists of two integrated circuits and differential
voltage sensing operations. When the generator has attained an output voltage equal to the tie bus voltage, these
circuits allow the line contactor to close. They also monitor the difference in voltage across the interpole
terminals of each generator. When this potential reaches a positive voltage of 0.2 volts or more, the integrated
circuits, after a time delay inversely proportional to the magnitude of the voltage, cause the line contactorto open.
When this happens, the circuit automatically shifts back to differential voltage sensing.
CHECKING VOLTAGE CONTROL PANEL
1. Start engines and set gas generator to 60% rpm. Tum on all electrical equipment available in aircraft and
system voltage must remain at 28 1 volts.
-NOTE-
Voltage adjustment screw is located on connector side of voltage
control panel unit behind removable rubber plug.
2. Tum left starter-generator switch to OFF position, transferring full electrical load to right generator and dc
control panel. System voltage must remain at 28 1 volts.
3. Tum left starter-generator switch to ON position and tum the right starter-generator switch off, transferring
full electrical load to left starter-generator and dc control panel. The system voltage must remain 28 1
volts.
4. If voltage does not remain at 28 1 volts, check generator and battery. Check all circuit connections and
wiring in starter-generator system for unwanted resistance. Clean wiring connections and resolder as
necessary. Check voltmeter for accuracy and repeat test. If system voltage still is not within 28 1 volts,
refer to performance test.
REMOVAL OF VOLTAGE CONTROL PANEL (AiC serial numbers 42-7800001 to 42-8001037)
The dc control panel regulators are mounted to an electrical accessory shelf which is mounted to the forward side
of fuselage station 25.6.
REMOVAL OF VOLTAGE CONTROL PANELS (Serial numbers 42-8001038 and up)
Location of dc control panels on aft engine nacelle electrical accessory panel, aft of engine firewall station
108.5 on respective engine.
1. Open fuselage - nose baggage compartment and remove rear royalite covers.
2. Disconnect electrical plug from appropriate panel and remove securing screws and unit.
3. Remove aft upper engine panel for access to dc control panel.
4. Disconnect electrical plug and securing screws; remove unit.
2013
24-30-00
Page 38
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF VOLTAGE CONTROL PANELS (A/C serial numbers 42-7800001 to 42-8001037)
1. Position dc control panel on electrical accessory shelf and secure with appropriate screws.
2. Reconnect electrical plug to dc control panel.
-NOTE-
If radio equipment from upper radio shelf was removed, reinstall
radio equipment plugs and equipment.
3. Replace accessory shelf covers; secure baggage door.
INSTALLATION OF VOLTAGE CONTROL PANELS (A/C serial numbers 42-8001038 and up)
1. Position dc control panel on aft engine nacelle panel and secure with appropriate screws.
2. Reconnect electrical plug.
3. Replace aft engine access panel and secure with appropriate screws.
-NOTE-
The replacement of voltage control panels requires a functional check
for proper operation (refer to checking voltage control panels in
chapter 24).
PERFORMANCE TESTS - LEAR SIEGLER #51530-001, VOLTAGE CONTROL PANEL (PA-42-720)
The following performance tests are comprised of both bench and systems tests. The bench tests must be
performed in a closed loop system (Figure 24-13).
DIELECTRIC TEST
Connect all J-l pins together, and apply a potential of 250 VAC (rms) at 60 Hertz for 60 seconds, or 300 VAC
(rms) at 60 Hertz for 1 second. Ensure no failure exists resulting from this test.
2430-00
Page 39
2014
FINAL TESTING
PIPER AIRCRAFT
PA-42/42-720
The final tests are always performed in sequence. Any adjustments must be performed at an approved facility
using adjustment procedures in Lear Siegler, Inc. service and overhaul literature. Connector pins referenced in
tests are those of electrical connector J -1 located on front of unit.
-CAUTION-
UNLESS OTHERWISE NOTED, ALL SYSTEMS MUST BE
STARTED WITH FIELD CONTROL RELAY (KFR) IN RESET
POSITION.
The field control relay (KFR) is a dual coil magnetic latching type which provides one set of contacts to
disconnect the line contactor and a second set to control the power relay (KFRA). The power relay is a small
vacuum relay located in the field power circuit.
OPEN LOOP TEST (VOLTAGE REGULATOR)
Perform an open loop test before any closed loop tests are applied. Open loop tests can be omitted if
calibration tests have been performed. (per the Lear Siegler, Inc. overhaul manual.)
1. Connect a variable 0-50 Vdc power supply, positive side to pins A, B, C, and J, and negative side to pins D,
G, and L. Connect 28 Vdc type 313 lamps between pins M and H, and negative side of power supply.
STARTER
GENERATOR
+28Vdc
POWER
SUPPLY
GENERATOR
CONTROL
_______ SWITCH
RESET
A
B
L...-----IC
L...------;K

L...-________ __ --__IF
I VOLTAGE REGULATOR
..... :N ..... OR_MA_L-+-____ r
ND
CONTROL PANEL
- I
KLC
V I
VARIABLE SELF-TEST I
LOW VOLTAGE t.... ________ ---1
POWER SUPPLY 1 '-TRIP SWITCH
- (MOMENTARy)
Figure 24-20. Closed Loop Test Diagram (Lear Siegler, Inc.)
2015
24-30-00
Page 40
PIPER AIRCRAFT
PA-42/42-720
---

.+
L

r4-

r-!L

f--

..J...

51509-TE5T PANEL
CONNECTOR
AWG 16
AWOl6
AWGI6
.. ...
TRIP SWITCH
7:"
re
c
-
..g..

H
r;-

rt:I
t-p

'S"
....:.....
!lIS30-VOLT R EO
CONNECTOR
Figure 24-21. Voltage Regulator Test Panel Schematic (Lear Siegler, Inc.)
I
I
L
PS NO.2
POLARITY
REV. SW
4 PDT
19B
5W
CllINOICATES SCREW POST TERMINAL
(+)O-!lOV PS
REV CURR
PMAU.EL
REVERSE CURR
TEST 2POT
PAR"
INTERNAL
POWER SWITCH
, w 'FIELD PWR
R
oN-OFF
INT PWR
(-)O-5OV PS
BUS TIE
...L
TRIP SWITCH
Figure 24-22. Voltage Regulator Adapter Connector (Lear Siegler, Inc.)
24-30-00
Page 41
2016
A
B
J
0
Q
P
E
M
S
C
K
G
L
H
F
N
R
PIPER AIRCRAFT
PA-42/42-720
2. If power supply is set at 28 Vdc, field lamp must glow at approximately half brilliance. Increase input to 29
0.5 Vdc and lamp must extinguish. Decrease output to 28 Vdc and lamp must again glow at half
brilliance.
OVERVOLTAGE TEST
1. Increase voltage input from 28 to 33 Vdc KFR; relay must trip (indicated by extinguished line lamp).
2. Connect a 50-volt, 1.5 amp variable dc power supply to J-1 connector applying positive to pins A, B, C, and
J, and negative to pins D, L, and G. Install 28 Vdc, type 3131amp between pins M and G.
3. Tum on power supply and adjust input to 28 Vdc. Reduce to 4-5 Vdc; disconnect positive lead from pin C,
and connect to pin K.
4. Gradually increase input voltage until field lamp glows, indicating KFR and KFRA have reset. The KFR
relay must reset at approximately 6 Vdc. After reset, disconnect power supply lead from pin K.
OVEREXCITATION PROTECTION
1. Connect positive side of variable 0-50 Vdc power supply to pins A, B, C, and J, and negative side to pins D,
G, and L. Connect positive lead of low voltage supply to pin E and negative side to pins D, G, and L.
2. Adjust primary power supply input to 27.5 Vdc. Slowly adjust low voltage supply to 0.23 Vdc and hold for
approximately 10 seconds. KFR relay must not trip.
3. Slowly increase primary input voltage from 27.5 to 29 Vdc KFR; relay must now trip within approximately
10 seconds.
4. Disconnect low voltage supply and reset KFR by reducing input to 4-5 Vdc. Disconnect positive lead from
pin C and connect it to pin K. Again increase input voltage gradually until field lamp glows and KFR relay
resets. After reset, disconnect pin K.
AUTOMATIC LINE CONTACTOR TEST
1. Connect positive side of variable 0-5 Vdc, low voltage power supply to pins A, B, C, and J, and negative
side to pins L and G. Connect low voltage power supply to pin D, so 0.19 to 0.03 Vdc is applied to pin D
with respect to pins Land G. Connect a 28 Vdc, type 313 lamp from pin H to pin G.
2. Adjust primary to 28 Vdc, set low voltage supply at 0 Vdc. Lamp must light.
3. Adjust low voltage supply to 0.15 Vdc; lamp must remain lit. After ten seconds, adjust low voltage slowly
to a maximum of 0.22 Vdc; lamp must extinguish.
4. Adjust low voltage supply back to 0 Vdc; lamp must glow.
5. Adjust primary high voltage supply to 10.5 0.5 Vdc with low voltage supply at 0 Vdc; lamp must continue
to glow dimly. Increase low voltage supply to 0.12 Vdc maximum; lamp must extinguish.
6. Shut down and disconnect power supplies and panel.
2017
24-30-00
Page 42
PIPER AIRCRAFT
PA-42/42-720
CLOSED LOOP TESTS
-CAUTION-
DO NOT MAKE OR BREAK ANY CONNECTIONS TO
REGULATOR PANEL DURING TESTS WITHOUT OPENING
CIRCUIT BREAKER.
1. Connect panel (shown in figure 24-11). Stabilize generator frame temperature before each test is run.
Stabilization is reached when generator frame temperature changes 2P or less during a five minute period.
-CAUTION-
DO NOT CONNECT J-l CONNECTOR PIN E TO ANY TEST
EQUIPMENT OR INSTRUMENTS DURING REGULATOR
TEST.
2. Regulator Test-Operate generator at minimum plate rated speed. Set voltage adjustment to bring system
voltage at point-of-regulator (por) to 28 Vdc.
3. With generator operating at minimum speed for regulation, apply one-half the rated generated load. POR
voltage must be stable at 0.75 Vdc.
4. Apply and remove load several times. Voltage must recover and return to a stable 28 0.75 Vdc.
5. With generator operating at minimum rated speed for regulation, apply full rated generator load. Voltage at
por must be a stable 28 0.75 Vdc.
6. Increase generator speed to 150% of minimum rated speed for regulation. Apply one-half generator rated
load suddenly (shock load). POR voltage must recover and return to a stable 28 0.75 Vdc.
7. Repeat step 6 applying full plate rated generator load. POR voltage must recover and return to a stable 28
0.75 Vdc.
8. With generator operating at full rated generator speed for regulation, apply one-half rated load suddenly
(shock load). POR voltage must recover and return to a stable 28 0.75 Vdc.
9. Repeat step 8 applying full rated load. POR voltage must recover to a stable 28 0.75 Vdc.
-NOTE-
POR cannot drift or show instability during regulator testing.
PARALLELING TEST
1. Trip off generator by actuating trip switch. Disconnect J -1 connector and pin D; connect pin D to ground.
2. Connect variable 0-2 volt, low voltage power supply, positive side to pin E; connect negative side to ground.
3. Reset panel by placing generator control switch to ON position. With point-of-regulator (por) voltage set at
28 V dc and 0.25 V dc applied at pin E, por voltage must be reduced a minimum of 2.5 V dc.
24-30-00
Page 43
2D18
PIPER AIRCRAFT
PA-42/42-720
4. Reverse polarity of pin E by applying -0.25 V dc. POR voltage must increase a minimum of 2.5 V dc.
-NOTE-
At completing of paralleling effectiveness tests, adjust por voltage at
no-load to 28.8 Vdc.
5. Place test switch to ON position. Panel must trip approximately one second after switch is actuated. Place
generator control switch in RESET position to reset panel. When panel resets, place generator control
switch to ON position.
6. Hold generator control switch in reset position and simultaneously hold trip switch in trip position. Panel
must trip but not attempt to reset.
-CAUTION-
AT CONCLUSION OF TESTS, FIELD RELAY (KFR) MUST
BE AND REMAIN IN TRIPPED POSITION TO PREVENT
DAMAGE TO EQUIPMENT WHEN INSTALLED IN
AIRCRAFT.
EXTERNAL POWER
OPERATION OF EXTERNAL POWER RECEPTACLE
The external power receptacle is located on underside of nose section below forward side of baggage
compartment door. To avoid damaging electrical system, follow instructions on power receptacle access door.
-NOTE-
When using a ground power unit for external power starting, follow
instructions given below.
2019
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Page 1
PIPER AIRCRAFT
PA-42/42-720
STARTING THROUGH EXTERNAL POWER RECEPTACLE
The external power receptacle is located on underside of nose section below forward baggage compartment
door.
1. Place battery master switch in OFF position.
2. Ensure all other electrical equipment in aircraft is turned off.
3. Insert plug from auxiliary power unit into external power receptacle located on underside of nose section
below forward baggage compartment door.
4. Monitor aircraft voltmeter, when voltage stabilizes between 28 and 30-volts, tum battery master switch on.
5. Start left engine only using normal starting procedure outlined in the Pilot's Operating Handbook.
6. With left engine operating at ground idle speed, start right engine using normal starting procedure outlined
in the Pilot's Operating Handbook.
-CAUTION-
APPROACH FROM NOSE OF AIRCRAFT AND REMAIN
CLEAR OF PROPS. REMOVE AUXILIARY POWER UNIT
PLUG.
7. With both engines running, disconnect and remove auxiliary power unit from aircraft.
-CAUTION-
244000
Page 2
IF IT BECOMES NECESSARY TO START ENGINES WITH
EXTERNAL POWER RECEPTACLE, DUE TO A LOW
BATTERY CONDITION, ENSURE AIRCRAFT BATTERY IS
ON CHARGING LINE BY MONITORING BATTERY
AMMETER (CHARGING CURRENT WILL BE HIGH). DO
NOT TAKE OFF UNTIL CHARGING CURRENT FALLS TO
20 AMPS OR LESS.
2020
PIPER AIRCRAFT
PA-42/42-720
ELECTRICAL LOAD DISTRIBUTION
DESCRIPTION OF OVERHEAD SWITCHES
These rocker type switches are located on electroluminescent panels in royalite trim panels. They are centrally
located above the windshield and on the cockpit ceiling.
REMOVAL OF OVERHEAD SWITCHES
1. Position two starter-generator switches and battery master switch in OFF position.
2. Remove screws securing electroluminescent panel containing switch.
3. With electroluminescent panel unfastened from royalite trim panel, gain access to switch mounting clip at
back of panel.
4. Working from rear of switch, insert a narrow, thin bladed screwdriver between top of switch. Mount clip
and disengage it from switch. Repeat procedure at bottom of switch and mount clip.
-CAUTION-
DO NOT DAMAGE OTHER PARTS OR WIRING WHEN
WORKING ON SWITCHES AND PANELS.
5. Remove various electrical leads from switch; remove switch.
-NOTE-
Note position of electrical leads to facilitate reinstallation.
INSTALLATION OF OVERHEAD SWITCHES
1. Install switch in back end of electroluminescent panel by inserting a narrow, thin bladed screwdriver
between top of switch and mounting clip, engaging prongs on switch body into clip. Attach bottom of
switch using same procedure.
-NOTE-
The mounting clip has two built-in positions for positioning the
switch. Be sure both upper and lower prongs in switch body are in
the same position on clip.
2. Connect various electrical leads to proper positions on switch.
3. Install switch panel into royalite trim panel; secure with appropriate screws.
4. Check operation of new switch to ensure correct installation.
2021
24-50-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHART 2408. MAIN TIE BUS CIRCUIT BREAKER & CROSSFEED DIODE CHECK
LEFT DIODE/CIRCUIT BREAKER OPERATIONAL CHECK
R Gen Distribution Circuit Breaker Circuit Breaker Components
Circuit Breakers Pulled Activated Checked Remarks
Essential (lOOA) Yes Feeder diodes &
L Main (lOOA) Yes circuit breakers
R Main (lOOA) Yes attached to Left Observe that equip-
Gen Distribution ment operated by
bus. the appropriate bus
is still powered.
L Gen Distribution
Circuit Breakers
Essential (lOOA) Yes
L Main (lOOA) Yes
R Main (lOOA) Yes
RIGHT DIODE/CIRCUIT BREAKER OPERATIONAL CHECK
L Gen Distribution
Circuit Breakers
Essential (lOOA)
L Main (lOOA)
R Main (lOOA)
R Gen Distribution
Circuit Breakers
Essential (1 OOA)
L Main (lOOA)
R Main (lOOA)
24-50-00
Page 2
Circuit Breaker
Pulled
Yes
Yes
Yes
Circuit Breaker Components
Activated Checked Remarks
Feeder diodes &
circuit breakers
attached to Right Observe that equip-
Gen Distribution ment operated by
bus. the appropriate bus
is still powered.
Yes
Yes
Yes
2022
PIPER AIRCRAFT
PA-42/42-720
CHART 2409. GENERATOR POWER DISTRIBUTION DIODE OPERATIONAL CHECK
L Gen Distribution Circuit Breaker Circuit Breaker
Circuit Breakers Pulled Activated
Essential (tOOA) Yes
L Main (tooA) Yes
R Main (tOGA) Yes
R Gen Tie Bus (200A) Yes
L Main (tOOA) Yes
R Main (lOOA) Yes
L Main (lOOA) Yes
R Main (lOOA) Yes
R Gen Distribution Circuit Breaker Circuit Breaker
Circuit Breakers Pulled Activated
L Main (lOOA) Yes
R Main (lOOA) Yes
L Gen Tie Bus (200A) Yes
L Main (lOOA) Yes
R Main (tOOA) Yes
L Main (lOOA) Yes
R Main (lOOA) Yes
2023
Components
Malfunction Remarks
Shorted diode on No power should be
Essential bus from observed on L & R
Right Dist. bus. Main bus.
L Main bus from observed on Essential
Right Dist. bus. and R Main bus.
R Main bus from observed on Essential
Right Dist. bus. and L Main bus.
Components
Malfunction Remarks
Essential bus from observed on L & R
Left Dist. bus.
Shorted diode on
L Main bus from
Left Dist. bus.
Shorted diode on
R Main bus from
Left Dist. bus.
Main bus.
No power should be
observed on Essential
and R Main bus.
No power should be
observed on Essential
and L Main bus.
24-50-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
PURPOSE OF THE MAIN BUS TIE CIRCUIT BREAKER AND CROSSFEED DIODE CHECK
To detennine if left and right distribution buses are crossfeeding power to right main, left main, and essential
buses, use Chart 2407 for an operational check. System isolation will aid in troubleshooting location of circuit
breakers on center main circuit breaker panel.
DESCRIPTION OF CIRCUIT BREAKER AND SWITCH PANEL
Two circuit breaker and switch panels are installed in PA-42 airplanes. The left circuit breaker and switch
panel contains circuit breakers for the left engine and electrical system. The right circuit breaker and switch
panel contain circuit breakers for the right engines, radio equipment, and various electrical systems for the right
side. The circuit breakers are manual reset type and must be pushed to reset after being tripped. The switches are
toggle type and are used for disconnecting various buses from system.
REMOVAL OF CIRCUIT BREAKERS AND TOGGLE SWITCHES
1. Ensure two starter-generator switches and battery master switch are in OFF position.
2. Remove mounting screws on face of circuit breaker panel and pull panel out slightly to gain access to screw
and nut connecting wire to electroluminescent panel in middle of mounting bracket.
-CAUTION-
ALWAYS DISCONNECT THE BATTERY WHEN WORKING
ON CIRCUIT BREAKERS AND ENSURE OTHER PARTS
AND WIRING ARE NOT DAMAGED.
3. Remove knurl nut from face plate of circuit breaker panel.
4. Disconnect electrical lead secured with a screw from circuit breaker.
-NOTE-
Note position of electrical leads to facilitate reinstallation.
5. Remove screw securing circuit breaker to bus bar and remove circuit breaker from rear of panel.
24-50-00
Page 4
2024
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF CIRCUIT BREAKERS AND TOGGLE SWITCHES
1. Position circuit breaker in place and secure to bus bar with appropriate screw.
2. Connect electrical lead and secure with screw.
3. Insert circuit breaker into proper hole and secure breaker with knurl nut to face plate.
4. Connect wire from electroluminescent panel at middle of mounting bracket with appropriate screw. Push
panel back into place and secure with appropriate mounting screws on face of panel.
5. Check operation of new circuit breaker to ensure correct physical installation.
CROSS START RELAYS
REMOVAL OF CROSS START RELAYS
The cross start relays are located in engine nacelle, aft of engine station 108.5.
1. Ensure electrical power is disconnected (battery and exterial power).
2. Remove aft engine upper nacelle panel to gain access to relay.
3. Disconnect electrical leads at cross start relay terminals and mark terminals to facilitate reinstallation.
4. Remove electrical lead on starter relay terminal A-I and shorting bar from A-I (starter relay) to cross start
relay A-2. (Mark starter relay electrical lead to facilitate reinstallation.)
5. Remove screws of cross start relay; remove unit.
INSTALLATION OF CROSS START RELAYS
1. Position cross start relay on mounting plate; secure with appropriate screws.
2. Reconnect shorting bar and all marked electrical lead to their appropriate terminals; secure with lock
washers and nuts.
3. Reconnect battery or external power; perform operational check.
2E1
24-50-00
Page 5
24-50-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2E2THRU 2E4
2E2
CHAPTER
EQUIPMENT/FURNISHINGS
2E5
SYSTEM
SUB-SYSTEM
25-00-00
25-20-00
25-20-00
25-20-00
25-20-00
25-20-00
SUBJECT
GENERAL
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 25 - EQUIPMENTIFURNISHINGS
FLIGHT AND PASSENGER COMPARTMENTS (SEATS)
Removal and Installation of Seats
Removal and Installation of Forward Curtain and
Sliding Door
Removal and Installation of Folding Table
Removal and Installation of Cabinetry and Divider
2E6
GRID
NO EFFECTIVITY
2E7
2E7
2E7
2E7
2E7
2E13
25 - ContJEffec.
Page -1
GENERAL
PIPER AIRCRAFT
PA42/ 42 720
The flight and passenger compartments are equipped with the following standard and optional equipment and
furnishings. The flight compartment contains two crew seats and a divider between the crew and passenger
compartments consisting of divider panels, curtain, sliding doors, refreshment cabinet, storage cabinet, and jepp
case cabinet. The passenger compartment can be equipped with eight seats, two folding tables, refreshment and
storage cabinet and with bi-fold door, refreshment and vanity with bi-fold door, toilet seat, oven cabinet, aft
refreshment cabinet, and cabin divider. (Refer to parts catalog for part numbers.) This chapter provides
instructions for removal and installation of equipment listed above.
FLIGHT AND PASSENGER COMPARTMENTS (seats)
REMOVAL AND INSTALLATION OF SEATS (figures 25-1, 25-2, 25-3, and 25-4)
1. To remove the crew and passenger seats, proceed as follows:
a. Remove seat track end covers and seat stops.
b. Move seat forward or aft to slots in seat tracks and lift seat off tracks.
c. To remove toilet seat, disconnect relief tube from hom and valve assembly and remove attaching
hardware and seat.
2. To install crew and passenger seats, proceed as follows:
a. Place seats into slots in seat tracks and move seats to their proper positions.
b. Replace seat track end covers and seat stops.
c. To install toilet seat, connect relief tube to hom and valve assembly and mount seat with attaching
hardware.
REMOVAL AND INSTALLATION OF FORWARD CURTAIN AND SLIDING DOOR (figure 25-5)
1. Remove curtain from curtain track by removing curtain stops.
2. Install curtain by positioning curtain on tracks and installing curtain stops.
3. Remove sliding door by pulling door open and lifting it out of tracks.
4. Install sliding door by positioning door in tracks. Ensure door opens and closes properly.
REMOVAL AND INSTALLATION OF FOLDING TABLE (figure 25-6)
1. To remove folding table, proceed as follows:
a. Disconnect cigar lighter wires.
b. Remove attaching screws and table assembly.
2. To install folding table, proceed as follows:
a. Connect cigar lighter wires.
b. Place table assembly in proper position. Insert attaching screws.
c. To install cigar lighter, place lighter into panel top. Insert and tighten attaching nut.
2E7
25-20-00
Page 1
25-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
Figure 25-1. Crew Seat Installation
2E8
PIPER AIRCRAFT
PA-42/42-720
1. SEAT, FORWARD FACING (SPAR)
2. SEAT, THIRD AND FOURTH, AFT FACING
3. SEAT, FORWARD FACING
4. HANDLE, SEAT TRACK LATCH RELEASE
5. HANDLE, SEAT RECLINER RELEASE
EXECUTIVE VERSON
3
5
COMMUTER VERSION
Figure 25-2. Passenger Seats Installation
2E9
25-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
5
4
1. TOILET, SIDE FACING
2. TOILET, FORWARD FACING
3. TOILET, FORWARD FACING
4. PLATE, SEAT FORWARD ATIACHMENT 6
5. WEDJIT ASSEMBLY
6. PLATE, SEAT MOUNTING FORWARD
7. PLATE, SEAT MOUNTING, REAR
Figure 25-3. Optional Seat Installations
252000
Page 4
2E10
2
3
=8:1
=8l
=8l
=8l1
=8:1 c:::::::8:J1
=:8J
c:::::::8:J
PIPER AIRCRAFT
PA-42/42-720
STANDARD SEATING ARRANGMENT

0
HIGH DENSITY SEATING ARRANGMENT
Figure 25-4. Seat Stops
2E11
25-20-00
PageS
8 ------,..
PIPER AIRCRAFT
PA-42/42-720
8
8
Figure 25-5. Forward Curtain and Sliding Door Installation
25-20-00
Page 6
2E12
8
2
PIPER AIRCRAFT
PA-42/42-720
Figure 25-6. Folding Table
REMOVAL AND INSTALLATION OF CABINETRY AND DIVIDER (figures 25-7 and 25-8)
1. To remove cabinetry and divider, proceed as follows:
a. Tum off electrical power.
b. Slide crew seat full forward and slide passenger seat full aft to remove forward dividers or cabinetry.
c. Tag and disconnect electrical wiring.
d. Remove attaching hardware securing divider panels and cabinetry. Remove divider panels and
cabinetry.
e. Remove heating elements by disconnecting wires and screwing them out of unit.
f. Remove razor invertor, razor outlet, and razor or heating unit switches by disconnecting electrical wires
and removing attaching hardware.
g. Remove armrest by removing two nuts securing it to oven cabinet.
2. To install cabinetry and divider, proceed as follows:
a. Mount armrest to oven cabinet with two nuts.
b. Mount razor invertor, razor outlet, and razor or heating unit switches with attaching hardware, and
connect electrical wires.
c. Mount heating elements into unit with screws and connect appropriate wires.
d. Secure divider panels and cabinetry with attaching hardware.
e. Connect all electrical wiring.
f. Install forward dividers and cabinetry.
g. Tum on electrical power.
2E13
25-20-00
Page 7
25-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
5
1. DIVIDER
2. RIGHT JEPP CABINET
3. LEFT REFRESHMENT CABINET
4. LEFT STORAGE CABINET
5. ATTACHMENTS
6. HEATING ELEMENT - LIQUID
7. ELEMENT SWITCH - LIQUID
Figure 25-7. Forward Cabinetry and Divider Panel
2E14
5
4
PIPER AIRCRAFT
PA-42/42-720
6
PA42-720 ONLY
16
18
PA42-720 ONLY
2
3
1. VANITY AND REFRESHMENT CABINET
2. RAZOR OUTLET SWITCH
3. FOLDING DOOR
4. THERMOS STORAGE CABINET
5. REFRESHMENT CABINET WITH DIVIDER
6. HEATING UNIT AND ELEMENT
7. HEATING UNIT SWITCH
8. REFRESHMENT CABINET
9. INVERTER - RAZOR OUTLET
15. LIGHT
10. OVEN CABINET
16. ATTACHMENTS
16
4
6
16
3 15
16
16
11. ARMREST 17. REFRESHMENT CABINET WITH POP UP DIVIDER
12. CUP HOLDER
18. DOOR CABINET
13. ASH HOLDER
14. PANEL DIVIDER
Figure 25-8. Aft Refreshment Cabinet, Vanity Cabinet with Folding Door and Divider Panels
2E15
25-20-00
Page 9
25-20-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2Et6 THRU 2EtS
2E16
CHAPTER
FIRE PROTECTION
2E19
SYSTEM
SUB-SYSTEM
26-00-00
26-10-00
26-20-00
26-20-00
26-20-00
26-20-00
26-20-00
26-20-00
26-20-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER CHAPTER 26 - FIRE PROTECTION
SUBJECT
GENERAL
DETECTION DESCRIPfION AND OPERATION
EXTINGUISHING DESCRIPfION AND OPERATION
Testing Extinguishing System
Removal of Fire Extinguisher Bottle
Servicing Fire Extinguisher Bottle
Replacing Fire Extinguisher Squib Assembly
Installation of Fire Extinguisher
PORTABLE FIRE EXTINGUISHER
2E20
GRID
NO. EFFECTIVITY
2E2l
2E2l
2E2l
2E23
2Fl
2F2
2F2
2F2
2F3
26 - ContJEffec.
Page -1
Reissued December 31, 1989
GENERAL
PIPER AIRCRAFT
PA-42/42-720
A fire detection and extinguishing system is provided for each engine; both completely independent from the
other. During an engine compartment fire, thermal detectors installed in the engine compartment actuate and
complete an electrical circuit that illuminates the master caution warning light, sounds a warning hom, and
illuminates the appropriate engine fire warning light on the annunciator display. Each system has a switch
located on the lower left side of the instrument panel which electrically discharges the fire extinguishing agent
through tubes into appropriate engine compartment areas.
DETECTION DESCRIPTION AND OPERATION
Each engine fire detection system consists of three fire detecting thermal units and interconnecting harness.
Two of these units are located on each side of the front fire seal in the hot section. One is located at the bottom of
the rear fire seal in the accessory section. The thermal units actuate at a temperature of 450F. Whenever
contacts in one of the thermal units is actuated (due to a fire condition), the circuit is completed and causes a
master caution light to blink, a hom to blow, and the engine fire warning light to illuminate on the annunciator
display. The hom and flashing light can be deactivated by pressing the master caution light.
When test switch is pressed, it connects interconnecting harnesses of each engine system in series, and it
completes a circuit from annunciator display to ground which checks continuity of system and operation of left
and right engine fire warning lights on annunciator.
EXTINGUISIDNG DESCRIPTION AND OPERATION
Each engine fire extinguishing system consists of a spherical container (bottle) storing a fire extinguishing
agent (Halon 1301) charged to 360 +25 -0 psig at 70
0
P with dry nitrogen. A pressure gauge mounted on the side
of the bottle indicates the internal (charged) pressure. Each bottle is mounted on the right side of each rear fire
seal in the accessory section of the engine nacelles. A main discharge pipe extends from a valve on the bottom of
the bottle forward through rear and front fire seals to the hot section of the engine. An additional tube extends
from the main discharge pipe, passes aft through the rear fire seal, and terminates at the top of the engine
accessory section.
An electrically operated cartridge (firing squib), screwed into the discharge valve at the base of the bottle,
provides a release for the extinguishing agent. When the switch in the cockpit is actuated, the firing squib in the
discharge valve is detonated and punctures the seal in the discharge valve that allows the release of extinguishing
agent through pipes. The container (bottle) also has a combination fill fitting and safety relief valve assembly. If
ambient temperature rises abnormally (215P to 226P), a fusible check valve within the fill fitting melts,
relieving contents of container (bottle) and avoiding possible bursting of container.
2E21
26-20-00
Page 1
1. SENSOR
2. FIRESEAL
1. SWITCH PANEL
2. LEFT FIRE EXTINGUISHER
3. RIGHT FIRE EXTINGUISHER
4. ANNUNCIATOR DISPLAY
26-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
Figure 26-1. Engine Fire Detectors
Figure 26-2. Engine Fire Control System
2E22
PIPER AIRCRAFT
PA-42/42-720
TESTING EXTINGUISIDNG SYSTEM
1. A quick check of the system electrical circuit is accomplished by turning aircraft master switch on, pressing
annunciator display test switch, and verifying that left and right engine fire extinguisher inoperative
indicator lights are operating. A more thorough check is as follows:
a. Assure all aircraft electrical power is off and all circuit breakers are disengaged.
b. Disconnect electrical wiring harness from fire extinguisher squib in one engine compartment and
connect a test lamp across disconnected wires of harness.
c. eset circuit breakers and tum master switch on.
d. Engage appropriate engine fire extinguisher switch in cockpit and verify that test lamp illuminates.
e. Reset fire extinguisher switch, tum master switch off, disengage circuit breakers, and disconnect test
lamp.
-WARNING-
DO NOT USE A VOLT-OHMMETER, BATTERY POWERED
CONTINUITY LIGHT, OR SIMILAR DEVICE WHEN TESTING
SQUIB ASSEMBLY. USE OF TEST DEVICES WHICH PASS
MORE THAN 30 MA CAN DETONATE SQUIB.
f. Connect squib tester (Model 115 squib test, American Standard, Monrovia, California) to squib
tenninals and check for nominal resistance of 1.15 0.25 ohms. Disconnect squib tester.
g. Ensure aircraft electrical system is deactivated; reconnect system wiring to squib assembly tenninals,
assuring ground wire is connected to ground tenninal.
h. Repeat steps a through g for opposite engine.
i. Pressure check fire extinguisher containers periodically to ensure pressure is between minimum and
maximum limits prescribed by manufacturer. (Refer to pressure temperature correction table on
container (bottle) or refer to chart 2601.)
Temperature
Farenheit
Ind. Pressure
-NOTE-
Pressure changes with ambient pressure must fall within prescribed
limits. If pressures do not fall within prescribed limits, replace
extinguisher container.
CHART 2601. PRESSURE-TEMPERATURE CORRECTION
-60
110
134
-40
127
155
-20 0
148 174
180 212
+20 +40
207 249
251 299
2E23
+60 +80 + 100 + 120
304 367 442 532
354 417 492 582
26-20-00
Page 3
26-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
Figure 26-3. Battery Bus
2E24
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FIRE EXTINGUISHER BOTTLE
1. Ensure aircraft master switch is off and fire extinguisher circuit breaker is disengaged.
2. Remove upper and lower engine cowling.
-WARNING-
FROSTBITE OR LOW TEMPERATURE BURNS WILL
RESULT IF HAWN 1301 (BAROMOTRIFLUOROMETHANE
CBRF3) COMES IN CONTACT WITH SKIN.
3. Disconnect three wires connecting squib unit with aircraft harness.
-WARNING-
CHARGED BOTTLES MUST BE HANDLED WITH CARE TO
AVOID DAMAGING THE SEAL. DO NOT BRING
ELECTRICAL CURRENT IN CONTACT WITH TERMINALS
ON SQUIB ASSEMBLY OF A LOADED UNIT OR
ACCIDENTAL DETONATION COUW RESULT.
4. Disconnect discharge pipe at fire seal fitting and remove nut and washer from fitting on forward side of fire
seal.
5. Support bottle; loosen mounting clamp and remove bottle. Remove fitting from discharge port of squib
housing.
UPPER COWLING SKIN
3
4
Figure 26-4. Engine Fire Extinguisher
2F1
1. DISCHARGE TUBE
2. FIRE EXTINGUISHER
3. PRESSURE GAUGE
4. CLAMP
5. SQUIB ASSEMBLY
6. DISCHARGE TUBE
7. SENSOR
,I!! /
II"I
1
1
11)
I II \
II,J
'I
I 2.50
26-20-00
PageS
PIPER AIRCRAFT
PA-42/42-720
SERVICING FIRE EXTINGUISHER BOTTLE
1. Check for leakage or damage to container.
2. If bottle is not being replaced, weigh it to be sure it is within 0.25 pounds of total weight stamped on data
plate.
3. If bottle is underweight or damaged, replace with serviceable unit.
4. Ensure indicated pressure reading on fire extinguisher bottle is within specification given in chart 2601.
REPLACING FIRE EXTINGUISHER SQUIB ASSEMBLY
The squib assembly has a total life of 10 years (Five years shelf life and five years time - in - service). The
squib assembly must be replaced after five years time - in - service. To determine service life, check the date the
squib assembly was installed in the aircraft, not the date which the squib assembly began its shelf life. Do not
install any squib assembly that has exceeded its five year life onto any aircraft.
-WARNING-
DISPOSE OF REMOVED SQUIB ASSEMBLY IN A SAFE
MANNER AS WITH ANY OTHER EXPLOSIVE DEVISE.
INSTALLATION OF FIRE EXTINGUISHER
1. Install connector fitting into squib housing and tighten.
2. Position bottle into proper position with discharge tube connector fitting protruding through hole in fire seal.
3. Secure bottle by tightening clamp and installing nut and washer on fitting protruding through fire seal.
4. Connect and secure discharge pipe to fire seal fitting.
5. Check placement of discharge nozzles (shown in figure 26-3). Nozzles must be positioned as shown to
obtain proper dispersal of extinguishing agent.
6. Ensure all aircraft electrical power is off; connect wires to proper terminals on squib assembly.
7. Install engine cowling.
8. Tum aircraft electrical system on, press annunciator test switch, and verify left and right engine fire
extinguisher inoperative indicator lights are operating.
26-2000
Page 6
2F2
PIPER AIRCRAFT
PA-42/42-720
PORTABLE FIRE EXTINGUISHER
The portable fire extinguisher unit General Fire Extinguisher COlporation (Model No. GH - 2 - 1/2), contains 2
1/2 pounds of Halon 1211. It has a discharge rate of no less than 9.5 seconds. The original weight of the
extinguisher is 4 pounds 12 ounces
-NOTE-
There are no field recharge facilities. The manufacturer will recharge
and return for a service charge. (See list of vendors)
To operate the extinguisher, remove it from the quick - release bracket, hold it upright in either hand by the
handgrip, with the spray nozzle pointing forward. Remove the safety pin, direct the nozzle towards the base of
the fire source, squeeze the lever with the palm of the hand. Maximum extinguishing effect is obtained if the fire
- fighter uses side to side motion and keeps moving in towards the base of the fire source as it is extinguished.
Releasing the lever closes a secondary seal inside the operating head. This interrupts the flow of extinguishant,
thus retaining part of the charge, for dealing with a flash back or re-ignition should they occur, without waste or
leakage. Ejection of the indicator disc provides a visual indication of partial or total discharge. A partly or totally
discharged extinguisher assembly should be replaced immediately after use.
The extinguisher shall be inspected monthly or unless otherwise specified. The nozzle shall be examined to
ascertain that they are unobstructed. The tamper tag or tamper indicator shall be intact. The extinguisher shall be
pressurized as indicated and the weight shall be within the tolerance on the label
-WARNING-
AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE
TO SMOKE, VAPORS AND OTHER BY - PRODUCTS OF FIRE.
DO NOT INCINERATE EXTINGUISHER.
-CAUTION-
EXTINGUISHER IS A PRESSURE VESSEL. PROTECT
FROM CORROSIVE CONDITIONS. IF THERE IS ANY
CORROSION OR DAMAGE, EXTINGUISHER SHOULD BE
CAREFULLY EMPTIED AND DISCARDED. USE ONLY AS
DIRECTED.
The required service checks are as follows:
1. 12 year hydro - static test.
2F3
26-20-00
Page 7
26-20-00
PageS
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2F4 THRU 2F6
2F4
CHAPTER
FLIGHT CONTROLS
2F7
SYSTEM
SUB-SYSTEM
PIPER AIRCRAFT
PA42/42720
CHAPTER 27 - FLIGHT CONTROLS
SUBJECT
27-00-00 OENERAL
27-00-00 Description and Operation
27 -00-00 Troubleshooting
27-00-00 Standard Procedures
27-00-00 Wrapping of Trim Drums
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-10-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
27-20-00
AILERON AND TAB
Removal of Aileron Control Cables
Installation of Aileron Control Cables
Removal of Control Column Sprockets
Installation of Control Column Sprockets
Removal of Aileron Control Sector
Installation of Aileron Control Sector
Rigging of Aileron Controls
Removal of Aileron Bellcrank
Installation of Aileron Bellcrank
Removal of Aileron Trim (Fuselage)
Installation of Aileron Trim (Fuselage)
Removal of Aileron Trim (Wing)
Installation of Aileron Trim (Wing)
Rigging of Aileron Trim
Aileron Control System Friction Check
Aileron Trim Tab Free Play
Aileron Balancing Procedure
RUDDER AND TAB CONTROLS
Removal of Forward Rudder Cables
Removal and Installation of Forward Rudder
Control Sector
Installation of Forward Rudder Cables
Removal of Aft Rudder Cables
Removal and Installation of Aft Rudder Control Sector
Installation of Aft Rudder Cables
Rigging of the Rudder and Its Controls
Rudder Control System Friction Check
Removal of Forward Rudder Trim System
Installation of Forward Rudder Trim System
Removal of Aft Rudder Trim System
Installation of Aft Rudder Trim System
Removal and Installation of Trim Tab
Rigging of Rudder Trim
2F8
GRID
NO.
2F11
2F11
2F11
202
204
206
206
207
207
2011
2013
2013
2013
2014
2017
2017
2018
2019
2019
2020
2020
2020
2020
2021
2021
2021
2024
2024
2024
2H1
2H1
2H3
2H3
2H4
2H5
2H5
2H5
2H6
EFFECTIVITY
27 - Cont.lEffec.
Page -1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 27 - FLIGHT CONTROLS (continued)
SYSTEM GRID
SUB-SYSTEM SUBJECT NO.
27-20-00 RUDDER AND TAB CONTROLS (cont)
27-20-00 Removal of Rudder Pedal Assembly 2H6
27-20-00 Installation of Rudder Pedal Assemblies 2H9
27-30-00 ELEVATOR AND TAB 2HlO
27-30-00 Removal of Forward Elevator Control Sector 2HlO
27-30-00 Installation of Forward Elevator Control Sector 2HlO
27-30-00 Removal of Aft Elevator Control Sector 2Hll
27-30-00 Installation of Aft Elevator Control Sector 2Hll
27-30-00 Removal of Elevator Control Cables 2H14
27-30-00 Installation of Elevator Control Cables 2H15
27-30-00 Removal and Installation of Elevator Push Tube 2H15
27-30-00 Rigging the Elevator Control System 2H17
27-30-00 Elevator Control System Friction Check 2H19
27-30-00 ELEVATOR TRIM SYSTEM 2H20
27-30-00 Removal of Forward Elevator Trim System 2H20
27-30-00 Installation of Forward Elevator Trim 2H20
27-30-00 Removal of Aft Elevator Trim Actuator 2H21
27-30-00 Inspection of Aft Elevator Trim Actuator 2H21
27-30-00 Installation of Aft Elevator Trim Actuator 2H21
27-30-00 Rigging of Elevator Trim 2H22
27-30-00 Elevator Trim System Friction Check 2H22
27-30-00 Free Play Check of Elevator Tabs 2H23
27-30-00 TRIM SYSTEMS' CONTROLS AND INDICATORS 2H23
27-30-00 Removal and Installation of Trim Controls 2H23
27-30-00 Adjustment of Trim Indicators 2H23
27-50-00 FLAPS 211
27-50-00 Description and Operation 211
27-50-00 Removal of Flap Actuator Motor 211
27-50-00 Installation of Flap Actuator Motor 211
27-50-00 Removal of Flexible Actuator Motor 212
27-50-00 Installation of Flexible Actuator Shaft 214
27-50-00 Inspection of Outboard Wing Flap Transmission 214
27-50-00 Inspection of Inboard Wing Flap Transmission 214
27-50-00 Removal of Flap Transmission 215
27-50-00 Disassembly of Flap Transmission 216
27-50-00 Service and Inspection of Flap Transmission
Internal components (CAL eO) 218
27-50-00 Assembly of Flap Transmission (CALCO) 219
27 - ContJEffec.
Page - 2
2F9
EFFECTIVITY
SYSTEM
SUB-SYSTEM
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-50-00
27-90-00
27-90-00
27-90-00
27-90-00
27-90-00
27-90-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 27 - FLIGHT CONTROLS (continued)
SUBJECT
FLAPS (cont)
Installation of Flap Transmission
Removal of Flap Control Box (Selector)
Installation of Flap Control Box
Removal of Flap Control Amplifier
Installation of Flap Control Amplifier
Rigging and Adjustment of Flaps
Preparation for Rigging
Mechanical Rigging Procedure
Electrical Rigging Procedure
Electrical System Functional Test Procedure
STALL WARNING
Stall Warning/Recognition System
FUNCTIONAL TESTS OF SYSTEM
Stall Warning Functional Test
Stall Warning System Self Test
Force Applicator Kit Test
2F10
GRID
NO.
2112
2113
2113
2113
2113
2113
2114
2116
2116
2120
2124
2124
2124
2124
2124
2J1
EFFECTIVITY
27 - Cont.lEffec.
Page - 3
Reissued December 31,1989
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The primary flight controls are conventional type operated by dual control columns and rudder pedals.
The control columns in the PA-42 function on a lever arm principle attached to a crossover shaft (torque tube)
mounted under the cockpit floor. The crossover shaft acts as the axis of rotation for the two columns and houses
the roller chain that interconnects the two control wheels. The control columns contain hardware for adjustment
of control wheels and aileron primary drive mechanism. The linkages to the aileron and elevator control sectors
are contained under the left side of the floor.
The ailerons are actuated by the pilot and copilot control wheels through the roller chain which drives a lever
located in the pilot's control column. This lever transmits the control wheels travel to the aileron control sector
through the link, bell crank, and another link. Cables run from the sector to aileron bellcranks in the wings.
The elevators are controlled by control columns through the crossover shaft. An arm, extending from the pivot
fitting located on the left side of the crossover shaft, transmits control column travel through a link to the forward
elevator control sector. The control cables for the elevator control system run from the forward control sector at
Fuselage Station 93.30 to the aft control sector at Station 373.10. The aft control sector is connected to a long
push-pull tube which reaches up through to the top of the vertical stabilizer where it bolts to the elevator control
hom.
Attached to the left set of rudder pedal arms are tubes connected to a bellcrank which is attached to the
pressure bulkhead at Station 57.0. The rudder control sector at W.L. 18.00 is driven by a tube running from the
bellcrank. Control cables run from the control sector to the rudder sector, which is attached directly to the rudder.
The aileron, elevator, and rudder trim controls are mounted on the pedestal along with position indicators for
each system. As each control is moved, cable wrapped drums rotate, and in tum they actuate the particular trim
system being operated.
The Calco type flap mechanism used in the PA-42 is described in detail in the flaps section of this chapter.
TROUBLESHOOTING
Problems peculiar to this aircraft's control systems are listed in chart 2701 along with probable causes and
suggested remedies.
2F11
27-00-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACE CONTROLS)
Trouble
Lost motion between
control wheel and
aileron.
Resistance to control
wheel rotation.
27-00-00
Page 2
Cause
AILERON CONTROL SYSTEM
Cable tension too low.
Linkage loose or worn.
Broken pulley.
Cables not in place on
pulleys.
Improper rigging.
System not lubricated
properly.
Cable tension too high.
Control column chain
improperly adjusted.
Pulleys binding or
rubbing.
pulleys.
Bent aileron and/or
hinge.
Cables crossed or
routed incorrectly.
2F12
Remedy
Adjust cable tension.
Check linkage and tighten
or replace.
Replace pulley.
Install cables correctly.
Check cable guards.
Check rigging in the control
column and crossover (torque
tube) shaft, and at the bell-
cranks in the fuselage and the
wings.
Lubricate system.
Adjust chain tension.
Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
Check cable guards.
Repair or replace aileron
and/or hinge.
Check routing of control
cables.
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACE CONTROLS) (continued)
Trouble
Resistance to control
wheel rotation. (cont)
Control wheels not
synchronized.
Control wheels not
horizontal when
ailerons are neutral.
Incorrect aileron traveL
Correct aileron travel
cannot be obtained by
adjusting bellcrank stops.
Control wheel stops
before control surfaces
reach full traveL
Lost motion between
trim control wheel
and trim tab.
Cause Remedy
AILERON CONTROL SYSTEM (continued)
Interference between
fittings.
Incorrect control
column rigging.
Incorrect rigging of
aileron system.
Aileron control rods not
adjusted properly.
Aileron bellcrank stops
not adjusted properly.
Incorrect rigging of
aileron cables, control
wheel and control rod.
Incorrect rigging between
control wheel and control
cables.
AILERON TRIM CONTROL SYSTEM
pulleys.
Broken pulley.
2F13
Check control column fittings
in pilot's control column.
Linkages to bellcrank from
control column.
Rig and check roller chain
firmness between the two
control wheels.
Rig.
Adjust.
Adjust and check all
bellcranks in the fuselage
and wings.
Rig.
Rig.
Adjust.
Check cable guards.
Replace pulley.
Check linkage and
tighten or replace.
27-00-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
Trouble
Trim control wheel moves
with excessive resistance.
Trim tab fails to reach
full travel.
Trim indicator fails to
indicate correct trim
position.
27-00-00
Page 4
Cause Remedy
AILERON CONTROL SYSTEM (continued)
System not lubricated Lubricate system.
properly.
Cable tension too high. Adjust.
Pulleys binding or Replace binding pulleys.
rubbing. Provide clearance between
pulleys and brackets.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Trim tab hinge binding. Lubricate hinge. If
necessary, replace.
Cables crossed or Check routing of control
routed incorrectly. cables.
System incorrectly Check and/or adjust
rigged. rigging.
Either or both trim drums Check and/or adjust
incorrectly wrapped. rigging.
Trim indicator unit not Adjust.
adjusted properly.
2F14
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
ELEVATOR CONTROL SYSTEM
Lost motion between Cable tension too low.
control column and
elevator. Linkage loose or worn.
Broken pulley.
pulleys.
Improper rigging.
Resistance to elevator System not lubricated
control movement. properly.
Binding control column.
Pulleys binding or
rubbing.
pulleys.
Bent elevator or hinge.
Cables crossed or
routed incorrectly.
Damaged bellcrank(s)
(bellcranks binding).
2F15
Remedy
or replace.
Replace pulley.
Check rigging and
dimensions.
Lubricate system.
Adjust and lubricate.
Replace binding pulleys
and/or provide clearance
between pulleys and
brackets.
Repair or replace elevator
or hinge.
cables.
Check fuselage and wing
mounted bellcranks and
adjust.
27-00-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
Trouble
Incorrect elevator
traveL
Correct elevator travel
cannot be obtained by
adjusting elevator stops.
Lost motion between
trim control wheel
and trim tab.
Trim control wheel
moves with excessive
resistance.
27-00-00
Page 6
Cause Remedy
ELEVATOR CONTROL SYSTEM (continued)
Elevator stops incorrectly
adjusted.
Elevator control rods
incorrectly adjusted.
Improper rigging at
fuselage bellcrank.
Elevator cables
incorrectly rigged.
ELEVATOR TRIM CONTROL SYSTEM
pulleys.
Broken pulley.
System not lubricated
properly.
Pulleys binding or
rubbing.
pulleys.
Trim tab hinge binding.
2F16
Adjust stop screws.
Adjust control rod(s).
Check fuselage, control
bell crank rigging.
Rig cables and check elevator
control bellcrank in forward
part of fuselage.
Adjust.
Check cable guards.
Replace pulley.
or replace.
Lubricate system.
Adjust.
Replace binding pulleys.
Provide clearance between
Check cable guards.
Lubricate hinge. If
necessary, replace.
PIPER AIRCRAFT
PA-42/42-720
Trouble
Trim control wheel
moves with excessive
resistance. (cont)
Trim tab fails to reach
full travel.
Trim indicator fails to
indicate correct trim
position.
Lost motion between
rudder pedals and
rudder.
Cause Remedy
ELEVATOR TRIM CONTROL SYSTEM (continued)
Cables crossed or routed
incorrectly.
Misadjustment of tab
actuator rods.
System incorrectly
rigged.
Either or both trim drums
incorrectly wrapped.
Trim indicator unit not
adjusted properly.
RUDDER CONTROL SYSTEM
Loose bellcrank on pressure
bulkhead station 57.0.
Broken pulley.
Bolts attaching rudder
to bellcrank are loose.
2F17
cables.
Adjust.
Check and/or adjust
rigging.
Check and/or adjust
rigging.
Adjust.
or replace.
Repair belle rank.
Replace pulley.
Tighten bellcrank bolts.
27-00-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
Trouble
Excessive resistance to
rudder pedal movement.
Rudder pedals not
neutral when rudder
is streamlined.
Incorrect rudder
travel.
Excessive right or left
rudder noticed in flight
WHEN PRESSURIZED.
27-00-00
Page 8
Cause Remedy
RUDDER CONTROL SYSTEM (continued)
System not lubricated Lubricate system.
properly.
Rudder pedal torque tube Lubricate torque tube
bearing(s) in need of bearings.
lubrication.
Cable tension too high. Adjust cable tension.
Pulleys binding or Replace binding pulleys
rubbing. and/or provide clearance
between pulleys and
brackets.
Cables not in place on Install cables correctly.
pulleys. Check cable guards.
Cables crossed or routed Check routing of control
incorrectly. cables.
Interference of torque Adjust tube(s) for proper
tubes. operation.
Rudder cables or torque Rig.
tubes incorrectly rigged.
Rudder bellcrank stop Rig.
incorrectly adjusted.
Nose wheel contacts Rig.
stops before rudder.
Tab actuator rod hitting Rerig tab.
stops.
Compensating bellows Replace the required
punctured or collapsed. bellows.
2F18
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACE CONTROLS) innued
Trouble Cause
RUDDER TRIM CONTROL SYSTEM
Lost motion between trim Cable tension too low.
control wheel and trim tab.
pulleys.
Broken pulley.
Trim control wheel moves System not lubricated
with excessive resistance. properly.
Pulleys binding or
rubbing.
pulleys.
Trim tab hinge binding.
Cables crossed or routed
incorrectly.
Trim tab fails to reach System incorrectly
full travel. rigged.
Either or both trim drums
incorrectly wrapped.
Trim indicator fails to Trim indicator unit not
indicate correct trim adjusted properly.
position.
2F19
Remedy
Adjust.
Check cable guards.
Replace pulley.
or replace.
Lubricate system.
Replace binding pulleys.
Provide clearance between
Check cable guards.
Lubricate hinge. Replace
if necessary.
cables.
Check and/or adjust
rigging.
Check and/or adjust
rigging.
Adjust.
27-00-00
Page 9
PIPER AIRCRAFT
PA42/42720
'frouble
Flaps fail to extend or
retract though flap
solenoid actuates.
(Motor circuit.)
Flaps fail to extend or
retract. Flap solenoid
does not actuate.
(Solenoid circuit.)
27-00-00
Page 10
Cause
FLAP CONTROL SYSTEM
Flap motor circuit breaker
open.
Defective flap selector
switch.
Defective flap motor
circuit relay.
Ground open from flap
motor circuit relay.
selector switch.
Defective flap motor.
Defective circuit wiring.
Battery switch off.
Flap solenoid circuit
breaker open.
Defective flap selector
switch.
Defective up or down
limit switch.
Defective flap solenoid.
solenoid.
Defective circuit wiring.
2F20
Remedy
Reset circuit breaker.
Replace flap control box.
Replace relay.
Check ground connection.
Replace motor.
Isolate cause and repair.
Tum switch on.
Replace selector switch.
Replace defective switch.
Replace flap solenoid.
Isolate cause and repair.
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
FLAP CONTROL SYSTEM (continued)
Flaps fail to retract Up limit switch
completely. incorrectly adjusted.
Flaps do not extend Down limit switch
completely. incorrectly adjusted.
Flaps not synchronized Incorrect adjustment of
or fail to fit evenly the transmission tube.
when retracted.
Flaps have erratic Binding between flexible
operation during shaft and motor.
extension and
retraction. Binding between track
and rollers.
Slipping or stripped
transmission.
Loose electrical
connection.
Transmission needs
lubrication.
Flap on one side fails Broken flexible actuator
to operate. shaft.
Defective transmission.
Faulty time delay switch.
2F21
Remedy
Adjust flap.
Adjust.
Rig.
Isolate cause and lubricate
cable if required.
Refer to Rigging and
Adjustment.
Replace transmission.
Check and repair
electrical connections.
Lubricate transmission.
Replace flexible shaft.
Determine cause and
replace or repair.
Check operation.
27-00-00
Page 11
PIPER AIRCRAFT
PA42/42720
Trouble
System won't turn on.
Frozen flap lever.
No flap movement.
Slow system cycle.
Motor stall.
27-00-00
Page12
Cause
Bad flap control.
Malfunctioning amplifier.
Disconnect flap control
potentiometer in flap
control box.
Shaft failure.
Gearing failure.
Flap control box:
Lever shaft failure,
Locking pin failure,
Gearing failure.
Flexshaft or coupling
failure.
Open circuit.
Excessive motor brush
wear.
Motor open circuit.
Malfunctioning screwjack.
2F22
Remedy
Check flap control box
for proper operation and
continuity in flap control
box; repair or replace as
necessary.
Replace amplifier.
Locking pin failure -
service the control box.
Service the control box.
Replace worn part.
Check circuitry (refer to
schematic in this chapter).
Remove and service flap
motor.
Check circuit per rigging
and test procedures.
Check circuit continuity.
Inspect all screwjacks for
excessive wear and free
travel. If inspection does
not uncover problem,
disconnect screwjacks from
flaps and flex shaft and
check for free travel. Remove
and service damaged screwjack.
PIPER AIRCRAFT
PA42/42 720
Trouble Cause
Motor stall. (cont) Excessive brush wear.
Motor open circuit.
Motor power circuit Outboard flex shaft or
breaker tripped. connection failure.
Screwjack actuator
failure.
Motor bearing failure.
Motor short circuit.
System shutdown. Improper system
hookup.
Malfunctioning amplifier.
Open ground to amplifier.
System stall in position. Power or ground circuit
open.
Bearing seize - motor stall,
circuit breaker tripped.
Synchronization
shutdown.
Excessive brush wear
in motor.
Motor open circuit
Malfunctioning flap
amplifier.
2F23
Remedy
Remove and selVice motor.
Check circuit for proper
installation.
Replace worn part.
Remove and selVice
actuator.
Repair motor.
Repair motor.
Perfonn rigging electrical
tests.
Replace amplifier.
Check electrical system and
repair.
Check circuit for open line
and repair.
Replace bearings affected.
Check inboard flexshafts
and coupling.
Replace brushes.
SelVice motor and check
circuit.
Replace amplifier.
27-00-00
Page 13
PIPER AIRCRAFT
PA42/42720
Trouble
Synchronization shutdown.
Wracked flap.
Frozen screwjack
Heavy wear on worm
gear.
System will not hold in
preset position.
Fault lamp indicating a
failure during no demand
periods.
Flap position indicator
wrong.
27-00-00
Page 14
Cause Remedy
Flexshaft or coupling Replace worn part.
failure.
Failure of screwjack Remove and service
actuator. actuator.
Improper adjustment of Perform rigging test and
flap potentiometers. procedure.
Screwjack housing failure. Remove applicable screwjack
and repair.
Ball screw fracture. Remove applicable screwjack
and repair.
Flap connection failure. Replace shaft or connection.
Outboard flexshaft and/or Replace the required item.
coupling failure.
Worm bearing failure, Remove and service
compression bearing actuator.
failure on screw, tension
bearing failure on screw,
ball nut failure or seize.
Worm bearing failure. Remove and service
actuator.
Flap control box: Repair flap control.
Detent Failure
Drag Brake Failure
Malfunctioning amplifier. Replace amplifier.
Malfunctioning amplifier. Replace amplifier.
2F24
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
Annunciator light on, but Malfunctioning amplifier.
flaps operate.
Annunciator light on Flap motor circuit breaker
with flaps inoperative. pulled or tripped.
Flaps asymmetric.
Potentiometer failure.
Motor and/or relay
failure.
Flaps inoperative Power loss to amplifier.
annunciator light
off and flap indicator
pointing off.
No indication of flap Battery switch off.
position on indicator.
Circuit breaker open.
Sender unit ground
open.
Defective indicator unit.
Defective sender unit.
Sender unit not adjusted
properly.
Defective wiring.
2G1
Remedy
Replace amplifier.
Check and rerig flaps.
Replace potentiometer.
Replace component.
Probably flap amplifier
circuit breaker. Reset
breaker if applicable and/or
check system.
Tum switch on.
Replace indicator unit.
Replace sender unit.
Adjust sender unit.
Check and repair wiring.
27-00-00
PagelS
PIPER AIRCRAFT
PA-42/42-720
STANDARD PROCEDURES
-NOTE-
Refer to chapter 95 for description and information on special tools
used in this chapter.
The following tips are helpful when removing and installing various assemblies:
1. Level and place airplane on jacks during rigging and adjustment of controls.
2. Remove turnbuckle barrels from cable ends before withdrawing cables through structures.
3. Tie a cord to cable end before drawing cable through structures to facilitate reinstallation of cable.
4. Turnbuckle stations are given at neutral position.
5. Before disconnecting, use a felt marker to mark cable ends, etc.
6. Assemble and adjust turnbuckles to ensure each tenninal is screwed in approximately equal distance into
barrel. During adjustment, do not tum terminals so a pennanent twist is put in cables.
7. When turnbuckles are set to correct cable tension, no more than three threads must be exposed from either
end of turnbuckle barrel. Check locking clips for proper installation by removing clips using fingers only.
Both locking clips can be inserted in the same turnbuckle barrel hole or installed in opposite holes. Locking
clips installed and removed must be scrapped.
8. When push rods or rod ends are provided with an inspection hole, the screw must be screwed in enough to
pass the inspection hole. This is detennined visually or by inserting a piece of wire into the inspection hole.
Where no inspection hole is provided, a minimum 3/8 inch thread must be engaged.
9. Cable tension must be measured with appropriate surface control in neutral position.
-NOTE-
Perform a friction check of the system whenever elevator, rudder, or
aileron control system is serviced.
-NOTE-
Cable rigging tensions specified in the following paragraphs must be
corrected to ambient temperature in area where tension is being
checked (use chart 2702).
10. Ensure all cable guard pins are installed properly and are not interfering with control cable travel.
-CAUTION-
WITH RIGGING PINS INSTALLED, CLAMP THE
BELLCRANK, SECTOR, OR ASSEMBLY SO WHEN CABLES
ARE TIGHTENED THE LOAD IS NOT TAKEN UP BY THE
PIN. ENSURE PIN IS FREE AT ALL TIMES. IT IS
RECOMMENDED THAT CABLES ARE CLAMPED NEAR
SECTOR, INSTEAD OF CLAMPING THE SECTOR.
11. After adjusting trim tab travels, check cable wraps on trim drums at each end of travel. Minimum allowable
is 1 1/4 wraps. Install fairleads so they do not cause a change in direction of more than 3.
12. Install pulleys so they do not cause a change in cable direction of more than 1 laterally (primary controls)
or 2 laterally (trim system).
27-00-00
Page 16
2G2
I-
iIi
J:
Z
UJ
a:
J:

u.
C/)
UJ
UJ
a:
(!)
UJ
Cl
UJ
a:
::>
l-

UJ
a..
::E
UJ
I-
PIPER AIRCRAFT
PA-42/42-720
CHART 2702. CABLE RIGGING TENSION VS. TEMPERATURE
200 ___ _
170
150
100
SO
0
-50 ttlttittttlllittttlllitttlttitjITtlli:tJtttijjj:t:l:tt:tt1:t:t:i
-20 -10 o 10
RIGGING LOAD CORRECTION, POUNDS
SUBTRACT
2G3
20
ADD
27-00-00
Page 17
PIPER AIRCRAFT
PA42/42720
WRAPPING OF TRIM DRUMS (figure 27-1)
-NOTE-
The following instructions provide generalized instructions. For
specific requirements as to number and position of cable wraps on
drum, refer to appropriate trim rigging procedure.
All trim drums, wrapped basically the same, must be removed from the airplane as follows:
1. For reference, mark end of drum toward base of housing bracket when later installing and wrapping cable
on drum.
2. With drum housing bracket held firmly, remove one of the cable guard bolts from housing bracket.
3. Remove drum screw or drum shaft from trim screw assembly. Remove screw by removing stop located on
end of screw opposite base of housing bracket. Tum screw from drum. Remove shaft by driving roll pin
from center of drum. Press shaft from drum.
4. Remove drum from housing.
5. Unwrap trim cable and remove cable and lockpin from drum. (If one end of cable is marked to facilitate
hookup of cable ends, note location in relation to drum when installing new cable on drum.)
6. Check condition of bushing in housing bracket for excess wear.
7. To install and wrap trim cable, locate center of cable, measuring from end to end.
8. Insert center of cable into cable slot in drum; installiockpin.
9. Hold drum with previously marked or base end of drum down.
10. Looking down on drum, wrap cable leading from base end up in a counterclockwise direction. Wrap cable
from upper end down in a clockwise direction.
11. Insert drum in housing bracket, position drum, and route cables from assembly (shown in figure 27-1).
12. Install screw and screw stop or drum shaft. Secure with roll pin.
13. Block trim cables in center position using method shown in figure 27-2.
14. Center drum between stops on screw by rotating screw.
27-00-00
Page 18
THIS SPACE INTENTIONALLY LEFT BLANK
2G4
10
PIPER AIRCRAFT
PA-42/42-720
_ ~ ~
It-9
7 11
==++--7
+t--
13
1. CABLE
2. DRUM
3. HOUSING BRACKET
4. DRUM SCREW
5. SCREW STOP
6. SCREW STOP
7. BUSHING
8. BOLT GUARD
9. DRUM SHAFT
6---+
10. ROLL PIN
11. HOUSING BRACKET BASE
12. ATTACHMENT NUTS
13. LOCK PIN
Figure 27-1. Trim Screw Assembly
Figure 27-2. Methods of Blocking Trim Cables
2G5
27-00-00
Page 19
AILERON AND TAB
PIPER AIRCRAFT
PA42/42720
REMOVAL OF AILERON CONTROL CABLES (figure 27-3)
1. Remove pilot and left passenger seats behind main spar carry through.
2. Remove left floor panels from behind control column back to Station 174.0 or approximately 34 inches
behind main spar carry through. If necessary, move the affected passenger seat so right floor panel and
center panels can be removed at same station.
3. Remove fairleads from wings at Station 121.5 and 58.5, and remove fairleads from where aileron cables go
through fuselage at fairlead pan, Station 173.0.
4. Remove access plates under wing along front of rear spar at Wing Stations 92.5, 121.0, and 183.0. Also
remove three plates at rear of wheel well and on underside of wing fillet.
5. To remove left balance cable, proceed as follows:
a. In left wing at bellcrank, remove safety wire or clip from aft turnbuckle; disconnect cable.
b. Remove fairleads at Wing Stations 58.5 and 121.5 and remove cable guard pins at Wing Stations 0.5,
30.9, and 147.5.
c. In fuselage, remove safety wire or clip from aft turnbuckle at Station 172.0; disconnect cables.
d. Mark cable end to facilitate installation.
e. Pull cable end to facilitate installation.
6. Remove the right balance cable as follows:
a. In right wing at bellcrank, remove safety wire from aft turnbuckle and disconnect cable.
b. Disconnect turnbuckle at Fuselage Station 172.0.
c. Remove fairleads and cable guard pins as described for left wing.
d. Mark cable to facilitate installation.
e. Carefully pull cable from aircraft.
7. Remove left primary cable as follows:
-NOTE-
When removing inboard section which leads from control sector to
turnbuckle at Station 142.0 or outboard section which leads to the
bellcrank from turnbuckles only use directions leading to or from
Station 142.0.
a. In left wing at bellcrank, remove safety wire or clip from turnbuckle and disconnect cable.
b. Remove primary control cable fairleads at Wing Stations 121.5 and 58.5, cable guard pins at Wing
Stations 0.5, 30.0, 147.5, and at Fuselage Stations 164.51 and 112.48.
c. Remove safety wire and screw securing retainer plate and cable end to sector; disconnect cable from
sector.
d. At Station 155.0, draw cables from wing and inside fuselage.
8. To remove right aileron cable, use basically the same procedure as the left. The only difference for the right
cable system is that pulley locations aft of sector are different. The right system's first pulley from sector is
at Station 101.07. One is at Station 164.51 where cable turns toward wing and goes under another pulley at
Station 168.0. The inboard and outboard sections are still divided by a turnbuckle at Station 142.0.
2G6
27-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF AILERON CONTROL CABLES (figure 27-3)
-NOTE-
When all fairleads and cable guard pins are removed, and only the
inboard or outboard section of cable is to be installed, follow
instructions for the specific section from either side of turnbuckles at
Station 142.0 and on.
1. Install left primary cable as follows:
a. At bellcrank in left wing, fasten turnbuckle fork to forward arm of bellcrank.
b. Carefully feed cable through pulleys in wiring at Stations 147.5, 30.0, and 0.5 and around pulley at
wing root (Fuselage Station 170.03, Buttock Line 28.58). Angle slightly forward through forward hole
in fairlead pan assembly and around port pulley at Fuselage Station 164.51.
c. If full cable is being rigged, feed cable forward around pulley at Fuselage Station 112.48 and to left side
of upper control sector.
d. Fasten cable end to aileron control sector by screwing on retainer and safety wiring.
2. Install right primary cable as follows:
a. Connect turnbuckle fork to forward arm of bellcrank in right wing.
b. Route cable through pulleys in right wing as previously described for left wing.
c. Again feed cable through forward hole in fairlead pan assembly, Waterline 16.81.
d. At a slight angle forward, route cable from pan inboard to a pulley at Fuselage Station 168.0. Feed
cable under and around pulley to rear pulley at Station 164.51 and around it.
e. If both sections are being installed, route cable forward to pulley at Station 101.07, around its left side,
through bulkhead at Station 100 and onto right side of aileron control sector.
f. Fasten cable end to control sector by screwing on cable retainer plate and safety wiring them to sector.
3. Install left and right balance cables as follows:
a. Connect cables to aft arm of individual bellcranks. Verify, if applicable, that red painted cable terminals
on aileron balance cables are installed to red painted lugs on aileron bellcranks in wings.
b. Route cables through pulleys installing cable guard pins at Wing Stations 147.5, 30.0, and 0.5 and
fairleads at Stations 121.5 and 58.5.
c. Check proper angle of ailerons; connect and tighten cables at turnbuckle accordingly. Verify trailing
edge of left aileron moves up and trailing edge of right aileron moves down when control wheel is
turned counterclockwise and vice-versa when control wheel is turned clockwise.
REMOVAL OF CONTROL COLUMN SPROCKETS
1. Remove access panels located on forward side of control column approximately 6.00 inches below control
wheels on pilot and copilot control columns.
2. Remove cover assembly from top of both control columns.
3. Install rigging pins in lower portion of pilot control column ensuring bellcrank is captured between two
pins.
4. Insert two pieces of 0.032 inch safety wire down copilot control column and one piece down pilot control
column. Wrap one end of each wire to a link in chain below turnbuckles. Tie opposite ends of wires to
holes which forward access panels are mounted to columns.
27-10-00
Page 2
-NOTE-
Keep the wires tight so chain does not fall off sprockets under
floorboards (figure 27-3a).
2G7
W.S. W.S.
174.5 147.5
PIPER AIRCRAFT
PA-42/42-720
F.S.
78.76
F.S.
101.10
F.S.
F.S.
F.S. 171.00
163.38
F.S.
142.0
101.23 F.S.
F.S. 164.51 F.S.
112.49 170.03
Figure 27-3. Aileron and Aileron Trim Controls
2G8
27-10-00
Page 3
27-10-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
AILERON TRIM PULLEY
Figure 27-3. Aileron and Aileron Trim Controls (continued)
2G9
AILERON BALANCE CABLE
AILERON TRIM TAB CABLE
WING STATION 30.0
AILERON TRIM
TAB CABLE
WING STATION 147.5
PIPER AIRCRAFT
PA-42/42-720
AILERON TRIM TAB CABLE
WING STATION .5
WING STATION 174.5
WING STATION 174.5 (RIGHT WING ONLY)
Figure 27-3. Aileron and Aileron Trim Controls (continued)
2G10
27-10-00
PageS
PIPER AIRCRAFT
PA-42/42-720
5. With control wheels in neutral, tie a ty-rap to top link in pilot and copilot chains as they pass over sprockets.
Place marks on sprockets to align with ty-raps.
6. Remove safety pins from turnbuckles, identify each turnbuckle for location, and disconnect turnbuckles
from chains.
7. Life chains off sprockets.
8. Remove ten AN3-3A bolts (five on forward side of column and five on aft side of each column) securing
sprocket and wheel assembly to column. Lift and remove sprocket and wheel assembly from column.
9. Slide bearing support off shaft.
10. Remove collar from hi-shear bolt through sprocket hub by splitting collar with a chisel. Drive bolt out with
a pin punch; remove sprocket.
11. Ensure control shaft hole diameter is 0.163 inch or less. If hole diameter is greater than 0.163 inch, replace
shaft.
INSTALLATION OF CONTROL COLUMN SPROCKETS
1. Place alignment mark on new sprocket in same place as old sprocket.
2. Mount new sprocket on shaft with sprocket hub facing away from control wheel (figure 27-3a). Line ream
hole in sprocket and shaft assembly to 0.1635 - 0.1640 inch diameter. Install Hy-Lok HL 18-5-16 pin in
hole for drive fit. Install Hy-Lok HL-70-5 collar on pin and tighten it until hex position shears off. Hold
pin head with an Allen wrench if necessary.
3. Reassembly control wheel assemblies into control columns by securing bearing blocks to each column with
ten AN3-3A bolts previously removed.
4. Install chains on sprockets so previously installed ty-raps align with sprocket alignment marks.
5. Reconnect turnbuckles ensuring proper placement. Remove safety wire used to retain chains. Level pilot
control wheel by adjusting turnbuckles A and B and taking up slack with turnbuckle C (figure 27-3a).
Level copilot control wheel by adjusting turnbuckles B and C. Tension chain enough to remove slack, but
not enough to increase friction. Through access hole in copilot column, deflect chain with finger applying
approximately 5 pounds of pressure. Deflection must be between 1/4 - 1/2 inch.
6. Remove rigging pins and ty-raps. Check aileron system friction per maintenance manual, chapter 27, Flight
Controls. Move controls through full travel range and check for free movement.
7. Install turnbuckle safety pins and access covers.
27-10-00
Page 6
2G11
PIPER AIRCRAFT
PA42/42720

BEARING SUPPORT
DRILL AND REAM .16351.1640
BEARING SUPPORT SPROCKET
ACCESS PANEL

-{J .. / l'
A
BEARING SUPPORT I
I
I
AN3-3A BOLTS
CONTROL WHEEL
CO-PILOTS CONTROL COLUMN
PILOTS CONTROL COLUMN
AN3-3A BOLTS
T SAFE1YWIRE
SAFETY WIRE
TURNBUCKLE "B"
SAFE1Y WIRE
JL..-I.....--' TURN BUCKLE "A"
TURNBUCKL
VIEW A-A
(LOOKING AFT)
I
Jc
VIEWB-B
(LOOKING AFT)
c
Figure 27-4. Control Column Sprocket Installation
2G12
VIEWC-C
27-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF AILERON CONTROL SECTION (figure 27-3)
-NOTE-
Both aileron and elevator sectors are located at Station 93.3. Though
not integrally connected, a hinge bolt maintains their axial position. If
is necessary, therefore, to remove aileron cables from their sector and
loosen elevator cables so hinge bolt can be pulled out. The forward
elevator sector will not be unhinged due to removal of aileron sector.
1. Disconnect cables and aileron control pushrod from sector.
2. Remove AN6-60A pivot bolt.
3. Rotate sector so grooves are facing fore and aft. Slide sector to left of aircraft and out from between bracket
supports.
INSTALLATION OF AILERON CONTROL SECTOR (figure 27-3)
1. Hold sector on end with grooved ends fore and aft, and rotate it down and between top two supports.
2. With sector between its supports, connect control rod to mounting flange.
3. Ensure flange is to left side of aircraft. Position sector between its support.
4. Ensure elevator control sector is in position. Drive AN6-60A pivot bolt down through two sectors and their
supports. Screw bolt into nut plate.
5. Connect and tighten aileron control cables.
6. Tighten elevator control cables.
RIGGING OF AILERON CONTROLS (figures 27-3 thru 27-8)
-NOTE-
The following procedure assumes system to be far enough in rig to
allow all rigging pins to fit in their individual holes at same time.
1. Remove access plate to each aileron bellcrank at Wmg Station 178.
2. Position bellcranks in neutral positions using rigging pins. (AN-3-20 bolts with ribbons attached.) (figure
27-7)
3. Remove access plates under pilot seat and insert rigging pin through the sectors. If pins will not line up in
both bellcranks and sectors under pilot seat, proceed as follows:
a. Align sectors and install rigging pin.
b. Clamp cables near sectors to prevent any load on rigging pin.
c. Adjust cables with turnbuckles at Fuselage Station 142 until both aileron bellcrank pinholes align.
d. Insert rigging pins and unc1amp cables.
4. Install rigging pins in bottom of pilot control column. Adjust pushrod to sector if necessary. Adjust length
of vertical pushrod in column as follows (shown in figure 27-5):
27-10-00
Page 8
2G13
PIPER AIRCRAFT
PA-42/42-720
a. Level pilot control wheel by adjusting turnbuckle A in pilot control column and turnbuckle B in copilot
control column. Use turnbuckle C in copilot column to take up slack (figure 27-5).
b. Level copilot control wheel by adjusting turnbuckles B and C.
-NOTE-
When tensioning chain to remove slack, do not increase system
friction. To check for proper tension, reach through copilot column
access opening and deflect chain with finger pressure of
approximately 5 pounds. Deflection must be between 1/4 - 1/2 inch.
5. Install rigging tool (PIN 72025) on top surface of left wing and tool (PIN 72159) on top surface of ring wing
at station 174.50 (figure 27-8).
6. Adjust pushrod between wing bellcrank and aileron to bring aileron to neutral 1 position (shown on the
rigging tool). This neutral position is 2 down relative to wing chord line.
7. Ensure control wheels are in neutral position, cables are routed properly on pulleys, and guard pins are
properly replaced. Rig control cables according to specifications in figure 27-6 or the following procedure
if autopilot is installed.
8. On aircraft equipped with autopilot, adjust aileron cable tension as follows:
a. Tension aileron primary cables to 50 pounds 5 pounds.
b. Connect and tension autopilot bridle cables in accordance with autopilot service manual.
c. Check aileron primary cable tension (in wing) and adjust (if required) tension to 55 pounds 5 pounds
downstream of autopilot bridle cables.
9. Remove all rigging pins and rotate control wheel to position aileron at indicated down and up positions on
rigging tool (figures 27-6 and 27-8). Adjust stops on wing bellcranks to be the same.
10. Adjust stops in control column to pennit 5 wheel rotation after wing bellcrank has stopped.
REMOVAL OF AILERON BELLCRANK (figure 27-3)
1. Remove access plate to bellcrank assembly.
2. Relieve cable tension of control system by rotating one turnbuckle attached to bellcrank.
3. Disconnect turnbuckle ends from forward and aft bellcrank ends.
4. Disconnect aileron control rod at bellcrank.
5. Remove pivot bolt securing bellcrank. Remove bellcrank from wing.
6. Unbolt stop block and remove from wing.
2G14
27-10-00
Page 9
PIPER AIRCRAFT
PA42/42720
1. CONTROL WHEEL RT.
2. CONTROL WHEEL LT.
3. COVER ASSEMBLY CO-PILOTS CONTROL
RIGGING POSITION
OF CONTROL COLUMN BELLCRANK 4. CONTROL COLUMN RT.
TURNBUCKLE C
6
CONTROL WHEEL ADJUSTMENTS
~
5. CONTROL COLUMN LT.
l
! 6. ACCESS COVER
~ 7. CHAIN ASSEMBLY
SEE NOT \ 8. TORQUE TUBE
~
~ 15 9. AILERON INTERCONNECT
0-
. TUBE
10. ROD END BEARING
VIEW A 11. AILERON SECTOR
1.50 .12 --I r:-
INST y
PANEL
FWD LIMIT OF
COLUMN TRAVEL
12. ELEVATOR SECTOR
13. AILERON PUSH PULL ROD
14. ELEVATOR PUSH PULL ROD
15. BELLCRANK
-NOTE-
ADJUST PUSH - PULL ROD
INSIDE PILOTS CONTROL
COLUMN TO POSITION ROD END
(AND BELLCRANK) AT W.L. -18.00
Figure 27-5. Control Column Travels and Limits
AILERON AND AILERON TRIM TAB
-CAUTION-
MAKE SURE TO SECURELY CLAMP
BELLCRANKS AT QUADRANT BEFORE
TIGHTENING CABLES
A. 18.5 + 1 - 0
B. 18.5 + 1 - 0
C. 29 + 1 - 0
0.15+_0
CHORD LINE LEVEL
CABLE TENSION
AILERON = 55 LBS. 5 LBS.
AILERON TRIM TAB = 14 LBS . 2 LBS.
-NOTE-
TRIM TAB TRAVEL WITH AILERON IN
NEUTRAL POSITION 2 BELOW CHORD LINE
Figure 27-6. Aileron Control Travels and Cable Tension
271000
Page 10
2G15
2
o
PIPER AIRCRAFT
PA-42/42-720
3 RIGGING PIN HOLE
1. STOP BOLT
o 2. STOP BLOCK
3. RIGGING HOLE
4. BELLCRANK
Figure 27-7. Location of Bellcrank Rigging Hole
@--
.S.
174.50
---

Figure 27-8. Installation of Aileron Riggint Tool
2G16
- TOOL PIN 72025
27-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF AILERON BELLCRANK (figure 27-3)
1. Place bellcrank in mounting bracket with adjustable stops toward outboard end of wing.
2. Install pivot bolt and torque.
3. Install aileron control rod; secure bolt assembly and safety.
4. Connect turnbuckle ends to bellcrank; secure and safety.
-NOTE-
The bellcrank aft end and balance cable end is painted red to facilitate
proper hookup. Do not tighten turnbuckle fork ends on bellcrank so
ends cannot rotate.
5. Install stop block and torque bolts.
6. Check aileron controls rigging and adjustment.
7. Install access plate and secure.
REMOVAL OF AILERON TRIM (FUSELAGE) (figure 27-3)
1. To gain access to trim control actuator, cables, pulleys, and control pedestal, remove right and left pilot
seats, floorboards, and access panels in and around pedestal.
-NOTE-
The fuselage aileron trim cables are routed down right side of
fuselage from pedestal into right wing. After entering wing, cables go
through two sets of pulleys to Wing Station 92.5 where they attach to
wing aileron trim cable with turnbuckles.
2. To release tension on the aileron cable system, loosen balance cable turnbuckle at Fuselage Station 171.3.
Access to turnbuckle is accomplished by removing necessary seats and floor panels.
3. Cables and pulleys in fuselage are reached by removing right hand and central floorboards in cockpit
through cabin at Fuselage Station 99.0 to 163.0. Remove seats from Station 135.0 to 163.0 as necessary.
4. Block trim cables at screw drum assembly in wing at Wing Station 171.0 and in fuselage at pulleys under
pedestal.
5. Under wing at Wing Station 92.5, remove access panel, mark cables to ensure proper reinstallation;
disengage fuselage trim cables from turnbuckles.
271000
Page 12
-NOTE-
Be sure to note specific routing and hookup of each cable to ensure
trim tab operates properly after reinstallation.
2G17
PIPER AIRCRAFT
PA-42/42-720
6. Remove two small snap bushings securing trim cables to rib flange at Wing Station 58.5 by reaching
through outboard access hole in aft wheel well bulkhead and under wing at Wing Station 65.0.
7. On aft wheel well bulkhead, remove inboard access panel. Reach through access hole, remove nut from
pulley bearing bolt. and carefully slide bolt up through pulleys far enough to remove tab pulleys.
8. At Wing Station 0.5. reach through bottom. aft access hole in wing fillet. and remove tab pulleys.
9. Tab cables are routed from last wing pulley group. through a doubler assembly. and into fuselage.
10. Remove required pulley guide pins from specific pulleys in fuselage. Carefully draw cables from wing into
fuselage.
11. From pedestal in cockpit. carefully draw cables through fuselage.
12. Remove access covers on control pedestal.
13. With tab cables still blocked at pulleys below pedestal. block cables at pedestal trim screw and remove
clevis pin fastening universal joint to screw shaft.
14. Unblock cables at pulleys; remove pulleys.
15. Remove four bolts retaining screw assembly to support bracket.
16. Slide screw assembly forward from support bracket until shaft clears support bracket.
17. Carefully remove screw assembly from pedestal. Pull cables out through pedestal.
18. Refer to appropriate section on trim controls and iIidicators for removal of aileron tab control.
INSTALLATION OF AILERON TRIM (FUSELAGE) (figure 27-3)
-NOTE-
Before installing cable. note which cable is routed to which
turnbuckle in wing.
1. Ensure appropriate cable is centered and evenly wrapped and blocked on trim drum to prevent unwrapping.
2. Remove all access panels. pulleys. and pins (explained in previous paragraph).
3. Carefully feed cables through bottom access hole on left side of pedestal under torque tube for control
column and back toward right side of fuselage where cables go thru pulleys at Fuselage Station 101.23 and
Right Buttline 7.9.
4. From copilot side of pedestal, carefully pull and lay cable so screw drum assembly can be installed with as
little cable slack in pedestal assembly as possible.
5. Carefully position screw drum assembly through access hole. Position assembly on mounting brackets so
universal joint, attached to trim control drive shaft, can be attached to drum drive shaft.
6. Fasten universal to drum drive shaft. Attach screw drum assembly to support bracket.
2G18
27-10-00
Page 13
PIPER AIRCRAFT
PA42/42720
7. Align cables handing from screw drum in first set of pulleys under pedestal. Allow cable to go through
pulleys on same sides as they leave drums.
8. Reinstall pulleys in pulley bracket under pedestal.
9. Route cables through pulleys at Station 101.23 and back through right side of fuselage to Station 163.38.
Turn cables through doubler assembly on fuselage and out through wing by pulleys at Wing Station 31.0.
From pulley at Station 31.0, cables go through holes for snap bushings in rib at Station 58.5, and top cable
from fuselage goes in aft hole. Finally, cables travel out wing to Station 90.0 where they attach to wing
aileron tab cables.
10. Be sure to connect proper trim cables and tighten to tension described in figure 27-6.
REMOVAL OF AILERON TRIM (WING) (figure 27-3)
1. Remove access plates located under bottom trailing edge of wing at Stations 92.5, 117.5, 128.0, 151.5,
171.0, and 176.0.
2. Disconnect trim control link located between trim screw and tab push-pull tube.
3. Block both sets of trim cables to prevent unwrapping from their drums and ease removal. Block fuselage
cable system at pedestal drum and wing system at tab screw assembly Wing Station 171.0 (shown in figure
27-3).
4. Mark one set of cable ends at Wing Station 90.0 to facilitate installation and disconnect cables at
turnbuckles.
-NOTE-
Note specific routing and hookup of each cable to ensure proper
operation after installation.
5. Remove fairleads in rib at Station 121.5 by reaching through access openings at Wing Stations 117.5 and
128.0.
6. Through access opening at Wing Station 150.0, remove appropriate guide pin.
7. With screw drum disconnect from tab link assembly, remove bolts securing drum assembly to rear spar.
8. Carefully pull screw drum assembly and cables from wing.
INSTALLATION OF AILERON TRIM (WING) (figure 27-3)
1. Ensure appropriate cable assembly is centered and evenly wrapped on drum (see paragraph titled Wrapping
of Trim Drums). Center drum between stops on trim screw and block cables to prevent unwrapping.
2. Feed cables back through wing so screw drum is fed up into wing as cable slack becomes less.
3. Position screw drum assembly inside wing, install attachment bolts, and torque.
4. Finish drawing cables through wing. Connect to appropriate turnbuckles at Wing Station 90.0. If fuselage
cable system is not installed, block cables at rib Wing Station 121.5 by reaching through access opening at
Station 117.5.
5. With cables retained, remove cable blocks.
6. Connect trim link to screw drum shaft.
7. Install cable guard pin at Wing Station 150.0.
8. Install snap bushings at Station 121.5
9. If both fuselage and wing cable system are installed and engaged, set cable tension with turnbuckles at
Wing Station 90 (figure 27-6). Check rigging and adjustment.
10. Install all access plates.
27-10-00
Page 14
2G19
PIPER AIRCRAFT
PA-42/42-720
RIGGING OF AILERON TRIM (figure 27-2)
1. To adjust aileron trim, ensure the following is accomplished either during installation or as a preadjustment
check:
a. Trim cables are evenly wrapped (centered) on drums both below control pedestal and in wing and both
cable turnbuckles are located approximately at Wing Station 90.
b. Trim drum in wing is centered between stops of trim screw.
c. The cable tension is set according to specifications in figure 27-6.
2. Remove access plates on underside of right wing at Stations 171.0 and 176.0.
3. With trim screw held from rotating, tum trim drum until 0.560 inch exists between forward screw stop and
drum housing measured along screw. (This is neutral position of screw.)
4. With right wing rigging tool (PIN 72159-2) installed and ailerons in neutral position, rotate trim wheel in
cockpit to specifications in figure 27-6 as indicated on rigging tool. Ensure cable tension meets
specifications in figure 27-6.
5. Ensure rotation of wheel from stop to stop is smooth and free with no binding or chafing.
6. Using tool (L73035) and a dial type torque wrench, check trim system friction at pedestal by removing trim
wheel and attaching tool and torque wrench to splined shaft. Friction must not exceed 9 inch-pounds when
tested in either direction at any point between limits.
AILERON CONTROL SYSTEM FRICTION CHECK (figure 27-9)
Using a spring scale and pulling from point on aileron shown in figure 27-9, take readings in both up and down
directions as aileron passes through neutral position. Record readings, add them, and ensure total does not
exceed 9 pounds without autopilot bridle cables connected, or 10 pounds with autopilot bridle cables connected.
AILERON TRIM TAB FREE PLAY
1. Position trim tab in neutral position. Trailing edge of tab in neutral position must be in line with trailing
edge of main surface.
2. Total free play must not exceed 0.04 inch measured from one extreme to other between outboard end of tab
trailing edge and trailing edge of main surface.
3. If excessive play exists, inspect aileron trim screw and hinge assemblies to determine location of excessive
play. Repair or replace worn parts as required.
AILERON BALANCING PROCEDURE
1. Position the aileron upside down in the aileron balance jig. Ensure surface rotates freely with no binding at
knife edges.
2. Establish horizontal reference mark which aligns with trailing edge of aileron when held in horizontal
position (chord line level).
3. Hang the master weight (2.74 pounds) in the aft most tool hole in the outboard rib (6.21 inches aft of the
aileron hinge).
4. If the surface is trailing edge heavy, determine the reason for the unbalance and static balance to -17 +0 -2
inch-pounds.
5. If the surface is leading edge heavy, add from 1 to 3 .10 pound test weights to the master weight. If the
unbalance still exists, remove material from the outboard balance lead weight until the surface is balanced
(see figure 27-31).
2G20
27-10-00
Page 15
PIPER AIRCRAFT
PA42/42720
AILERON _--+:r-
Figure 27-9. Aileron Friction Check
RUDDER AND TAB CONTROLS
REMOVAL OF FORWARD RUDDER CABLES (figure 27-10)
1.. Remove pilot seat and floor panels under and in front of pressure bulkhead at Fuselage Station (FS) 57.0.
2. Rudder cable pulleys for forward system are located at Fuselage Station 77.2 (in front of control column),
161.35,212.96,248.96, and 281.5. Remove left seats and floorboards in these areas, only where necessary.
Remove left side floor panels around FS 303.5 to make access to rudder cable turnbuckles.
3. Before disconnecting forward cables, block rear cables in front of bulkhead FS 310.0, keeping cables
tensioned and preventing Slippage from pulleys and sector.
4. Mark one cable and turnbuckle to facilitate installation and disconnect turnbuckles at FS 303.5.
5. Remove cable guard pins from pulley clusters, disengage cable ends from forward control sector, and
remove top pulley at FS 77.2.
6. Slowly and carefully pull cables from between FS 110.37 and FS 117.88 bulkheads.
REMOVAL AND INSTALLATION OF FORWARD RUDDER CONTROL SECTOR
1. Disengage control tubes from left pedal arms. Tape tubes to pressure bulkhead FS 57.0.
2. Rotate pedals and tie them out of way.
3. With floorboards under pedals removed, disconnect cables.
4. Reach down through access hole in floor and disconnect control tubes on sector and tube, connecting sector
bellcrank to rudder pedal control bellcrank.
5. Remove bolt retaining sector assembly to two mounts.
6. Carefully remove assembly from under floor.
7. Install sector in reverse order of removal.
2G21
27-20-00
Page 1
27-20-00
Page 2
PIPER AIRCRAFT
PA .. 42/42-720
F.S.
279.38
F.S.
333.43
F.S.
281.50
Figure 27-10. Rudder Control System Installation
2G22
F.S
387.00
F.S.
380.66
PIPER AIRCRAFT
PA .. 42/42 .. 720
Ni
-~ - - : : : ~ - - -
-. W.L.
i < f - - , - ~
: I - .-' L2.041N
-, -- ----
NEUTRAL
POSITION
OF
FWD.
SECTOR
RUDDER TRIM ACTUATOR ASSEMBLY
Figure 27-10. Rudder Control System Installation (continued)
2G23
27-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FORWARD RUDDER CABLES (figure 27-10)
1. With floorboards, pulleys, and guide pins removed, install cable ball ends to forward sector underneath
rudder pedals. (Remove sector, if necessary.)
2. Feed cables back through pulleys to FS 303.5.
3. If aft cables are not installed, ensure cables are aligned on pulleys and sector, and put tension on cables
while blocking them aft of bulkhead FS 310.0.
4. If aft cables are installed, attach cables to turnbuckles at FS 303.5.
5. Rig rudder and set cable tension (shown in figure 27-11). Ensure cables are aligned on pulleys and sector.
REMOVAL OF AFT RUDDER CABLES (figure 27-10)
1. Remove left side floor panels on back two cargo decks from FS 280.0 to FS 332.0 and tail cone (stinger).
2. Remove fairleads in bulkhead FS 332.0.
3. If forward cable system has not been removed, block it at FS 281.5 pulleys to prevent cables from slipping
pulleys and sector.
4. Disengage aft cables from turnbuckles at FS 303.5 and tie a 10 foot leader line to each cable terminals end.
5. Remove access panels on left side of tail.
6. Remove cable guide pins at FS 334.00, 354.67, and 379.5 (those on aft canted bulkhead) pulleys.
7. Disconnect cable ends from aft sector and carefully pull cables out through back of aircraft ensuring enough
leader line extends from each end.
REMOVAL AND INSTALLATION OF AFT RUDDER CONTROL SECTOR (figure 27-10)
1. Remove tail cone (stinger) and after loosening cables at FS 303.51, disconnect control cables from rudder
sector.
2. Disconnect rudder trim actuator rod end from trim shaft arm and remove trim shaft (explained in section
covering the rudder trim system).
3. Remove safety wire and four bolts fastening rudder torque tube mounting plate (stud weldment plate) to
rudder sector.
4. Remove five countersunk machine screws by rotating sector for access.
-NOTE-
It could be necessary to rotate sector 180
0
to gain access to two
forward screws.
5. Slide sector assembly off support bracket.
6. To disassemble sector assembly, remove snap ring where adapter extends through sector and carefully pull
pieces apart noting where each component is installed.
7. Install sector assembly in reverse order of removal.
27-20-00
Page 4
2G24
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF AFT RUDDER CABLES (figure 27-10)
1. Tie each cable tenninal end to leader line and from cargo area inside cabin at FS 303.5 pull each cable
through fuselage tail.
2. Attach cable ball ends to sector and lock rudder in neutral position.
-NOTE-
If forward cable system is not installed, ensure cables are centered in
pulleys and block them to bulkhead FS 310.0.
3. At FS 303.5 in cargo section of cabin, remove leader lines. After ensuring all cables are properly positioned
on their pulleys, engage cable tenninal ends with proper turnbuckles and tighten to specifications in figure
27-11.
4. Install cabin fairleads into FS bulkhead 332.0.
RIGGING OF THE RUDDER AND ITS CONTROLS (figure 27-11) PPSSOO43F
1. Remove pilot seat and floor panels on forward side of pressure bulkhead (Fuselage Station 57.0).
2. In back of cabin between FS bulkheads 298.38 and 310.00, remove left side floor panels to access pulleys at
FS 303.5. Remove tail cone (stinger) to access rudder sector.
3. Adjust rudder pedal and rudder for neutral position as follows:
a. Install rudder rigging tool (PIN 72260) on right side of vertical fin with markings on tool facing down.
Attach tool to fin with No. 10-32 screws and 3 rivnuts at WL 84.57.
b. Install rudder trim tab rigging tool (PIN 72266-2) on right side of rudder. Attach tool to rudder,
markings facing down, using 3 No. 8-32 screws and 3 rivnuts at WL 35.42.
c. Since different installations of rudder pedal pushrod assemblies exist, reference point for rudder pedals
is detennined as follows:
(1) For pedal pushrods PIN 70752-19 and PIN 70752-20, aircraft up to serial number 42-801038,
position and secure rudder pedals 10.51 0.25 inches aft of pressure bulkhead to pedal hinge tube.
Measurement to center after tube is 10.85 0.25 inches.
(2) For wing pedal pushrods PIN 70752-23 and PIN 70752-24, aircraft serial numbers 42-8010038 and
up, install rudder pedal rigging tool PIN 72233 on pilot left and right pedals as follows:
d. Adjust length of pedal pushrods to level bellcrank on pressure bulkhead and adjust bellcrank to section
pushrod so forward rudder sector is vertical.
e. Position rudder in neutral ( 1).
f. Ensure rudder cables are properly routed around pulleys and are secured with cable guards. Rig cables
according to specifications in figure 27-11, or proceed with following step if autopilot is installed.
-CAUTION-
CABLE TENSION MUST BE ADJUSTED EVENLY SO AS
NOT TO DAMAGE CLAMPED RUDDER.
2H1
27-20-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
RUDDER AND RUDDER TRIM TAB
-CAUTION-
BEFORE TENSIONING CABLES MAKE
SURE TO CLAMP THE SECTOR OR
CABLES TO PREVENT LOAD ON
CLAMPED RUDDER
A. 20 + 1 - 0
B. 10 + 1 - 0
C. 30 + 1 - 0
D. 20 + 1 - 0
RUDDER = 55 LBS. 5 LBS.
RUDDER TRIM TAB = 14 LBS 2 LBS.
CHORD LINE (NEUTRAL POSITION)
-NOTE-
1. TRIM TAB TRAVEL WITH RUDDER IN NEUTRAL POSITION
2. FIN, RUDDER AND TRIM TAB VIEWED AS SEEN FROM ABOVE.
Figure 27-11. Rudder and Trim Tab Control Travels and Cable Tensions
Figure 27-12. Installation of Rudder
Rigging Tool
27-20-00
Page 6
2H2
TRIM TAB TOOL PIN 72266-
Figure 27-13. Installation of Rudder
Trim Riggint Tool
PIPER AIRCRAFT
PA-42/42-720
g. Since autopilot bridles affect primary cable tension, do not readjust primary rudder cable tensions.
Proceed as follows:
(1) Set tension to 55 pounds 5 pounds and hook up bridle.
(2) Tension autopilot bridle cables using proper manufacturers service manual. Primary rudder cable
tension increases downstream of bridle and decreases upstream.
(3) Record tensions upstream and downstream of autopilot bridle cable hookup for later verification.
(4) During verification, ensure tension upstream of autopilot bridle cable hookup is within 5 pounds
of previously recorded values.
h. Remove rudder clamp and pedal tools. Smoothly rotate rudder 30 right and 20 left.
i. Adjust rudder stops at rudder sector for 30 right and 20 left.
j. With rudder in neutral, rotate trim wheel in cockpit so tab travel is 10 right and 20 left. Trim cable
tension to match specifications in figure 27-11.
k. Remove rigging tools and reinstall access covers.
RUDDER CONTROL SYSTEM FRICTION CHECK (figure 27-14)
-NOTE-
When measuring rudder control system friction, nose gear must be
retracted or bungee disconnected in nose landing gear wheel well.
Using a spring scale placed on rudder (figure 27-14), move rudder from two inches trailing edge left to two
inches trailing edge right and back. Measure force needed to move rudder each time trailing edge passes through
neutral. Both readings must not exceed 6 pounds.
-NOTE-
Friction measurements are taken without autopilot bridle cables
connected. If bridle cables are connected, friction reading must not
exceed seven (7) pounds.
REMOVAL OF FORWARD RUDDER TRIM SYSTEM (figure 27-10)
1. Remove copilot seat and floor panels on same side, from spar carry through to pressure bulkhead FS 57.0.
2. Pulleys aft of forward screw drum are located on right side of aircraft under floor at FS 101.23, 280.0,
332.0, and 376.0. Rub blocks are located at FS 162.3, 181.0, 174.0, and 251.0. To gain access to this cable
hardware, remove required seats and floor panels. If fairleads for aft cable system in pressure bulkhead FS
332.0 must be removed, remove right side floor panels. Approach turnbuckles around FS 312 through right
side floor panels between bulkheads at FS 310.0 and 321.0.
2H3
27-20-00
Page 7
PIPER AIRCRAFT
PA42/42720
3. Block forward cable system at trim screw underneath control pedestal and aft cable system (if not removed)
at pressure bulkhead FS 332.0. If also removing aft rudder trim system, block cables at aft screw drum on
aft canted bulkhead at FS 380.35.
4. Mark one set of turnbuckle cable ends to facilitate installation of FS 312.0. Remove cable guide pins and
rub blocks to ease removal of cables.
5. Disconnect cables from turnbuckles and attach two 23 foot leader lines to each cable terminal end.
6. From cockpit at FS 78.0, carefully pull cables through aircraft.
7. Remove four bolts attaching screw drum assembly to channel plate. Remove pin linking drive shaft to
drum.
8. Pull cables up to drum and disconnect leader lines.
9. Remove drum and cable assembly from aircraft.
-NOTE-
Note cable routing and which cables (respective to screw drum) are
attached to which leader lines.
Figure 27-14. Rudder Friction Check
INSTALLATION OF FORWARD RUDDER TRIM SYSTEM (figure 27-10)
1. Ensure cable is centered and evenly wrapped on trim drum (see paragraph on Wrapping of Trim Drums).
Block cables to prevent drum from unwrapping.
2. Lay trim drum on floor in front of pedestal and attach leader lines to proper cables.
3. From rear of cabin, carefully pull cables through fuselage ensuring cables are aligned on pulleys.
4. Install cable guide pins and rub blocks.
5. Install drive shaft from control and mount the drum assembly on channel plate.
6. Follow cable back down fuselage and align in pulley and rub blocks.
7. If aft trim system is not installed, pull cables tight and block them on aft side ofFS 310.0 bulkhead.
8. If aft trim system is installed, engage cables with proper turnbuckles and rig and tighten cables to
specifications in figure 27-11.
9. Conduct a final check of all cable routing, pulleys, and rub blocks.
10. Install all access plates, carpeting, and seats.
272000
Page 8
2H4
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF AFT RUDDER TRIM SYSTEM (figure 27-10)
1. Remove right side floor panels between bulkheads FS 310.0 to 332.0, two access plates on right side of tail
and tail cone (stinger).
2. Block aft trim cables (using one method in figure 27-2) on front side of bulkhead FS 332.0 to prevent
unwrapping from screw drum assembly on aft canted bulkhead.
3. Block forward cables to rear ofFS 310.0 bulkhead.
4. Mark one set ofturnbuckle cable ends and remove fairleads in pressure bulkhead FS 332.0.
5. Disconnect cables at turnbuckles and attach 10 foot leader line to two cable terminal ends.
6. At pulleys on bottom of pressure bulkhead and on aft canted bulkhead, remove cable guide pins and block
cables on aft screw drum.
7. Remove cable blocks at FS 332.0 and bolts retaining screw drum to canted bulkhead. Carefully remove
drum.
8. Carefully pull cables out tail and disconnect leader lines, noting which lines are attached to which cables,
respective to trim drum in its mounted position.
INSTALLATION OF AFT RUDDER TRIM SYSTEM (figure 27-10)
1. Ensure appropriate cable is centered, evenly wrapped on drum (explained on paragraph entitled Wrapping of
Trim Drums), and blocked to prevent unraveling.
2. Position screw drum assembly on canted bulkhead. Mount with two bolts and required washers.
3. Attach cable terminal ends to leader lines and from inside cockpit at FS 313.0. Carefully and slowly pull
cables through fuselage. Remove leader lines from cables when cables are in fuselage.
4. Ensure cables are properly centered on pulleys.
5. Attache cable to proper turnbuckles. Tighten and rig system to speCifications in figure 27-11.
REMOVAL AND INSTALLATION OF TRIM TAB
1. Remove fairing/access covers where cables come through rudder.
2. Loosen cable turnbuckles and remove cable securing fixtures on trim tab sectors.
3. Remove hinge bolts and tab.
4. Install trim tab in reverse order of removal. Ensure cables are rerigged before reinstalling fairing/access
covers.
2H5
27-20-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
RIGGING OF RUDDER TRIM (figure 27-11)
1. Before adjusting rudder trim, proceed as follows:
a. Ensure cables are centered and evenly wrapped on trim drums.
b. Remove right side floor panels between FS 310.0 and 321.0. Ensure cable turnbuckles are near FS
312.3.
c. Check cable tension (figure 27-11).
2. Remove tail cone (stinger) and access plate on rudder near Water Line 45.0.
3. Disconnect rod end from trim tube arm so trim screw is free to rotate.
4. In cockpit, center control at neutral and ensure trim drum under floor is in neutral position. Forward drum
cable capacity is 18 1/2 turns, and when set with system in neutral, 2 1/4 turns of each side of cable must be
wrapped on drum.
5. With system in neutral, ensure aft screw drum in tail also has 9 1/4 turns of cable wrapped on each side of
drum.
6. On aft trim drum, measure distance from machined surface of drum assembly to stop washer on screw. (End
of screw with rod end attached.) Distance must measure 0.625 inches. Screw rod assembly in or out for
proper measurement.
7. With trim screw and system in neutral, align rod end with trim tube arm, and insert bolt to set and hold tab
position. Trailing edges of tab and rudder must align. If control surfaces do not align, pull bolt out of arm
and rod end and turn screw shaft in or out until tab aligns. For fine adjustments, use turnbuckles.
8. Install and secure attachment bolt in rod end; trim tube arm.
9. In cockpit, tum control to each stop and measure angles of deflection from centerline of rudder.
Measurements must compare to those in figure 27-11. Use rigging tool (figure 27-13) to check tab angles.
10. After adjusting system, turn control to its stops and ensure no less than 1 1/4 turns of cable is left on either
drum.
11. Using tool (L 73035) and dial type torque wrench, check trim system friction at pedestal by removing trim
wheel and attaching tool and torque wrench to splined shaft. Friction must not exceed 9 inch-pounds when
tested in either direction at any point between limits.
REMOVAL OF RUDDER PEDAL ASSEMBLY (figure 27-15)
1. Remove pilot and copilot seats for easier access to pedals.
-NOTE-
If bearing support housing and bearings on end of tubes are only
required serviceable items, proceed to step 6.
2. Disconnect brake cylinders from rudder pedal clevis arms and support brackets so brake cylinder assemblies
(brake cylinder and extension) remain assembled. If removing either of copilot pedals, disconnect brake
cylinder for left pedal at rudder pedal clevis arm and extension. Remove extension with right rudder pedal
or forward tube assembly.
27-20-00
Page 10
2H6
PIPER AIRCRAFT
PA42142720
3. Use the following procedure to remove left pedals (aft tube assembly) on pilot and copilot side:
a. Remove bolts attaching pillow block caps to housings and remove two bolts on right side of block
mounting bracket. After removing caps, reinstall bolts in left block.
b. Remove two bolts, attaching tube support assembly on pilot side to bracket, mounted on pressure
bulkhead.
c. Remove bolts securing left pedal assemblies to torque tube.
d. Supporting aft tube with your hand, remove clevis pin in left end of tube, fastening it to bearing support
housing.
e. With bolts removed from right pillow block, ensure its free movement. Carefully slide rear tube right,
sliding pillow block with it until tube is free of bearing; lay block on floor.
f. When tube is clear of bearing support housing, slide subassemblies off tube. If tube needs to be
replaced, jockey it out from underneath.
4. To remove pilot and copilot right pedals or forward torque tube, proceed as follows:
a. Remove both pillow block caps. Reinstall attachment bolts in right side block housing. Remove bolts
in left side of block housing mounting bracket.
b. Disconnect brake cylinder assemblies (brake cylinder and extension) from forward tube support and
remove bolts securing two tube supports to brackets mounted on pressure bulkhead.
c. Remove bolts mounting rudder pedal assemblies to forward torque tube.
d. On pilot side, disconnect aft tube support from bracket and rotate out of way. After removing bolts
connecting pilot left rudder pedal to pushrod and torque tube, slide pedal assembly as far to left as
possible.
e. Remove clevis pin in bearing support housing and disconnect copilot left brake cylinder from its
extension.
f. While holding left pillow block housing, carefully slide forward tube left, moving assemblies out of
way until tube clears bearing support housing.
g. Remove necessary assemblies from tube. If rudder pedal torque tube need to be replaced, remove as
many assemblies as possible from tube before jockeying it out from underneath panel.
5. Sleeves and bearings support tubes on rub blocks constitute a pressed fit. To disconnect, remove rivets, heat
tube, cool sleeve, and bearing; slide sleeve and bearing from tube.
6. Remove bearing support housings and bearings as follows:
-NOTE-
If previous instructions have been followed, proceed to step e.
a. Remove clevis pin mounting specific bearing support housing to tube.
b. With reference to aft tube assembly (that closest to pilot and copilot), remove bolts retaining pedals to
torque tube and bolts in right pillow block.
c. With reference to forward tube assembly, remove bolts retaining pedals to torque tube and bolts in left
pillow block. After disconnecting pilot left brake cylinder assembly (brake cylinder and extension)
from forward tube support, disconnect support from bracket on pressure bulkhead and swing it out of
way so forward tube can slide to left.
d. While supporting unconnected pillow block housing, slide affected torque tube and block housing so
they clear bearing support sleeve. A socket wrench can be used to remove bolt mounting bearing
support sleeve to fuselage support skin. When pilot block clears mounting pad, lay it on floor.
e. With torque tube removed away from bearing support housing, remove bearing and housing by
ratcheting bolt out of sleeve. Note placement of hardware.
f. After removing housing, remove bearing pressed into housing.
2H7
27-20-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
VIEW A- A
1. TORQUE TUBE END BEARING ASSEMBLY
2. BEARING
3. BOLT
4. TORQUE TUBE
5. SUPPORT ASSEMBLY
6. TORQUE TUBE
7. TORQUE TUBE CENTER BEARING ASSEMBLY
8. RUDDER PEDAL ARM ASSEMBLY
9. BEARING
10. RUDDER PEDALS
11. conER PIN
12. MASTER CYLINDER ASSEMBLY
Figure 27-15. Rudder Pedals Installation
27-20-00
Page 12
2H8
11
6
I
- - - ~ . --
VIEWS S
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF THE RUDDER PEDAL ASSEMBLIES (figure 27-15)
1. If rudder pedal torque tube and pillow block bearing support sleeve from tube is to be removed, proceed as
follows:
a. Fill bucket with ice cubes and place end of tube so it accepts sleeve in ice.
b. Heat support sleeve in oven at 350
0
for 15 minutes.
c. Remove torque tube from ice and immediately slide heated sleeve over tube. Be sure to align holes in
two assemblies so longer sleeve end, relative to rivet holes, faces toward tube end to be supported in
bearing support housing on fuselage side.
d. With sleeve properly positioned on tube, install two NAS 1738B blind rivets.
e. If bearing support housing on side of fuselage is removed, replace in reverse order of removal.
f. With bearing support housing installed, properly insert and align tube in support housing and align
pillow block in proper position.
g. Mark support sleeve where KP21B pillow block bearing is to be positioned.
h. Remove torque tube from underneath panel. Install bearing on sleeve.
2. With torque tube positioned under panel, proceed as follows:
a Position tube in bearing support housing so it is properly placed in right pillow block, forward opening.
b With right pedal and forward tube support on pilot side slide on torque tube, loosely mount tube support
to bracket on pressure bulkhead.
c Complete same procedure on copilot side.
d With tube loosely mounted on support brackets, slide it left until bearing on bearing support sleeve is
hanging over floor. Push bearing into proper pillow block housing by aligning housing bearing slot with
bearing and pushing housing up onto bearing. If fit is too tight, ensure bearing is properly aligned and
appropriate bearing is used. Finally, rotate housing around tube and carefully push housing on with soft
mallet.
-NOTE-
For RUDDER BALANCING PROCEDURE, refer to chapter 55.
e With bearing positioned in pillow block housing, place housing under tube and align aft tube with
opening in pillow block. Slide forward tube right and into bearing support housing, ensuring the pillow
block also slides into proper position on mounting bracket. To ensure proper alignment of pillow block
housing, install cap bolts without block cap.
f Install clevis pin, washer, and cotter pin through bearing support housing and torque tube.
g Bolt on rudder pedals and brake cylinders where required.
h Install and connect all hardware and assemblies.
3. Slide removed assemblies to aft rudder torque tube in proper sequence.
a Position tube in bearing support housing on left side of fuselage so it is properly placed in left pillow
block, aft opening.
b Connect aft tube support on pilot side to bracket on pressure bulkhead.
c With tube supported by support bracket and left pillow block, reinstall bearing in pillow block housing.
d Reinstall tube and reconnect all hardware.
4. Check rigging.
2H9
27-20-00
Page 13
ELEVATOR AND TAB
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Anytime elevator control system is serviced, conduct a friction check
to ensure system friction is within limits.
REMOVAL OF FORWARD ELEVATOR CONTROL SECTOR (figure 27-16)
1. Remove pilot seat and all central floor panels at FS 270.0 and 322.5, and those in front and behind them.
2. Remove safety clip from proper elevator cable turnbuckle (FS 270.0 or 322.5) and decrease cable tension by
partially unscrewing one of turnbuckle eyes.
3. Move or remove appropriate seats on left side of cabin so floor panel behind spar carry through section can
be removed.
4. Remove safety clip on one of aileron cable turnbuckles at FS 142.0 and decrease cable tension on aileron
sector.
5. Disconnect control column elevator pushrod and control cables from forward elevator sector.
6. Remove tension from two cable systems, unscrew pivot bolt, and carefully slide out bolt until elevator
sector can be removed from under aileron sector. If control column pushrod of aileron control sector
impedes removal, disconnect pushrod from aileron sector.
INSTALLATION OF FORWARD ELEVATOR CONTROL SECTOR (figure 27-16)
1. Position sector, under aileron sector containing pushrod mounting flange, to right and on bottom.
2. Align sector to fit pivot bolt and push bolt through sectors.
3. Screw AN6-60A pivot bolt into nut plate using standard torque designated in AC43-13.
-NOTE-
To facilitate rigging, ensure torque tube driving forward sector
measures 12.31 inches between defined centers of two rod end
bearings (figure 27-16).
4. Attach pushrod to mounting flange extending from bottom of sector.
5. Install right elevator cable in starboard groove of sector, retaining plate with retaining screw, and safety
wire.
6. Install left elevator cable in groove.
7. Tighten aileron cables (figure 27-6) and rig elevator cables (figure 27-17).
2H10
27-30-00
Pagel
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF AFT ELEVATOR CONTROL SECTOR (figure 27-16)
1. Remove rearward most access plates on both side of fuselage tail and bullet assembly extending from tail.
-NOTE-
When removing aft push-pull tube from sector, gain access to
tube/sector linkage with elevator in up position. Maintain a firm grip
or clamp support on elevator to prevent release.
2. Rotate elevator to pull up position.
3. With two people reaching through each tail section access hole, remove locknut and bolt and carefully
release tube.
4. Remove first three access plates in center of raised floor and disconnect elevator cables at FS 270.0 and FS
322.5 to relieve tension in system.
5. With one person reaching through access and lightening holes and holding bolt, and another holding nut,
unscrew and remove pivot bolt.
6. Pull sector forward through slotted bulkhead and disconnect cables by removing safety wire and retaining
screws.
7. Remove sector from fuselage.
INSTALLATION OF AFT ELEVATOR CONTROL SECTOR (figure 27-16)
1. With aft cable system disconnected at one turnbuckle, either at FS 270.0 or 322.5, connect cables as
follows:
a. Insert up cable in groove between arm and sector, fasten cable to sector by screwing on retaining place,
and safety wire plate and screw to sector.
b. Repeat procedure to fasten other cable.
2. With an assistant reaching through aft control bulkhead, slide sector (tube arm forward) through slot in
bulkhead FS 368.0 until it can be held in aligned position. While holding sector in position, insert AN5-25
pivot bolt.
3. With an assistant reaching through starboard access and lightening holes holding nut, reach through on other
side and tighten pivot bolt.
4. Reconnect turnbuckles and push tube to sector arm.
27-30-00
Page 2
2H11
PIPER AIRCRAFT
PA42/42720
SEE
NOTE
2
ELEVATOR
UP CABLE
F.S.
431.45
F.S.
417.76
F.S.
-NOTES-
SEE ",,-. 435.614
NOTE 1. ""-,, F.S.
1. APPLY CORROSION RETARDANT COMPOUND
PIPER PIN 197 - 508 OR 197 - 509, WITH SPRING
IN EXTENDED CONDITION. REFER TO CHAPTER
91 FOR VENDORS (CONSUMABLE MATERIALS).
2. SHADED AREAS REPRESENT THE CORNERS
OF THE SECTORS PAINTED RED.
F.S.
F.S. 279.38
162.80 F.S.
251.00
FS
F.S. ---
---;>""' 160 20
-- '
F.S. "-
93.30 \ r-,
\
Figure 27-16. Elevator System Installation
2H12
'" - 432.84
"
F.S.
365.96
27-30-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR TRIM CABLES
FUSELAGE STATIONS 162.60 AND 251.00
SEE NOTE 2
ELEVATOR TRIM PULLEYS
Figure 27-16. Elevator System Installation (continued)
27-30-00
Page 4
2H13
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF ELEVATOR CONTROL CABLES (figure 27-16)
The cable system for elevator primary controls runs from the forward control sector at FS 93.3, under pilot seat,
to aft sector at FS 373.10. The forward up cable, attached to right side of sector, is routed to left side of aircraft
and around pulley at FS 101.07. The cable is then routed through left side of fuselage and spar carry through to a
second pulley at FS 153.35, where it turns toward pulley at FS 193.72 at center of aircraft. From third pulley, it
travels straight through fuselage center to fourth pulley at FS 278.0, where it angles up to turnbuckle at FS 322.5.
The aft up cable is routed through fairlead in aft pressure bulkhead through pulleys at FS 355.75 and 366.0 and to
aft control sector. The forward down cable, attached to left side of forward control sector, is mounted similar to
up cable with pulleys at FS 112.47, 160.2, and 200.98, and turnbuckle at FS 270.0. The aft down cable travels
from turnbuckle through pulley at FS 278.0, fairlead in aft pressure bulkhead, and pulley on bulkhead ahead of
aft control sector. To remove cables, proceed as follows:
1. The following procedure must be used to remove forward elevator cables:
a. Remove pilot seat and left passenger seats from FS 135. to 203.0 and floor panels necessary to gain
access to pulleys and turnbuckles.
b. Mark end of cable to be removed to facilitate installation. Disconnect cable from turnbuckle.
c. After detaching cable from turnbuckle, attach 20 foot leader line to cable end.
d. Remove cable guard pins from required pulleys. Disconnect cables from forward sector.
e. From behind pulleys at FS 101.07, carefully pull cables inside aircraft so enough leader line exists for
reinstallation.
2. To remove aft elevator control cables, proceed as follows:
a. Remove center floor access panels from FS 265.0 back to aft pressure bulkhead. Access panels on tail
and tail cone (stinger).
b. Follow steps lb, Ic, and Id to remove cables from aft sector.
c. Reach through aft access opening on fuselage, work cables forward through slotted bulkhead, and pull
cables from aircraft ensuring leader line lays in path of removed cable.
d. Disconnect leader lines.
2H14
27-30-00
PageS
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF ELEVATOR CONTROL CABLES (figure 27-16)
-NOTE-
Later model aircraft use cables and sectors marked with red paint to
facilitate and assure proper installation of elevator up cables. On
these aircraft, ensure red ball end of cable is attached to appropriate
red comer of sector and red terminal end of cable is attached to
turnbuckle with adjoining up cable also having red terminal end.
1. Forward control cables, running from forward control sector to turnbuckles at Fuselage Station 270.0 and
322.5, are installed as follows:
a. Behind forward sector, tie leader line onto cable swaged terminal end, an from (aft cable) turnbuckle
position or end of leader line, pull leader and cable through aircraft ensuring the cable is routed
correctly.
b. Refer to section on elevator rigging control and tighten elevator control cables at turnbuckles.
c. Reinstall all cable guard pins, rub blocks, and other hardware.
2. Aft cables, running from turnbuckle positions to aft sector, are installed as follows:
a. Connect cables to aft control sector by reaching through lightening hole in aft canted bulkhead and aft
access opening in tail, or by removing aft sector.
b. Feed cables through pulleys on FS 368.0 bulkhead (where aft sector is attached). Attach cable terminal
ends to leader lines.
c. With leader lines tied to cable ends, have assistant feed cables through pulleys at turnbuckle station, or
where leader lines end.
d. After cables are pulled through, ensure cables are properly routed with respect to sector and seated in
pulleys.
e. Check rigging instructions in this section. TIghten cables in turnbuckles.
f. Reinstall all cable guard pins, fairleads access panels, and other hardware.
3. Check proper operation of elevator after cable rigging is completed.
REMOVAL AND INSTALLATION OF ELEVATOR PUSH TUBE (figure 27-16)
1. Remove bullet, aft access plates on tail and vertical stabilizer, and bullet assembly on top of vertical
stabilizer.
2. After removing bullet assembly from top of vertical stabilizer, block or tie control hom so elevator remains
in most upward position when tube is released from sector.
3. With elevator in most upward position, tube and connecting arm on aft sector must protrude through slot on
bulkhead to which the sector is attached. Reach through aft access hole in tail and disconnect tube from
sector by removing AN4-l3A bolt.
4. Remove restraint from control hom. Allow elevator to move to down stop.
5. With elevator in down position, tube connection to control arm is now accessible. Disconnect tube from
elevator hom and pull out of tail.
6. Disconnect elevator down spring and apply retardant with spring in extended position. (Refer to lubrication
chart in chapter 12 for corrosion retardants used on elevator down spring.)
27-30-00
Page 6
-NOTE-
Fir rigging, ensure control tube measures 120.5 inches from center of
end fitting bearing to center of rod end bearing.
2H15
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR AND ELEVATOR TRIM TAB
A. 7+ 1_2
B. 30 + 1 - 0
C. 12 + 1/2 -1
D. 20 + 1 - 1
CABLE TENSIONS
ELEVATOR = 55 LBS 5 LBS.
ELEVATOR TRIM = 14 LBS. 2 LBS.
-NOTES-
1. TRIM TAB NEUTRAL POSITION IS TAB
TRAILING EDGE EVEN WITH THE
TRAILING EDGE OF THE ELEVATOR, OR
ITS NEUTRAL POSITION.
2. TRIM TAB FREE PLAY MUST NOT EXCEED
0.126 MAX. AT THE TRAILING EDGE OF
THE TAB.
3. RIG ELEVATORS WITH ELEVATORS IN
NEUTRAL POSITION (PINNED AT AFT
SECTOR) VERIFY THAT RIGHT HAND
ELEVATOR IS ALIGNED WITH LEFT HAND
ELEVATOR TRAILING EDGE ADJUST
LENGTH OF ANTI - SERVO RODS TO
OBTAIN 0.12" 0.12" TRAILING EDGE UP
OF THE RIGHT HAND TAB AS MEASURED
ON THE INBOARD TRAILING EDGE OF THE
TAB.
PPS 50043N
-NOTE-
TRIM TAB TRAVEL WITH ELEVATOR IN
NEUTRAL POSITION
CHORD LINE LEVEL (NEUTRAL POSITION)
Figure 27-17. Elevator and Elevator Trim - Travels and Cable Tensions
27-30-00
2H16
Page 7
PIPER AIRCRAFT
PA .. 42/42 .. 720
RIGGING THE ELEVATOR CONTROL SYSTEM (figure 27-17)
-NOTE-
Most adjustments to system are made with cable turnbuckles.
Pushrods and tube are a specified length from rod end to rod end
bearing center, and can only be used for minor small adjustments. If
whole system must be rigged, follow instructions as given.
Otherwise, follow instructions for specific areas only, using other
instructions as a check.
1. To gain access to existing systems, proceed as follows:
a. To gain access to forward control sectors, remove pilot seat and surrounding access panels.
b. To gain access to aft elevator controls consisting of hardware controlling elevator from aft sector,
remove last large access panels on either side of fuselage, tail cone, and bullet as sembi y.
2. Before rigging any part of elevator control system, set elevator in neutral position ( 1
0
) and install rigging
tool (pIN 72046) and rigging pins in aft fuselage sector, below fin and sector, under pilot seat (figure 27-18).
Install rigging too on left hand stabilizer.
3. Rig control cables to specifications in figure 27-17, or following step, if autopilot is installed. Ensure both
rigging pins are in place without carrying a load and clamp sectors or block cables.
4. Since autopilot bridles affect primary cable tension, do not readjust primary elevator cable tensions.
Proceed as follows:
a. Set tension to 55 5 pounds. Hookup bridle.
b. Tension autopilot bridle cables using manufacturer selVice manuals. Primary elevator cable tension
increases downstream of bridle and decreases upstream.
c. Record tension upstream and downstream of autopilot bridle cable hookup for later verification.
d. During verification, ensure tension upstream and downstream of autopilot bridle cable hookups are
within 5 pounds of previously recorded values.
5. Adjust pushrod in fin to bring elevator to neutral 10.
6. Remove rigging pins from sectors and adjust stops (figure 27-19) at elevator to obtain values specified in
figure 27-17.
-NOTE-
All travels are taken from tailing edge of control surface.
7. Adjust pushrod going from front sector to control column for 1.50 0.12 inch clearance between column
and instrument panel when column is full forward.
8. Check system travel for smooth operation.
9. Adjust trim wheel in cockpit for neutral with elevator tab in neutral.
to. With elevator in neutral, rotate trim control wheel in cockpit to obtain up and down tab travels and
minimum trim cable tension specified in figure 27-17.
11. Remove rigging tool. Install access covers.
27-30-00
Page 8
2H17
PIPER AIRCRAFT
PA-42/42-720
___ n . - ~ r
TOOL PIN 72046 --_
Figure 27-18. Elevator Rigging Tool
1. REAR FIN SPAR
2. ELEVATOR TORQUE TUBE COLLAR
3. ELEVATOR HORN ASSEMBLY
4. UP STOP
5. PUSH ROD
6. DOWN STOP BRACKETS
7. DOWN STOP LOCK NUT
8. DOWN STOP
5 - __ "
6
Figure 27-19. Elevator Rigging Stops
2H18
---
.L.
_ 33.30
2
o
27-3000
Page 9
PIPER AIRCRAFT
PA42/42720
ELEVATOR CONTROL SYSTEM FRICTION CHECK
-CAUTION-
DO NOT EXCEED 60 POUNDS DURING THE FOLLOWING
PROCESS. IF SCALE READING APPROACHES THIS
VALUE, STOP AND CHECK SYSTEM FOR BINDING.
ENSURE ALL RIGGING PINS ARE REMOVED.
1. Attach spring scale to inboard trailing edge of elevator (figure 27-20).
2. With spring scale attached, position elevator trailing edge 2 inches down from neutral position.
-NOTE-
To obtain effective reading on spring scale, rotate elevator with firm
and steady movement, recording force reading as elevator passes thru
neutral position. Do not stop rotation while taking reading or exceed
60 pounds of force for any measurement.
3. Raise elevator with attached scale from its down position to 2 inches above neutral and record force
required to raise elevator.
4. Lower elevator with attached scale from 2 inch up position to 2 inch down position and record force.
5. Repeat steps 3 and 4 until average force is attained.
6. Subtract two average forces to verify total friction in system. Total friction in elevator control system must
not exceed 10 pounds without autopilot system installed or 11 pounds with autopilot system installed.
ELEVATOR-_",,-
TAB
MEASURE FROM HERE
Figure 27-20. Elevator System Friction Check
27-30-00
Page 10
2H19
ELEVATOR TRIM SYSTEM
PIPER AIRCRAFT
PA-42/42-720
The elevator trim system consists of an adjustable trim tab mounted on the left elevator, a trim tab actuator
mounted to the stabilizer rear spar, a control wheel and drum mounted in the cockpit control pedestal, and
accompanying trim control cable and pulleys.
-NOTE-
Kit No. 764411L is available for modification of the trim actuator to
reduce friction and for installation of an environmental enclosure
around trim actuator preventing water entry.
REMOVAL OF FORWARD ELEVATOR TRIM SYSTEM (figure 27-16)
1. Remove pilot and copilot seats and right side passenger seats as necessary.
2. Remove floor panel aft of pedestal, those under and left of copilot seat, right side passenger seats, floor
panels necessary to reach required cables and hardware, and right side floor panels on two aft cargo decks.
3. Block forward trim cables at left set of pulleys and under pedestal. Block aft cables at aft drum on stabilator
(see figure 27-2).
4. Mark one set of cable ends at FS 65.0 to facilitate installation and disconnect cables at turnbuckles.
5. Remove cable guard pins at FS 125.0 and 243.5.
6. Remove one screw from each set of rub blocks at FS 140.0, 162.0, 174.0, and 215.0. Open them enough to
allow cable ends to pass through.
7. Slide bushing up shaft to separate two halves of trim screw assembly.
8. Remove bolts attaching screw assembly to mounting bracket. Draw assembly with cables from fuselage.
INSTALLATION OF FORWARD ELEVATOR TRIM (figure 27-16)
1. Ensure cable is evenly wrapped on trim drum (centered) and blocked to prevent unwrapping. (Refer to
Wrapping the Trim Drum.)
2. Position forward trim screw on left side of mounting bracket below pedestal at FS 100.0.
3. Draw cables aft through fuselage, back to FS 65.0.
4. If trim cables from elevator are installed, connect cable ends. (If cables from elevator are not installed, pull
cables tight and block them in fuselage at bulkhead 274.0.)
5. With cables installed and connected, install cable guard pins at FS 125.0 and FS 243.5. Close and secure
rub blocks at FS 140.0, 162.0, 174.0, and 215.0.
6. Remove cable blocks.
7. Set cable tension with turnbuckles at approximately FS 220.0 (figure 27-16). (Check rigging of elevator
trim for rigging and adjustments.)
8. Install and seal access plates and panels. Install bullet assembly on vertical stabilizer and install seats.
2H20
27-30-00
Page 11
PIPER AIRCRAFT
PA42/42720
REMOVAL OF AFT ELEVATOR TRIM ACTUATOR
1. Remove top and bottom cover assemblies from stabilizer to gain access to actuator assembly.
2. Remove cotter pins, nuts, washers, and bolts securing two trim tab rod assemblies to trim actuator.
3. Remove elevator (described in chapter 55, Removal of Elevator). Block trim cables to actuator (figure 27-
21).
4. Remove seats, cabinets, and carpet at F.S. 215.00 to F.S. 251.00. Remove floorboard to gain access to right
side floorboard.
5. Block trim cables at aft side of bulkhead located at F.S. 235.35 (figure 27-2).
6. Mark one set of cable ends to facilitate installation and disconnect cables at turnbuckles. Attach leader lines
to cable ends.
7. Remove bullet assembly from top of vertical stabilizer and elevator trim cable pulley access panels on top
and bottom of horizontal stabilizer (B.L. 36.10).
8. Remove tail cone assembly to gain access to elevator trim cable pulley, located on aft side of bulkhead at FS
368.00.
9. Remove access panel on right side of rear fuselage at F.S. 339.50.
10. Remove cable guide pins from pulleys at F.S. 280.00, 332.00, 344.31, 368.94,418.00, and two pulleys in
horizontal stabilizer at B.L. 34.40 and 36.98. Remove rub blocks at F.S. 251.00.
11. Draw cables aft through fuselage, tail, and horizontal stabilizer.
12. Mark leader lines to facilitate installation. Disconnect from trim cables.
13. Remove six bolts securing trim actuator to horizontal stabilizer rear spar; remove actuator.
INSPECTION OF AFT ELEVATOR TRIM ACTUATOR
Complete the following before reinstalling aft elevator trim actuator:
1. Ensure bearings installed in trim drum move freely.
2. Ensure end play on trim drum is 0.001 to 0.003 mch. Use one of the following methods to ensure proper
end play:
a. Place washer 49981-9, or washer 59486-2, -3, or -4, as required, between bearing and drum.
b. Place laminated shim 70153-2, as required, between trim drum and trim drum bracket.
3. Ensure 0.01 inch minimum looseness between actuator frame. Trim drum bracket guide assembly.
4. Ensure force required to actuate unit at room temperature (60F to 85F) does not exceed 1.5 pounds break-
out force or 1 pound pull on either cable throughout stroke. At -40F, these forces must not exceed 4.5
pounds and 3 pounds, respectively.
INSTALLATION OF AFT ELEVATOR TRIM ACTUATOR
1. Ensure cable is properly wrapped on drum (explained in Wrapping of Trim Drums). Block cables to
prevent unraveling.
2. Position trim actuator on mounting bracket (L.B.L. 42.84). Secure with 6 bolts and washers.
3. Attach leader lines to cable ends. In fuselage at FS 215.00, draw cables through horizontal stabilizer,
vertical fin, and fuselage. Remove leader lines and connect cable ends to appropriate turnbuckle.
4. Install cable guide pins at pulleys in horizontal stabilizer, vertical fin, and fuselage. Install rub blocks at ES.
251.00.
5. Remove cable blocks from cable at trim actuator and aft side of bulkhead at ES. 235.35.
6. Install elevator (explained in chapter 55, Installation of Elevator).
7. Attach trim tab rod assemblies to trim actuator with appropriate bolts, washers, nuts, and cotter pins.
8. Adjust cable tension and trim tab travel using specification in figure 27-17.
27-30-00
Page 12
2H21
PIPER AIRCRAFT
PA-42/42-720
9. Check trim system friction as described in elevator trim system friction check.
to. Install access panels, cover plates, tail cone, and bullet assembly.
11. Reinstall floorboard, carpet, seats, or cabinetry.
RIGGING OF ELEVATOR TRIM
1. Complete the following steps during installation or as a preadjustment check to adjust elevator trim:
a. Remove access panels on left and right side of fuselage aft of pressure bulkhead at ES. 339.50, access
panels on vertical fin, and bullet assembly on vertical stabilizer. Carefully remove access panel in
control pedestal floor.
b. Ensure trim cables are properly wrapped.
c. Ensure trim cable tension is set according to specifications in figure 27-17.
d. Ensure actuating screws are positioned to anti-rotation bushings are at midpoint of slots.
2. Rotate trim control wheel in cockpit to full nose up position. Ensure turnbuckle tenninal does not strike
pulley.
-NOTE-
If turnbuckle terminal does strike center pulley before actuating
screws are at their stops, disconnect trim tab rods and rotate screws in
drums until screws are at stops before tenninal of turnbuckle strikes
center pulley. It may be necessary to back off trim wheel to reinstall
trim tab rods and anti-rotation bushings.
3. Adjust trim tab rods so tabs are properly positioned with elevators in neutral.
-NOTE-
Rig elevators with elevators in neutral (pinned at aft sector) and
ensure RH elevator trailing edge is aligned with LH elevator trailing
edge. Adjust length of trim tab for 0.12 0.12 inch trailing edge up
from RH tab, as measured on inboard trailing edge of tab.
4. Check rod ends for proper thread engagement.
5. With elevator rigging tool (pIN 72046) installed on left stabilizer and elevator in neutral, rotate trim wheel
in cockpit for tab travels specified in figure 27-17.
6. Coordinate trim wheel indicator with tab position.
7. Use tool L 73035 and a dial torque wrench to check trim system friction at pedestal by removing trim wheel
and attaching tool and torque wrench to splined shaft. Friction must not exceed 9 inch-pounds when tested
in either direction, at any point between limits.
ELEVATOR TRIM SYSTEM FRICTION CHECK
1. Remove elevator trim control wheel from elevator trim actuator shaft in control pedestal (figure 27-20).
2. Attach PAC tool number 73035 and a dial torque wrench to splined shaft of elevator trim actuator.
3. Move elevator trim actuator to its travel limits, in both up and the down directions, using torque wrench.
Friction must not exceed 9 inch-pounds when tested in either direction, at any point between limits.
4. Locate problem area. Repair or replace defective parts if friction exceeds 9 inch-pounds at any point.
2H22
27-30-00
Page 13
PIPER AIRCRAFT
PA42/42720
FREE PLAY CHECK OF ELEVATOR TABS
1. Ensure trim tab is in neutral.
2. Ensure total tab free play, with tab neutral, does not exceed 0.126 inch maximum measured at tab trailing
edge.
TRIM SYSTEMS' CONTROLS AND INDICATORS
The trim controls for aileron, rudder, and elevator trim systems are mounted in the control pedestal. The aileron
and rudder trim controls are connected to cable drums by shafts with aileron trim drum mounted in pedestal, and
rudder trim drum on a channel plate mounted under pedestal. The elevator trim control drum is mounted directly
to elevator control assembly and must be removed along with the assembly.
REMOVAL AND INSTALLATION OF TRIM CONTROLS (figure 27-21)
1. Remove flush head set screw retaining control knob or wheel to splined shaft. Carefully pull wheel/knob
from shaft.
2. Remove and install elevator trim control as follows:
a. Remove control wheel and remove six retaining screws holding indicator plate to the control hub
assembly.
b. Block, disconnect, and pull forward cable system through aircraft (described in paragraph on Removal
of the Forward Elevator Trim System). Remove four mounting screws and pull control assembly from
control pedestal.
c. Reinstall, in reverse order, ensuring indicator is aligned properly.
3. Remove and install the aileron and rudder trim control mechanism as follows:
a. Remove pilot seat and two access plates on side of pedestal.
b. Remove clevis pin connecting control mechanism shaft to universal joint.
c. With control wheel removed, unscrew three indicator retaining screws. Remove indicator.
d. Remove mounting screws and pull assembly from pedestal.
e. Reinstall removed assembly in reverse order, ensuring indicator is aligned in neutral.
ADJUSTMENT OF TRIM INDICATORS
1. Ensure indicator mechanism moves freely and is properly lubricated according to lubrication charts in
chapter 12.
2. Maintain trim tabs at control surfaces in neutral.
3. Ensure trim drums are at neutral positions.
4. Proceed as follows if trim indicators are not aligned with neutral marker on pedestal:
a. Remove trim control wheel from shaft.
b. Loosen three screws holding indicator discs to indicator mechanism.
c. Rotate discs right or left to align neutral position of discs with marker on pedestal.
d. Tighten three screws. Replace trim control wheel.
-NOTE-
For ELEVATOR BALANCING PROCEDURE, see chapter 55.
27-30-00
Page 14
2H23
1. CONTROL PEDESTAL
2. ELEVATOR TRIM CONTROL
3. TRIM POSITION INDICATOR
4. TRIM DRUM( ELEVATOR)
5. RUDDER TRIM CONTROL
6. SHAFT
7. TRIM POSITION INDICATOR
8. AILERON TRIM CONTROLS
9. TRIM DRUM (RUDDER)
10. TRIM CABLES (AILERON)
11. TRIM CABLES (ELEVATOR)
12. MOUNTING BRACKET
13. SAFETY WIRE
14. GEAR
VIEW A-A
PIPER AIRCRAFT
PA42/42720
2
Figure 27-21. Trim Controls Installation
2H24
27-30-00
Page 15
FLAPS
PIPER AIRCRAFT
PA-42/42720
DESCRIPTION AND OPERATION (figures 27-22 and 27-23)
The wing flap control system provides continuous control and monitoring of flap position and condition over its
full range. In addition to limiting both up and down overtravel, the system will shut off the driving mechanism in
the event of a 5 differential between right and left flap position, and will self-monitor and react appropriately
during a critical component failure in the control circuitry.
Preselection of any desired flap position from full up (0) to full down (30) is possible by positioning the
selector control. The selector incorporates a friction type drag brake to hold the lever at any desired intermediate
position, as well as ball lock detents at 0, 10, and 30 of flap extension. Flaps are deployed mechanically by a
single motor drive thru flexible shafts connected to individual ball screw actuators.
Selection of flap position moves the control rheostat relative to the left wing flap rheostat, with a resultant
amplifier output which operates flap motor through contactors Kl and K2, and moves the left and right flaps to
the desired position. If at any time, the amplifier senses a differential voltage in excess of 0.5 V dc between left
wing rheostat and right wing rheostat, the amplifier will shut the system off. This condition corresponds to a
maximum differential of 5 of flap position.
A flap fault test switch is provided to check control circuitry for asymmetrical flap protection, as well as
operation of the fault lamp switching transistor. Activation of this switch, while flaps are in motion, gives a false
signal to the right side follower potentiometer, simulating an out-of-sync condition and causing the amplifier to
shut the system off and illuminate the fault light. Release of the switch clears the simulated fault and allows the
system to respond normally to selector position command.
REMOVAL OF FLAP ACTUATOR MOTOR (figure 27-23)
1. Remove center floor panel in main cabin area. The flap actuator motor is located on forward side of
Bulkhead Station 174.00.
2. Disconnect electrical leads from motor.
3. Cut safety wire and disconnect flexible drive shaft ends from motor.
4. Remove clamp holding motor units mounting bracket. Remove motor.
5. Replace shock grommets from bulkhead by removing motor with mounting bracket from bulkhead.
INSTALLATION OF FLAP ACTUATOR MOTOR (figure 27-23)
1. Install shock grommets in bulkhead at F.S. 174.00.
2. Install flap actuator motor and bracket, if previously removed, on forward side of bulkhead. Ensure anti-
rotation pin on motor fits in mounting bracket pinhole. Secure holding clamp.
3. Connect flexible drive shaft ends to motor, attach nut finger tight, and secure with MS20995-C4l safety
wire.
4. Connect electrical leads.
5. Check flap rigging and adjustments (figure 27-28).
6. Install access plates and panels.
211
27-50-00
Page 1
PIPER AIRCRAFT
PA42/42 720
If ..... CIR. BKR.
MOTOR CIA. BKA.
FLAP TEST SWITCH
POSITION INDICATOR
/
I
'\
RIGHT /
:rRANSMISSIO /' $
POWER CONTACTOR
UP LIMIT SWITCH
LEFT CONTROL POTENTIOMETER
PPS 50035
......
"
..............
RT2
o

RT3
(JJ
AMPLIFIER ADJUSTMENT AND TEST PIONTS
-NOTE-
SHOULD CONTROL POTENTIOMETERS WITHIN THE WINGS NEED
REPLACEMENT A SPECIAL TOOL CAN BE FABRICATED LOCALLY TO
FACILATE REMOVAL AND INSTALLATION. REFER TO CHAPTER 95
FOR SPECIFICS ON THIS TOOL.
Figure 27-22. Flap System Diagram
REMOVAL OF FLEXIBLE ACTUATOR SHAFT (figure 27-23)
1. Remove center floor panel in main cabin area.
2. Remove right and left row of seats and floor panels aft of main spar.
3. Remove aft access plate on fairing on underside between fuselage and wing.
4. Remove access plates at aft side of wheel well at Wing Stations 40, 47, and 56, on underside of wing at
Stations 34.50, 42.50,82.75, and 92.50 and on false spar at Stations 42.5,53.00,92.5, and 101.0.
S. Cut safety wire. Disconnect shaft from actuator motor and flap transmission.
6. Remove support clamp on fuselage bulkhead and support grommets in wing and fuselage.
7. Remove actuator shaft.
27-50-00
Page 2
212
1. INDICATOR, FLAP POSITION
2. SELECTOR SWITCH
PIPER AIRCRAFT
PA-42/42-720
10. NUT 20. SENDER SHAFT
11 . SHAFT ASSY. 21. SENDER ARM
3. RIGHT TRANSMISSION ASSEMBLY 12. SAFETY WIRE .040 22. FLAP POSITION SENDER
4. RIGHT SHAFT ASSEMBLY 13. MOTOR MOUNTING BRACKET 23. UP LIMIT SWITCH
5. MOTOR 14. LIN KAGE ROD 24. UP LIMIT ADJUSTMENT BOLT
6. LEFT SHAFT ASSEMBLY 15. BUSHING AND SCREW ASSY. 25. DOWN LIMIT ADJUSTMENT BOLT
7. LEFT TRANSMISSION ASSEMBLY 16. FLAP HORN 26. ATIACHMENT BOLT ASSY.
8. FLAP POSITION SENDER ASSY. 17. BOLT ASSY.
9. LEFT SHAFT ASSEMBLY
5
12
10
SKETCH A
18. TRANSMISSION TUBE
19. DOWN LIMIT SWITCH
BOLT AN3-4A
WASHER AN960-10L
GROMMET MS35489-33
NUT MS20365-1 032C
7
26--+u:eJ
11
27. GROMMET
28. SENDER ARM BOLT ASSY.
19
22
28

20 27
10 6
SKETCH B
15
17 16

I
Figure 27-23. Flap System Installation
213
27-50-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FLEXIBLE ACTUATOR SHAFT (figure 27-23)
1. Draw shaft through wing into fuselage.
2. Connect flexible drive shafts to transmissions. Ensure splines are properly engaged and install shaft
attaching nuts on finger tight. Safety nuts with MS20995-C41 safety wire.
3. Check flap rigging and adjustments.
4. Install access plates, panels, clamps, grommets, and seats.
INSPECTION OF OUTBOARD WING FLAP TRANSMISSION (figure 27-24)
The flap transmissions are inspected at the first 500 hour inspection cycle of the aircraft and each 100 hours
thereafter. This is accomplished without removal of the transmissions of the following procedures:
1. Position the flaps in the extended position (DOWN).
2. Remove the access covers on the lower wing surface to gain access to the flap transmissions.
3. With the use of vise grip pliers and exerting light pressure, grasp the exposed portion of the screw close to
the transmission as shown (refer to views A and B).
-NOTE-
With the pliers secured to the screw, a light pressure will move the
pliers and screw as free play in the transmission gear set is taken up
in either direction. Do not force the pliers.
4. Place a six-inch ruler along the skin surface as shown in view B and measure the overall distance the pliers
move.
5. Should the dimension exceed 0.300 of an inch, replace the transmission assembly.
6. Reinstall the access panels and make appropriate logbook entry.
7. Continue inspection at 100 hour intervals.
INSPECTION OF INBOARD WING FLAP TRANSMISSION
This inspection is performed at the same time the outboard wing flap transmission inspection is performed. To
perform inboard wing flap transmission inspection, proceed as follows:
1. Using appropriate tools, check and record flap position at full up and full down positions.
2. Extend flaps to full down position.
a. Pull flap motor control circuit breaker. Remove power (APU, etc) from aircraft.
b. Remove access panels to flap transmissions.
c. Remove nut, washer, and bolt from both inboard and outboard flap transmissions at flap attach hom on
right flap.
d. Remove nut retaining the potentiometer arm and free arm from flap on the left flap. Remove nut,
washer, and bolt from inboard and outboard flap transmission.
3. Gently lower flaps by hand to their fully extended position. Ensure that the right flap potentiometer arm
straightens out smoothly.
4. Mark outboard flap transmissions and take care that housing is not moved in or out from original position.
5. Tum inboard flap transmission housing out to its full extension. Keep track of the number of turns to
ensure turning housing back to original position.
6. Attach locking pliers to inboard transmission screwjack. Do not force pliers.
a. Place a six-inch ruler perpendicular to bottom wing skin.
b. Measure freeplay from center of flap transmission down (approximately 3 inches). Freeplay must not
exceed 0.180 inches.
27-50-00
Page 4
214
PIPER AIRCRAFT
PA-42/42-720
~ T .30 MAX
t
FWD

.
r.
c
'I
FIGURE A FIGURE B
Figure 27-24. Wing Flap Transmission Inspection
7. Tum inboard flap transmission housing in to number of turns previously counted.
a. Raise right flap until bolt holes in inboard and outboard flap transmission align with bolt holes in flap
hom. Ensure that flap potentiometer ann retracts properly.
b. Grease transmission bolts with small amount of general grease. Install transmission' bolt, washer, and
nut, and safety with cotter pin.
c. Perfonn steps a and b for the left flap. When transmissions are connected, connect potentiometer ann
to flap and tighten nut.
8. Using the flap rigging tool, check value in full down position. Value should match value detennined in step
1.
9. Lubricate screw jacks per chapter 12 in maintenance manual.
10. Install access covers on wings.
11. Check that flap handle is in full down position.
12. Reset flap control circuit breaker and tum master switch on. Flaps should remain stationary.
-NOTE-
Flap motor may surge for one second if down limit switch was moved
or not completely contacted.
13. While having someone outside the aircraft to watch, raise the flaps in small increments until the flaps are
fully retracted. Ensure that both flaps raise in a consistent manner.
14. Check degree of flaps in full position. Ensure that measurement matches measurement in step 1.
REMOVAL OF FLAP TRANSMISSIONS (figure 27-23)
1. Lower the flap and remove the access plate on the aft underside of the wing and the false spar area, both of
which are at W.S. 92.50 and 42.50.
2. Disconnect the transmission tube from the flap hom bracket.
215
27-5000
PageS
PIPER AIRCRAFT
PA-42/42-720
3. Remove the safety wire and disconnect the flexible actuator shaft.
4. Remove the spreader bushing and washers from between the transmission attachment brackets.
5. Remove the transmission from its mounting brackets and draw the unit through the access opening in the
wing false spar.
DISASSEMBLY OF FLAP TRANSMISSION (Refer to Figure 27-25.)
-CAUTION-
CALCO FLAP TRANSMISSION DISASSEMBLY AND
ASSEMBLY PROCEDURE ARE INCLUDED IN THIS
MAINTENANCE MANUAL FOR INSPECTION PURPOSES
ONLY. CALCO DOES NOT RECOMMEND OVERHAUL IN
THE FIELD.
1. Remove safety wire, bolts (2) and rear housing (1).
2. Remove O-ring (3).
3. Straighten tang on lockwasher (5) so that locknut (4) and lockwire (5) can be removed.
4. Remove ball screw and tube assembly (S).
5. Remove bearing assembly (6) and shim (7).
6. Remove worm gear (120, key (13) and shim (7).
7. Remove front bearing assembly (14) from housing.
S. Remove protective cap (15) ifused.
9. Remove screws (17) and both output flanges (16).
10. Push worm shaft (20) and bearings (19) out of housing.
11. Remove O-ring (22) from housing.
12. Bumper washer (25) is attached to the housing with Locktite adhesive. Use Locktite solvent, if necessary to
remove washer.
13 Remove safety wire, screws (10), and wiper block (9) and wiper (11) from ball screw and tube assembly (8).
14. Place a container or tray under the ball screw and tube assembly and remove the two screws securing the
ball return tube to the ball nut.
-CAUTION-
DO NOT ATTEMPT TO REMOVE THE OUTPUT TUBE
FROM THE BALL NUT. THE OUTPUT TUBE IS FORM
ROLLED TO THE BALL NUT DURING MANUFACTURE
AND MUST BE SERVICED AS AN ASSEMBLY.
15. Carefully remove the ball return tube and separate the two halfs allowing the steel balls to drop into a
container. Turn the ball nut over and rotate the ball screw until all steel balls (67 - 69 total) have dropped
out, allowing the ball screw to be removed from the ball nut.
27-50-00
Page 6
216
PIPER AIRCRAFT
PA-42/42-720
16
18
19
20 21
I
/.!2 24 26222325'-
5
1. HOUSING, REAR
2. BOLT, MACHINE
3. O-RING
4. NUT, LOCK
5. WASHER, LOCK
6. BEARING ASSY, REAR
7. SHIM
8. BALL SCREW AND TUBE ASSY
9. BLOCK, WIPER
10. SCREW, MACHINE
11. WIPER
12. WORMGEAR
13. KEY
14. BEARING ASSY, FRONT
15. CAP, PROTECTOR
16. FLANGE, OUTPUT
17. SCREW, MACHINE
18. SHIM
19. BEARING, BALL
20. SHAFT, WORM
21. HOUSING ASSY, FRONT
22. O-RING
23. INSERT, HEll-COIL
24. INSERT, HEll-COIL
25. WASHER, RUBBER BUMPER
26. HOUSING, FRONT
SEE SKETCH
A
.... ----SCREWS
CLAMP
STEEL
"""'---BALLS
OUTPUT
TUBE
SKETCH A
(67 - 69)
Figure 27-25. Wing Flap Transmission Actuator Screw Jack.(Exploded View)
217
27-50-00
Page 7
PIPER AIRCRAFT
PA42/42 720
SERVICE AND INSPECTION OF FLAP TRANSMISSION INTERNAL COMPONENTS (CALCO)
-CAUTION-
ALL DEFECTIVE OR WORN PARTS MUST BE REPLACED
WITH NEW PARTS. DO NOT ATTEMPT TO REPAIR
DEFECTIVE PARTS.
1. Wash all disassembled parts in a suitable dry cleaning solvent.
2. Thoroughly clean off old sealant and adhesive.
3. Dry parts thoroughly using low pressure compressed air, or wipe dry with a clean, lint-free cloth.
4. Examine all parts for cracks, burrs and corrosion
5. Visually inspect balls and grooves in ball screw for pitting, scoring, corrosion and flat spots.
-NOTE-
If anyone part of the ball screw and/or tube assembly appear
defective, the entire ball screw and tube assembly must be replaced.
6. Discard and replace all bearings, O-rings, wipers and bumper washer.
7. Inspect worm shaft and worm gear and wonn shaft for excessive wear. If wonn gear is worn more than
0.015 inch the wonn gear and wonn shaft must be replaced as a set. (Refer to Figure 27-26)
27-50-00
Page 8
MEASURE STEP
IN TOOTH FORM
Figure 27-26. Checking for Wonn Gear Wear.
218
PIPER AIRCRAFT
PA42/ 42 720
ASSEMBLY OF FLAP TRANSMISSION (CALCO) (Refer to Figure 27-25.)
1. Assemble ball screw and tube assembly (8) as follows:
a. Apply a thin coat of Aeroshell NO.7 grease, or equivalent to entire thread of ball screw.
b. Insert ball screw part way into ball nut and output tube assembly.
c. Lay one half of ball return tube flat on a table and fill groove with steel balls. Place the other half of the
ball return tube on the assembled balls.
-NOTE-
A light coat of Aeroshell No 7 or equivalent may be used to hold the
balls in place.
-CAUTION-
DO NOT ALLOW THE BALLS TO ROLL OUT EITHER END
OF THE BALL NUT.
d. Insert the remaining steel balls into the ball nut by placing them in one of the hales and turning the ball
shaft until all the balls are in place.
e. Carefully install the ball return tube onto the ball nut and secure wit clamp and two screws. Apply a coat
of Dow Corning 732 RTV adhesive, or equivalent to the ball return tube to seal external openings.
f. Apply a lubricant consisting of 20% Aeroshell No. 7 grease and 80% Mobile Jet II Oil or an equivalent
mixture, to the wiper (11). Install wiper and wiper block (9) onto the ball nut and secure with screws
(10).
g. Safety wire (MS20995-C20) the screws on the ball nut.
2. Clean bumper washer (25) with chlorothane, or equivalent and attach to housing (26) with a thin film of
Locktite 495 adhesive, or equivalent.
-NOTE-
Special tools, Pin 7801-Tl, 7801-T2 and 7801-T3 can be purchased
from C.E.P. Industries, 423 Interstate Road, Addison, illinois
3. Insert tool fixture 77801-Tl and 7801-T2 into wonn shaft bearing bores. Insert pin through tool fixtures
and bearing bores (refer to Figure 27-27). Take measurement with depth gauge from milled surface of
housing to outside diameter (O.D.) of pin, add 1/2 diameter of pin and record this dimension (Z dimension).
Remove tool fixtures.
4. Install new O-rings (22) in wonn shaft bore of housing. Apply a thin film or 20% Aeroshell No.7 grease
and 80% Mobil Jet II OHlubricant, or equivalent to O-rings.
5. Insert wonn shaft (20) into housing.
6. Insert both ball bearings (19) into housing, making sure bearings are seated.
7. Attach one output flange (16) and secure with four screws (17). On opposite side attach output flange with
two screws. Using a dial indicator, check end play of wonn shaft and add shim (18) as required to obtain
0.004 to 0.010 inch end play. Secure with four screws (17).
8. Insert tool 7801-T3 onto spline of wonn shaft and check that shaft torque does not exceed 12 in. oz.
9. Insert front bearing assembly (14) into front housing assembly (21).
-NOTE-
Shoulder of bearing is to be pressed into bumper washer (25).
219
27-50-00
Page 9
PIPER AIRCRAFT
PA42/42720
10. Take measurement from milled surface of housing to inner race (14) Y dimension. Subtract Z dimension
taken in first measurement from Y dimension (refer to Figure 27-36).
11. Measure width of worm gear (12) face. Take hale the thickness and subtract this from A dimension
obtained in second measurement. Subtract 0.001/0.002 inch from results. This is the shim (7) thickness
required (refer to Figure 27-36).
12. Place shim (7) over top of front bearing (14). Place worm gear (12) over shim, shoulder end up.
13. Take measurement from milled surface of housing to shoulder of worm gear (12) W dimension (refer to
Figure 27-36). Measure width of rear bearing (6) K dimension. Subtract the two measurements. Subtract
0.001/0.002 from results. This is the shim (7) required.
-NOTE-
Do not install the shim at this time.
14. Apply approximately 1/8 oz. of lubrication consisting of 20% Aeroshell No.7 grease and 80% Mobil Jet II
Oil, or equivalent mixture, to worm shaft and wonn gear. Rotate wonn shaft while applying.
15. Install ball screw and tube assembly (8) through bearing and worm gear in front housing and line up
keyways.
-NOTE-
Keep worm gear and wonn shaft in mesh while inserting.
16. Insert key (13) in keyway.
17. Place shim (7), previously detennined on top of worm gear.
18. Place rear bearing (6), flange side up, in housing.
19. Place lockwasher (5) over ball screw. Thread locknut (4) (chamfered side down) onto screw.
-CAUTION-
MAKE SURE BALL NUT AND TUBE ASSEMBLY (8) IS
POSITIONED AWAY FROM HOUSING BEFORE
TIGHTENING LOCKNUT.
20. Tighten locknut (4) to a torque of 80 in.lbs. minimum to align lockwasher tang with slot in nut. Bend tang
into slot.
-CAUTION-
MAKE SURE THAT NO CHIPS ARE FORMED DURING
TIGHTENING OF NUT.
21. After tightening nut, measure distance from milled surface of housing to outer race of rear bearing. Reading
should be between 0.001/0.004 inch.
22. Place O-ring (3) into O-ring groove in housing. Install rear housing (1) and attach with bolts (2). Tighten
bolts to a torque of 35-40 in. lbs.
27-50-00
Page 10
2110
r-
I)
\0:_
PIPER AIRCRAFT
PA42/42 720
X
+0.164"
T
PIN DIA.+ 2 = 0.164"
(0.328" REF)
(t) FiRST READING
NOTE: SHOULD READ 0.750" (REF.)
Y

(A) SECOND READING
FIRST MEASURMENT
MEASURE GEAR
FACE (0.282" REF.)
DIVIDE BY 2 = "L"
A
-L
ANS
SUBTRACT 0.001/0.002"
FOR SHIM REQUIREMENT
WORM GEAR
SECOND MEASUREMENT
SHIM
THIRD MEASURMENT
Figure 27-27. Flap Transmission Measurements
2111
27-50-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
MEASURE REAR BEARING
"K" WIDTH, SUBTRACT
FROM DIMENSION "W"
W

A\
SUBTRACT 0.001/0.002"
FOR SHIM REQUIREMENT
"W'
_-+-----. FRONT BEARING
WORM GEAR
SHIM
FOURTH MEASURMENT
Figure 27-27. Flap Transmission Measurement (continued)
INSTALLATION OF FLAP TRANSMISSION (figure 27-23)
Determine that the correct flap transmission assemblies are being installed by checking the part numbers on the
assemblies with information in the latest PA-42/42-720 Parts Catalog.
1. Lubricate the flap transmission assembly in accordance with lubrication chart.
2. Insert the transmission through the access opening in the wing false spar and attach to its mounting brackets.
To allow the transmission to rotate, tighten the attachment bolts (only finger tight) and safety.
3. Install the spreader bushing with one washer between each mounting bracket and bushing. Install the
through bolt and secure.
4. If working with the left transmission, connect the flexible actuator shaft and safety with MS20995C4l
safety wire. Attach the right flexible shaft during rigging and adjustment.
5. Safety wire (MS20995-C20) protective cap (figure 27-23) on outboard transmission.
6. Check the flap rigging and adjustment.
7. Install access plates.
27-5000
Page 12
2112
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FLAP CONTROL BOX (SELECTOR)
1. Remove knob from control box.
2. Remove electrical connector from rear side of control box.
3. Remove two screws securing control box to instrument panel.
4. Remove control box from instrument panel.
INSTALLATION OF FLAP CONTROL BOX
1. Install flap control box in instrument panel.
2. Install two screws securing control box.
3. Connect electrical leads.
REMOVAL OF FLAP CONTROL AMPLIFIER
1. Open access door in nose of airplane to gain access to amplifier at Station 25.60.
2. Disconnect electrical plug from amplifier.
3. Remove attaching screws. Remove amplifier from airplane.
INSTALLATION OF FLAP CONTROL AMPLIFIER
1. Install control amplifier in airplane. Secure with attaching screws.
2. Connect electrical plug to amplifier.
3. Check rigging and adjustment of flaps.
4. Close and secure access door.
RIGGING AND ADJUSTMENT OF FLAPS PPS-SOO3S-M
The rigging procedure for this wing flap system is both mechanical and electrical and requires that the landing
gear be raised or squat switches in the left main gear be made to the in-flight position. The control system, in
addition to providing proportional preselect, also incorporates circuitry for system shut-down in the event of any
asymmetrical flap condition of five degrees, and control of flap transmission stroke length in both extend and
retract positions. The main components of the control system are: a control amplifier that supplies voltage for
and receives signals from three separate reostats used in the system. Two of three reostats are linked (one to the
left and one to the right) wing flap assemblies in such a manor as to sense flap position. The third rheostat is
located in the wing flap position selector and is the control for flap positioning. The following abbreviations are
used in description and service information presented in the following paragraphs:
RC- Control Potentiometer Wiper at Selector.
RL- Left Wing Flap Potentiometer Wiper.
RR- Right Wing Flap Potentiometer Wiper.
A VCL- Voltage difference from (RL to RC - .10).X 2 in the up position.
A VCR- Voltage difference from (RC to RR - .10) x 2 in the up position.
REQUIRED EQIDPMENT
Digital Voltmeter (10 Miliamp Scale)
Rig Board flap tools (PIN 71505-16 and 71505-17)
Work Sheet (figure 27-29)
2113
27-50-00
Page 13
PIPER AIRCRAFT
PA42/42720
-WARNING-
ALL ADJUSTMENTS MUST BE MADE WITH MOTOR POWER
OFF.
All adjustments are made with motor circuit breaker pulled OFF and flaps in DOWN position. Adjusnnent
procedures require special equipment such as a digital voltmeter and flap rigging tool (PIN 71505-16 and -17).
(See chapter 95 for fabrication instructions of rigging tools.)
-CAUTION-
ELECTRICAL POWER TO SYSTEM MUST BE OFF. PULL
FLAP CONTROL AND MOTOR CIRCUIT BREAKERS, SET
BATTERY MASTER SWITCH OFF, AND DISCONNECT
EXTERNAL POWER.
The control potentiometer operated by the flap selector is referred to throughout the rigging procedure as RC
(potentiometer control). The wing flap potentiometers are designated as RL (potentiometer left) and RR
(potentiometer right). The voltages at the center taps are referred to as VC, VL, and VR respectively.
Proper operation after rigging requires potentiometer RL on the left flap must respond to changes in flap
position selector potentiometer RC in VL and VC. Amount of stroke travel and how it is centered with respect to
ends is determined by how RL is adjusted relative to RC. Since VC is fixed and cannot be changed, trimmer pot
RT2, provided in the control amplifier, allows adjustment of VL to agree with VC.
Throughout adjustment procedures, whatever changes are made to RL and RT2 must also be made to RR and
RT3. RR tracks RL over entire stroke range and shuts system off if VL and VR outputs deviate by more than 0.5
volts. This voltage differential corresponds to a five-degree asymmetrical flap condition. RR also provides a
voltage input to the control amplifier to give an output to the flap position indicator.
-NOTE-
Adjustments of RL, RR, RT2, and RT3 are always made with flaps
down. The magnitude of these adjustments, based on values of VC,
VL, and VR, are measured with flaps up.
PREPARATION FOR RIGGING
-CAUTION-
ELECTRICAL POWER TO FLAP CONTROL SYSTEM MUST
BE OFF. PULL FLAP CONTROL AND MOTOR CIRCUIT
BREAKERS, SET BATTERY MASTER SWITCH OFF, AND
DISCONNECT EXTERNAL POWER.
1. Remove access plates in false spar at Wing Stations 42.50, 53.00, 92.50, and 101.0 for both right and left
wings.
2. Remove access plates on bottom side of wings at Wing Stations 34.50,42.50, 82.75, and 92.50.
3. Ensure flap position sender arms rotate freely on potentiometer shafts, with linkage rods set at proper length
(figure 27-28, Sketch B).
4. With transmission assemblies NOT attached to flap and turned into ball nut seat, ensure flaps are free to roll
full travel (0 to 30) on flap tracks.
5. Attach flap rigging tools to Wing Station 147.50 to measure flap deflection angles.
27-50-00
Page 14
2114
PIPER AIRCRAFT
PA42/42 720
SKETCH A
a.6S
t
Oa
CRtitcAL L
l;;. GiH
SKETCH B
Figure 27-28. Flap Rigging
2115
ACTUATOR ARM
ROD LINKAGE
--TOOL PIN 71505 -16
TOOL PIN 71505 - 17
-NOTE-
REFER TO CHAPTER 95 FOR
FABRICATION OF RIGGING TOOLS.
27-50-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
MECHANICAL RIGGING PROCEDURE
1. Adjust UP limit actuating bolt by manually moving left flap so switch is actuated with flap trailing edge at
0 on rigging tools.
2. Manually move left flap to full down (30 + 1 - 0) position on rigging tool. Thrn transmission sleeves out
from forward stops, record number of turns, align attachment hole in sleeves, with holes in respective flap
horns, and temporarily install attachment bolt. Adjust DOWN limit actuating bolt to actuate switch.
-NOTE-
Difference in number of turns between inboard and outboard
transmissions must not exceed 112 tum.
3. Thrn right flap transmission sleeves out from forward stops (using equal number of turns used for left flap
transmission sleeves), align attachment hole in sleeves with holes in respective flap horns, and temporarily
install attachment bolt.
4. Ensure proper alignment of sleeve and flap hom. If sleeve and hom do not align, loosen bolts attaching
hom to flap, and tap hom to achieve proper alignment. Retorque hom attachment bolts.
5. With sleeve and hom properly aligned, connect sleeve to hom with bolt and castellated nut. Tighten nut to
allow 0.03 inch bolt thrust play. Install cotter pin.
6. Connect flexible drive shafts to transmissions. Ensure splines are properly engaged and install shaft
attaching nut finger tight. Safety with MS20995-C32 wire.
ELECTRICAL RIGGING PROCEDURE
1. Remove covers from RT2 and RT3 on flap control amplifier. Ensure both trimmers are positioned fully
clockwise. Insert 30 amp fuse (for test purposes only) in flap motor electrical power connection.
2. Apply external power to aircraft and establish bus voltage of 28 0.5 volts.
3. Place flap selector in DOWN position.
4. Engage flap control circuit breaker, but DO NOT engage flap motor circuit breaker. Allow five minute
warm-up time.(Flap should still be down from mechanical rigging)
5. Insert "PLUS" test lead from digital voltmeter, into RC test point on controller and ":MINUS" test lead into
RL. Adjust shaft of left wing potentiometer for a reading of +O.lOv. and lock actuator arm to pot shaft. Be
sure that voltage has not changed while locking actuator arm. (Record voltage on work sheet.)
6. Move "MINUS" test lead to RR test point and adjust right wing pot. to +0.10v. Lock actuator arm to pot.
shaft. Check that voltage does not change while locking actuator arm. ( Record voltage on work sheet)
-NOTE-
All measurements must be taken at control amplifier.
7 Depress (but do not engage) motor circuit breaker and move flap selector to UP; ensure flap motor is wired
correctly (flaps move up). If not, reverse wiring; if correct, engage breaker.
-NOTE-
If flaps will not move to full up position, hook a jumper between RL
and RR. When flaps are up remove jumper.
8. With flaps in full up position, ensure .010 minimum clearance between actuator sleeves and rubber seals.
27-50-00
Page 16
2116
PIPER AIRCRAFT
PA-42/42-720
9. With DVM "PLUS" lead in RC and "MINUS" lead in RL, measure RC/RL voltage. This voltage must be
negative; if not, trimmers RT2 and Rt3 were not fully adjusted CW in step 1.
10. Using the work sheet, perform the following calculation: Change the magnitude of RC/RL by O.lOV and
multiply the remainder be 2. The result is defined as d VCL.
11. Move "MINUS" lead to RR and repeat step 10 for d VCR.
12. Move flap selector down and disengage motor breaker.
13. With DVM "PLUS" lead in RC and "MINUS" in RL, check that voltage has not changed from that in step 5
(If voltage has changed by more than 0.03Y, repeat the entire procedure tasking special care when locking
actuator arm to pot. shaft.)
14. Adjust RT2 so that RC/RL voltage changes by the amount of the d VCL Calculated in step 9 - then, adjust
RL pot. shaft so that RC/RL changes in the opposite direction by d VCL. RC/RL voltage will now be the
same as measured in step 13.
15. Move "MINUS" lead to RR and check that RCIRR voltage has not changed from that in step 6.
16. Adjust RT3 so that RCIRR voltage changes by the amount of d VCR calculated in step 10 - then, adjust RR
pot. shaft so that RC/RR changes in the opposite direction by d VCR. RCIRR voltage will now be the same
as measured in step 15.
17. Engage flap motor breaker and move flaps to UP.
18. Measure RC/RL as in step 8. Voltage must be -0.05V minimum and -0.15V maximum.
19. Measure RC/RR. Voltage must be -0.05V minimum and -0.15V maximum.
20. Move flaps to the DOWN position.
21. Measure RC/RL. Voltage must be +0.05V minimum and +0.30V maximum.
22. Measure RC/RR. Voltage must be +0.05V minimum and +0.30V maximum.
-NOTE-
If the requirements of steps 17 and 20 are not met, repeat the
procedure from step 7 without pre-setting RT2 and RT3. The
calculated d VCL and d VCR will be smaller and the entire rigging
procedure will be easier with each repetition.
23. Insert DVM test leads into RL and RR. Move flaps UP and DOWN While obseIving voltage reading on
DVM. The reading must not exceed 0.10V
24. Run flaps through full cycle three times to ensure proper operation.
25. Measure flap deflection at full down (30 1) and approach (10 + 1) position on both left and right hand
side.
26 Check position indicator readings against flap selector and flap deflection as follows:
a. When measuring flap deflection angles, lift flap trailing edge to eliminate play between rollers and track
slot. If indicator does not correspond to flap position, place flaps in APPROACH position.
b. Adjust flap indicator trimmer, located on inboard end of flap amplifier box (opposite connector end), so
flap indicator needle falls in center of approach graduation.
c. Check location of flap indicator needle in UP and DOWN positions and adjust trimmer so needle
centerline falls within or tangent to upper and lower edge of graduation in UP, APPROACH, and
DOWN positions.
-NOTE-
If trimmer is rotated to raise needle, needle must rise an equal amount
in all three positions.
2117
27-50-00
Page 17
PIPER AIRCRAFT
PA42/42 720
d. If unable to adjust indicator needle for proper indication (as in example below), proceed with steps 1
thru 5 below:
EXAMPLE
Flap Position Needle Indicator
UP Center of Graduation
APPROACH Center of Graduation
DOWN Below DOWN Graduation
(1) Adjust indicator trimmer so flap indicator needle is at upper tangent of graduation at UP and
APPROACH positions.
(2) Adjust RT3 so needle falls with down graduation.
(3) Recheck indicator at UP, APPROACH, and DOWN positions. Readjust trimmer as required.
(4) Recheck VLR and readjust as necessary. RT2 could require readjustment.
(5) Ensure VL and VR are still within limits of VC specified and ensure position indicator agrees
with flap position in UP, APPROACH, and DOWN positions.
27. Locate flap system test switch on lower instrument panel. Move flap selector handle to approach position,
activate test switch, and ensure wing flap caution light, located in annunciator panel, illuminates and flap
travel stops. Release test switch and check flaps for proper opperation.
28. Remove 30 amp fuse installed in step 1. Install all access plates and panels.
27-50-00
Page 18
2118
FLAPS DOWN
FLAPS UP
FLAPS DOWN
PIPER AIRCRAFT
PA42/42720
FLAP RIGGING WORK SHEET
STEP 1. RC ( + ) to RL ( - )
STEP 2. RC ( + ) to RR ( - )
STEP 3. RC ( + ) to RL ( - ) VOLTAGE
(CHANGEBY)
(MULTIPLY) X2
L\ VCL=
STEP 4. RC ( + ) to RR ( - ) VOLTAGE
(CHANGEBY)
(MULTIPLY) X2
L\ VCR =
STEPS. ( SAME AS STEP 1. O.03)V
STEP 6.
ADD L\ VCL (STEP 2. )
ADJUST RT2 POT. TO
CHECK ADJUST RL SHAFT
STEP 7. RC/RL VOLTAGE
STEP 8.
ADD L\ VCR ( STEP 4. )
ADJUST RT3 POT. TO
CHECK ADJUST RR SHAFT
RR/RC VOLTAGE
Figure 27-29. Flap Rigging Work Sheet.
2119
+
V
+
V
V
V
V
V
V
V
V

27-500-00
Page 19
PIPER AIRCRAFT
PA-42/42-720
ELECTRICAL SYSTEM FUNCTIONAL TEST PROCEDURE
-NOTE-
All n connections are airframe conn E410 and KI and K2 relays are
airframe supplied reversing relays.
1. Place left engine bus tie switch, right engine bus tie switch, and non-essential bus tie switch in OFF position.
Pull all essential bus circuit breakers to OUT position.
2. Actuate flap motor and flap control circuit breakers.
3. Tum on battery master switch or connect external power to aircraft.
4. Operate flap selector handle in control box. Observe up and down operation of wing flaps.
5. Check fault light if wing flaps fail to operate. If fault light is on, proceed to step 13. If fault light is off,
proceed to step 6.
6. Ensure 27.5 volts exist at motor contactor and pin 1 of connector n (airframe conn E41O) to verify circuit
breakers and wiring are installed properly.
7. Check for 27.5 volts across power terminals of both Kl and K2 (reversing) relays.
8. Disconnect flex shafts from motor assembly.
9. Remove electrical harness plug from connector n and ground relay KI at pin 6 of connector or relay K2 at
pin 4 of connector. Apply 27.5 volts to drive motor be energizing up and down relays Kl and K2 locally.
10. If drive motor fails to operate, check up and down limit switches in 27.5 volt leg of coils for relays Kl and
K2 for 27.5 volts at NC contacts on limit switches.
11. Check 27.5 volt power at drive motors while an assistant energizes relays Kl and K2. If 27.5 volts does not
exist at drive motor, contacts of relays KI or K2 are defective. Replace defective relays. If drive motor
operates when energizing relays Kl and K2 locally, problem exists in either control box, left wing
potentiometer RL, right wing potentiometer RR, or in flap control amplifier.
12. Reconnect flex shafts to motor assembly. Connect electrical harness plug to connector n.
13. Pull flap motor circuit breaker to prevent flap motor from running remainder of test procedure.
14. Using precision voltmeter (10 volt range), connect negative lead to amplifier, and test jack amplifier and
positive lead to RC test jack. Slowly operate flap selector handle in control box through entire range.
Voltage readings must be approximately 9-volts in DOWN position and approximately 4-volts in UP
position.
15. If RC voltage readings are too high or too low, problem exists in either harness wiring or control box.
Wring out harness wiring and repair or replace, if defective. Replace control box only if harness wiring is
functional.
16. Connect voltmeter between test jacks RR and RL on amplifier. If voltage exceeds 0.5 volts, shut down is
due to flap asymmetry. Correct cause of asymmetry and rerig flap system.
17. Connect voltmeter between test jacks RR and GND on amplifier. Voltage must be within 0.3 volts of RC
voltage.
18. Connect voltmeter between test jacks RL and GND on amplifier. Voltage must be within 0.3 volts of RC
voltage.
19. If voltage readings in either step 17 or 18 exceeds 0.3 volts, shut down is still due to flap asymmetry.
Correct cause of asymmetry and rerig flap system.
20. If problem is not found, replace amplifier.
21. Tum battery master switch OFF or remove external power from aircraft.
27-50-00
Page 20
2120
PIPER AIRCRAFT
PA-42/42-720
Figure 27-30.
2121
27-50-00
Page 21
Interim Revision: January 9,1998
PIPER AIRCRAFT
PA-42/42-720
27-50-00
Page 22
Figure 27-30.
2122
JIG KNIFE EDGE
PIPER AIRCRAFT
PA-42/42-720
BALANCE LINE
AILERON BALANCE JIG
OUTBOARD BALANCE WEIGHT
NOTE
AILERON PLACED UPSIDE DOWN IN JIG.
Figure 27-31. Aileron Balancing Procedure
2123
TOOL HOLE
27-50-00
Page 23
STALL WARNING
PIPER AIRCRAFT
PA-42/42-720
STALL WARNING/RECOGNITION SYSTEM
The stall indicating system in the PA-42 contains two, identical safe flight SC-200 stall recognition systems,
independent of each other, power, or aircraft configuration. Each system, one for the pilot the other for the
copilot, uses a heated wing mounted lift transducer, a remote lift computer, a stall warning hom, a stall
recognition hom, a lighted placard, and a test switch.
The electro-mechanical lift transducer, mounted to the lower leading edge of the wing, senses the existing
position of the leading edge stagnation point through the spring loaded vane. The appropriate signal is sent to the
computer so when the vane is forced aft, the stall warning hom is activated, and when the vane is forced forward,
the stall recognition hom and lighted placard are activated.
The lift computer is located in the avionics bay, forward of Fuselage Station 57.0 pressure bulkhead. Signals
from the transducer are conditioned by the computer which activates the stall warning or recognition system
through a two-level output. A self monitoring circuit in the computer activates a warning light if any essential
internal or external power is lost.
The stall warning system contains a separate hom and a lighted placard. The stall recognition hom, also
mounted in the headliner, emits a loud, pulsating tone different than the stall or gear warning horns. The lighted
placard (STALL), mounted in the edge of the glareshield, is keyed simultaneously with the recognition hom.
A single test switch is mounted on the instrument panel below the fire warning light/switches. On the ground,
activation of the switch bypasses the right gear squat switch, turns on the computer, and slews the transducer vane
upward. This provides the necessary signals to activate the horns and lighted placard. If the switch is activated in
flight, the computer senses the inability of the low control voltage to move the vane against the relative wind, and
it generates a simulated signal activating the systems.
FUNCTIONAL TEST OF SYSTEMS
STALL WARNING FUNCTIONAL TEST PPS60089M
Establish 28 Vdc on essential buss. Ensure stall warning, stall warning heat, "q" sensor, annunciator, and
annunciator malfunction circuit breakers are pushed in.
STALL WARNING SYSTEM SELF TEST
1. Activate stall warning test switch on lower left instrument panel.
2. Ensure lift transducer vane, located in leading edge of outboard lift wing, moves forward and stall warning
and stall recognition (stall warning annunciator) activate. Release test switch.
-CAUTION-
STALL WARN HEAT MUST BE OFF.
2124
27-90-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
3. Manually move lift transducer forward (up). Ensure hom and light do not operate.
a. With lift transducer held forward, place left main gear squat switch to IN-FLIGHT position. Ensure
stall warning and stall recognition activate.
b. Release left main gear squat switch and lift transducer vane.
4. Perform same test for right wing installation.
5. Activate left and right pitot/stall heat switches located on overhead switch paneL
a. Ensure lift transducer vane and mounting plate on both wings become warm and ensure stall heat indicator
(blue) located on upper portion of the left circuit protection panel illuminates.
-CAUTION-
DO NOT ACTIVATE Q OVERRIDE SWITCH.
b. Tum off both pitot and stall heat switches.
FORCE APPLICATOR KIT TEST
The lift computer adjustment potentiometers are factory set to nominal values for activating the pre-stall hom,
and the stall recognition light and hom. Actual values for these settings have been determined during flight test
of the aircraft and are recorded in the aircraft flight logbook at the time of certification.
Upon replacement of the lift computer or lift transducer, the computer settings must be adjusted, if different, to
the logbook values. To make these adjustments, use Safe Flight Instruments Corporation Force Application Kit
(PIN 1952-3) as follows;
1. Attach position bracket to lift transducer cavity (shown in figure 2-1 of kit operation handbook).
2. Attach proper gauge to positioner for each of the next two setups.
3. Check tip gram setting at which the pre-stall warning occurs. If different than the logbook valve, adjust
screw #1 (under top cover of lift computer) for proper value of tip grams.
4. Check tip gram setting at which the pre-stall recognition light and hom activates. If different than the
logbook value, adjust screw #2 (under top cover of lift computer) for proper value of tip grams.
5. Remove force application kit.
6. Reinstall all panels removed for this test.
27-90-00
Page 2
2J1
PIPER AIRCRAFT
PA42/42 720
GRIDS 2J2 THRU 2J4
2J2
27-90-00
Page 3
CHAPTER
FUEL
2J5
SYSTEM
PIPER AIRCRAFT
PA42/42720
CHAPTER 28 - FUEL
SUB-SYSTEM SUBJECT
28-00-00
28-00-00
28-00-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-10-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
GENERAL
Troubleshooting
STORAGE
Removal of Wing Tip Tanks
Installation of Wing Tip Tanks
Removal of Wing Fuel Cells
Cleaning and Inspection of Fuel Cells
Fuel Cell Compartment
Molded Nipple Fittings
Installation ofInboard, Aft-Inboard, and Outboard
Fuel Cells
Handling and Storage of Fuel Cells
Repair of Fuel Cells
Handling of Repair Materials
Repair Limitations of Fuel Cells
Repair Patch (Heat Cure Method)
Repair Patch (Air Cure Method)
Metal Fitting - Sealing Surfaces
Fuel Cell Accessory Replacement
REPAIR OF FUEL CELL DEFECTS
Testing Fuel Cells
Fuel Vent System
DISTRIBUTION
FUEL VALVES
Removal of Fuel Valves
Overhaul of Fuel Shutoff Valves
Adjustment of Fuel Shutoff and Crossfeed Valve
Leakage Test of Fuel Shutoff and Crossfeed Valve
Installation of Fuel Valves
FUEL FILTER
Removal and Cleaning of Fuel Filter Screen
Installation of Fuel Filter Screen
Installation of Fuel Filter
2J6
GRID
NO.
2J8
2J8
2J8
2Jl5
2J15
2Jl5
2Jl5
2J23
2J23
2J24
2J24
2K3
2K4
2K4
2K5
2K8
2KlO
2Kl2
2K12
2K13
2K13
2K15
2K16
2K16
2K16
2K16
2K17
2K17
2K17
2K19
2K19
2K20
2K20
EFFECTIVITY
28 - Cont.lEffec.
Page - 1
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 28 - FUEL (continued)
SUB-SYSTEM SUBJECT
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-20-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28-40-00
28 - ContJEffec.
Page - 2
DISTRIBUTION (continued)
FUEL JET PUMPS
Servicing Jet Scavenger Pump
Removal and Installation of the Jet Transfer Pump
Jet Pump Flow Check
Removal and Installation of Submerged Fuel Pump
Fuel Flow and Pressure Tests
INDICATING
Removal and Installation of Sensor Units
Nacelle Tank Sensor
Aft Inboard and Main Fuel Cell
Main Inboard Fuel Cell Sensor
Wing Tip Tank Sensor
Fuel Quantity Indicator
Tank Sensor Units
Cleaning of Tank Units
Fuel Quantity Capacitance
CHECKS AND ADJUSTMENTS OF
FUEL QUANTITY SYSTEM
Bench Testing of Tank Units
Fuel Quantity System Calibration Tests
Dry Calibration Procedure
Wet Calibration Procedure
Automatic Fuel Pump System
Test of Automatic Fuel Pump System
2J7
GRID
NO.
2K20
2K21
2K22
2K22
2K23
2Ll
2L2
2L2
2L2
2L2
2L2
2L2
2L4
2L5
2L5
2L5
2L6
2L7
2L7
2L7
2L7
2Lll
2Lll
2L12
EFFECTIVITY
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PA-42 contains individual fuel systems (shown in figures 28-1 and 28-2) in each wing for each engine.
Each standard fuel system consists of a wing tip tank and three bladder type tanks providing 200 gallons of fuel
for each engine. The 85 gallon integral nacelle tank, standard equipment in the PA-42-720, is optional in the PA-
42 models.
The fuel vessels within each wing are interconnected by feed and vent lines, and incorporate capacitance type
probes in each cell. The fuel probes are interconnected on each side to an individual indicator on a common dual
display gauge and give a linear response for each indicator's combined system. To vent the fuel systems, two
NACA non-siphoning and non-icing vents, incorporating flame arrestors are installed under each wing.
The controls regulating fuel flow, other than engine controls (start control lever and power control lever), are
used to control the crossfeed and fuel shutoff valves, both of which are manually controlled from the fuel control
panel within the cockpit. The crossfeed valve is located on the left side of the aircraft attached to the crossfeed
and left engine main feed lines (shown in figure 28-3). The fuel shutoff valves are in both main feed lines and
mounted to front spar reinforcement plates.
Fuel is delivered to each engine from wing main 95 gallon fuel tank, through a submerged fuel pump, main
feed line, fuel shutoff valve, fuel filter, the main engine driven fuel supply pump, and fuel control unit containing
another engine driven pump. The submerged fuel pump, located in the main inboard fuel cell of each wing,
functions as a primer pump, an emergency backup to the engine driven pump, and transfers and crossfeeds fuel.
A fuel filter, mounted on the left hand side (facing forward) of each firewall, consists of a filter assembly and a
pressure switch which determines when the filter is partially clogged and will soon bypass. This is a required
impending bypass warning. The main engine driven fuel supply pump is an engine driven pump mounted on the
accessory section of the engine on a dual drive pad which also drives a hydraulic pump.
A jet type scavenger pump, incorporated in each fuel system, controls venting of fuel into the atmosphere
during an engine shutdown. A jet pump is activated whenever fuel pressure exists and the condition lever is
positioned in idle cutoff. During start, fuel is returned to the tank by the jet pump to purge any vapor from the
fuel control unit fuel pump.
Fuel tank drains are provided at fuel cell or tank low points. Fuel filters, mounted on the forward side of each
firewall, also contain drain valves.
TROUBLESHOOTING
Troubles peculiar to the fuel system are listed in chart 2801 along with possible causes and suggested
remedies. When troubleshooting, check fuel supply to items affected. If problem is not found, check individual
components and remove, overhaul, or replace defective units. Electrical diagram for this system may be found in
Chapter 91, Electrical Wiring Section.
2J8
280000
Page 1
PIPER AIRCRAFT
PA-42/42-720
DRAIN VALVE
FUEL VENT LINE
CONDITION LEVER
FUEL

.----""'- DRAIN VALVE
FLOW METER
I FUEL DUMP
FUEL DRAIN VALVE
FUEL HEATER
FUEL PUMP
FILTER
-NOTES-
1. ENGINE DRIVEN BOOST
PUMP OPERATES ANY TIME
ENGINE GAS GENERATOR
(N1) IS TURNING AND
SUPPLIES FUEL TO THE
FUEL CONTROL UNIT.
2. SUBMERGED FUEL PUMP IS
USED TO OPERATE THE
JET TRANSFER PUMP, AN
EMERGENCY BACKUP AND
FOR CROSSFEED
OPERATION.
FIREWALL SHUTOFF VALVE
CHECK VALVE
FUEL FLOW "'" :
DUAL FUEL QUANTITY GAUGE __ . _J
CROSSFEED VALVE
VENT LINE
FUEL RETURN LINE
SENDER
UNIT
INBD
FUEL CELL
28-00-00
Page 2
CHECK VALVE-- I
---=========::=:.J SOLENOID PUMP
JET
- VALVES
SUBMERGED
FUEL PUMP
SENDER UNIT
TIP RELIEF VALVE
SUMP DRAIN VALVE
VENT FLOAT VALVE
(NACA) NON-ICIN
SUMP DRAIN VALVE
ANTI - SIPHON
FILLER CAP
NACELLE FUEL TANK
SENDER UNIT
TIP FUEL CELL
Figure 28-1. Standard Fuel System Installtion (PA-42 only)
2J9
PIPER AIRCRAFT
PA-42/42-720
FLOW DIVIDER
FUEL NOZZLE
DRAIN VALVE
DRAIN VALVE
GAS GENERATOR CASE
FUEL VENT LINE
FLOW METER
FUEL DUMP
-NOTES-
CONDITION LEVER
CHECK VALVE- :
1. ENGINE DRIVEN BOOST PUMP OPERATES
ANY TIME ENGINE GAS GENERATOR (N1)
IS TURNING AND SUPPLIES FUEL TO THE
FUEL CONTROL UNIT.
2. SUBMERGED FUEL PUMP IS USED TO
OPERATE THE JET TRANSFER PUMP, AN
EMERGENCY BACKUP AND FOR
CROSSFEED OPERATION.
FILTER DRAIN VALVE
FUEL HEATER
FUEL PUMP
FILTER
VENT LINE
FUEL RETURN LINE
CROSSFEED VALVE JET
SOLENOID PUMP
VALVES
SENDER
UNIT
INBD
SUBMERGED
FUEL PUMP
, CHECK SENDER UNIT
TIP RELIEF LINE
SUMP DRAIN VALVE
VENT FLOAT VALVE
ALVE
NON-ICING
__ ____ __ ANTI-SIPHON FILLER CAP
'" SENDER UNIT
"'-SUMP DRAIN VALVE SENDER UNIT
ANTI-SIPHON FILLER CAP
NACELLE FUEL TANK = OPTIONAL PART OF SYSTEM ON PA-42 ONLY
Figure 28-2. PA-42-720 Fuel System Installation
2J10
28-00-00
Page 3
PIPER AIRCRAFT
PA42/42 720
FUEL MANIFOLD
FLOW DIVIDER FLOW DIVIDER
FUEL NOZZLE
DRAIN VALVE -"""r-----.
FILTER DRAIN VALVE
FUEL HEATER ---tr ............ -0.,
FUEL PUMP
FILTER
CHECK VALVE
VENT LINE
VAPOR
BLEED
LINE
DRAIN VALVE
CROSS FEED VALVE
r---____ DRAIN VALVE
FLOW METER
.. FUEL DUMP
FILTER DRAIN VALVE
FUEL HEATER

FILTER
':>+-!Ht---tt--- SENDER UNIT+-----it---+-Itt-.. :.
I
DUAL FUEL
QUANTITY GAUGE
INBD AFT
FUEL CELL
Figure 28-3. Fuel Feed and Crossfeed Installation (PA-42)
28-00-00
Page 4
2J11
PIPER AIRCRAFT
PA-42/42-720
FUEL MANIFOLD
FUEL NOZZLE
DRAIN VALVE
FLOW DIVIDER FLOW DIVIDER
FUEL DUMP
FUEL DRAIN VALVE
FUEL HEATER
FUEL FLOW METER ---jM1lL" dL
FUEL PUMP
FILTER ----.IL
CHECK VALVE
VENT LINE
VAPOR
BLEED LINE
DRAIN VALVE
VALVE
\
DUAL FUEL QUANITY GAUGE
SUBMERGED FUEL PUMP
?=H:=C::w...
FUEL NOZZLE
DRAIN VALVE
FUEL DUMP
FUEL DRAIN VALVE
FUEL HEATER
1Ir1t""_ FUEL FLOW METER
FUEL PUMP
FILTER
REWALL SHUTOFF VALVE
VENT LINE
FUEL
RETURN
LINE
SENDER UNIT
,,-SUMP
DRAIN
VALVE
Figure 28-4. Fuel Feed and Crossfeed Installation (PA-42-720, SIN's 42-8301001 and up)
2J12
28-00-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
CHART 2801. TROUBLESHOOTING (FUEL SYSTEM)
Trouble
Fuel gauge fails to indicate
proper tank level.
Fuel valves leak, pressure
low or pressure surges.
Low fuel pressure.
Unidentified leak.
Fuel leaking from
NACA vents.
28-00-00
Page 6
Cause
Circuit breaker out.
Broken wire.
Gauge inoperative.
Incomplete ground.
Vent holes in fuel
transmitter clogged.
Obstruction in inlet
side of pump.
Faulty pump.
Fuel valve stuck.
No fuel in tanks.
Filters dirty.
Faulty fuel pressure
gauge or transducer.
Fuel lines damaged or
improperly installed.
O-rings improperly
installed.
Tank leak.
Full fuel tanks and fuel
expansion due
exposure to heat.
Float valve in nacelle tank,
aft inboard tank or float
valve in tip tank sticking
open or leaking.
2J13
Remedy
Check and reset.
Check and repair.
Replace.
Check ground connection at
gauge and at fuel transmitter
in the wings.
Clear vent holes.
Trace lines and locate
obstruction.
Replace pump.
Check valve.
Check and fill.
Clean filters.
Replace gauge or
transducer.
Locate and repair.
Locate and repair or
tighten.
Repair leak.
Defuel aircraft or park in a
shaded or cooler location.
Defuel aircraft and
inspect valves for
condition.
PIPER AIRCRAFT
PA42/42720
CHART 2801. TROUBLESHOOTING (FUEL SYSTEM) (continued)
Trouble Cause
Fuel leaking from Filler caps improperly
filler caps. adjusted and not
sealing properly.
Engine stops with more than Motive Port in Jet Transfer
10 gallons (67Ibs.) of fuel pump clogged.
remaining and/or a significant
amount of fuel still remains in Inlet Port screen clogged.
aft inboard (aux) tank.
Erratic movement of meter Friction in meter movement
in Fuel Quantity Indicator. caused by dirt or improper
alignment of meter pointer.
Fuel Quantity Indicator Meter movement coil is
inoperative. open.
Defective component on
printed circuit boards.
Aircraft connector not
connected properly to
indicator.
Aircraft wiring defective.
Zero indication of Fuel Meter pointer out of
Quantity Indicator is balance.
out of tolerance.
Internal mechanical
adjusnnent of meter
not set properly.
External adjusnnent
incorrect.
2J14
Remedy
Adjust filler caps to
obtain tight seal.
Service Jet Transfer Pump.
Remove and clean affected
item.
Replace Fuel Quantity
Indicator.
Replace Fuel Quantity
Indicator.
Replace indicator.
Check connector installation
at indicator.
Check wiring, repair as
required.
Replace indicator.
Replace indicator.
Adjust.
28-00-00
Page 7
STORAGE
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF WING TIP TANKS (figure 28-4)
1. Drain tarue
2. Remove fairing between wing tip and tip tank.
3. Remove sender unit.
4. Disconnect electrical wires to navigation lights and strobes.
5. Disconnect all plumbing from tip tank. Cover ends to prevent fuel contamination.
6. Support tank, remove six bolts holding tank to the wing and remove tank.
INSTALLATION OF WING TIP TANKS (figure 28-4)
1. Connect tank to wing by installing six bolts.
2. Connect all plumbing to tank.
3. Install sender unit and connect electrical leads to navigation lights and strobes.
4. Install fairing between wing tip and tip tank.
-NOTE-
Model serial numbers 42-7800001 thru 42-8001012 require
installation of MIL-I-63I clear plastic tubing (Piper PIN 189-534)
between clamp and tubing and bonding strap of fuel system tip tank
installation. (See figure 28-4, sketch A and B.)
REMOVAL OF WING FUEL CELLS (figures 28-5, 28-6, and 28-7)
1. Drain both systems when removing cells on both sides. If only one side is affected, or when replacing or
servicing main inboard fuel cell, close crossfeed valve and drain appropriate tank or system.
2. Remove necessary access plates on wing to gain access to fuel cell and senders. When removing inboard
main fuel cell, remove forward bottom wing root and fuel cell drain panels and plates.
3. Inboard and outboard main fuel cells interconnect, where applicable, with nacelle tank, wing, and vent
system through fittings mounted in wing skin located under nacelle. When removing tanks, remove top
center panel on nacelle to make access to fittings. Remove bolts attaching fittings to wing and all hardware
from affected tank.
4. Disconnect wires from appropriate senders, remove screws securing each sender to fitting, and carefully
withdraw sender with its gasket from cell. Note position of each gasket relative to sender unit when
removing, to facilitate reinstallation.
5. Reach through appropriate access hole. Loosen and disconnect clamps from nipples and interconnecting
tubes. If replacement of tubes is necessary, remove from wing by disconnecting each tube ground strap
from spar and from other tank.
2J15
28-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
1. TIP TANK ASSEMBLY
2. VENT WELL COVER
3. FUEL FILLER CAP ASSEMBLY (ANTI- SIPHON)
4. QUICK DISCONNECT
5. ATTACHMENT PLATE (WING FRONT SPAR)
6. BOLT ASSEMBLY (6 REQ.)
7. ATTACHMENT PLATE ( WING MAIN SPAR)
8. SENDER.
9. ATTACHMENT PLATE (WING REAR SPAR) 3
2

I " B
I \

\ \ \
\ \ \
\..
10. FITTING
11. WASHER
'- 12. BOSS
13. STRAINER ASSEMBLY
14. LINE ASSEMBLY
15. BOSS
16. FITTING
17. GASKET
18. PLASTIC TUBING
5
19. CLAMP
20. BONDING STRAP
TORQUE
""f.''''-'''' .... _____ 150 TO 250
IN. LBS.
20
/ /.,-"--- 18
SKETCH A
16
18
17
20
SKETCH B
Figure 28-5. Tip Tank Installation
281000
Page 2
2J16
PIPER AIRCRAFT
PA-42/42-720
.060 MIN. CLEARANCE
BETWEEN SKIN AND
ADAPTER
SEALANT (PR1422 - A 2) FOR
DOME NUT SEALING AND
LIGHTNING PROTECTION
GASKET
SECTIONAL VIEW A - A
---
SECTIONAL VIEW B - B
-NOTE-
COVER PLATE
SEALANT (PR1422 - A 2) FOR
DOME NUT SEALING AND
LIGHTNING PROTECTION
IF NECESSARY, THE TIP TANK DOME NUTS MAY BE SEALED BY COATING
THE ENTIRE SURFACE OF THE NUTS WITH PR 1422 - A 2 SEALANT. THE
DOME NUTS MUST BE COATED WITH SEALANT ON THE FUEL SIDE AS
SHOWN ABOVE. THIS WILL ASSURE OPTIMUM LIGHTNING PROTECTION
FOR THE TANK AS WELL AS A FUEL SEAL FOR THE NUTS
Figure 28-5. Tip Tank Installation (continued)
2J17
28-10-00
Page 3
16
1. ATIACHMENT PLATE
2. COVER
3. GASKET
5. GASKET
6. ATIACHMENT LOOP
7. CORD
8. TIE KNOT
9. FUEL CELL
10. GASKET
11. CAP ASSEMBLY
12. ADAPTER
13. GASKET
14. BUSHING
15. WASHER
16. LINER
281000
Page 4
PIPER AIRCRAFT
PA42/42720
8
g
1 ~
-NOTE-
LACING IN THIS AREA TO BE PULLED "TIGHT" AND "TIED OFF"
AFTER SENDER UNIT INSTALLATION HAS BEEN COMPLETED
Figure 28-6. Inboard-Main 95 Gallon Fuel Cell
2J18
PIPER AIRCRAFT
PA-42/42-720
6. On underside of wing, remove screws mounting quick drain plates to wing. Carefully draw two fuel cell
drains out of wing. (Enough to allow screwdriver to release clamps.)
-CAUTION-
TO PREVENT NYLON FITTING FROM TURNING WHEN
DISCONNECTING ELECTRICAL CONNECTION ON FUEL
PUMPS, A WRENCH MUST BE USED TO BACK UP EACH
CONNECTION ON TANK. IF FITTING TURNS, INTERNAL
WIRE CONNECTIONS WILL BREAK AND PUMP MUST BE
REPLACED.
7. When removing inboard main fuel cell, remove electrical connections from fuel pump in cell and
disconnect and cap fuel lines.
a. Withdraw pump from tank by removing four bolts mounting pump to tank and wing rib. Lift pump
through access hole in wing.
-CAUTION-
DO NOT DAMAGE SMALL FLAPPER VALVE IN INTERIOR
BAFFLE, NEXT TO FUEL PUMP MOUNTING LOCATIONS,
WHEN REMOVING MAIN INBOARD FUEL CELLS.
8. Reach through proper access hole for each fuel cell. Untie nylon cord securing each cell.
9. Remove all cap bolts at access holes attaching cells to skin brackets. Push cell down and work nylon cord
back through cell hangers and rib bushings to ends of cell compartment.
10. Remove screws attaching mounting brackets to wing skin in each elongated access hole. Remove brackets
from holes.
11. Place tape or other protective material around cell access opening, preventing damage to cell during
removal.
12. Fold cell neatly in wing; tape or tie. Remove cell gently through elongated opening on top of wing.
2J19
28-10-00
PageS
PIPER AIRCRAFT
PA42/42720
1. FUEL CELL ASSEMBLY
2. FUEL CELL LINERS
3. WASHER
4. SNAP BUSHING
5. FUEL FILLER ADAPTER
6. NYLON CORDS
7. FUEL CELL ATTACHMENT CORDS
8. FUEL CELL GASKET
9. FUEL CELL ATTACHMENT PLATE
10 .CAP ASSEMBLY
11. FUEL SENSOR SUPPORT PLATE
12. FUEL QUANTITY SENSOR ASSEMBLY
13. FUEL SENSOR GASKET
14. COVER PLATE
Figure 28-7. Outboard 40 Gallon Fuel Cell
281000
Page 6
2J20
~ 0
0-,
I
~ - - 3
1. FUEL CELL LINERS
2. CLAMP
3. FLOAT VALVE
4. FUEL CELL ASSEMBLY
5. WASHER
6. SNAP BUSH ING
7. NYLON CORDS
PIPER AIRCRAFT
PA-42/42-720
8
'Q::;. -
10. FUEL CELL COVER
11. FUEL CELL ATIACHMENT PLATE
12. WASHER AND BOLT
13. FUEL CELL STRAP
7 6
5
8. FUEL QUANTITY SENSOR ASSEMBLY
9. FUEL CELL GASKET
Figure 28-8. Aft Inboard 33 Gallon Fuel Cell
2J21
28-10-00
Page 7
PIPER AIRCRAFT
PA42/42 720
5. CHECK VALVE AND FINGER STRAINER
6. FUEL FILLER CAP ASSEMBLY
7. FUEL FILTER ASSEMBLY
8. FUEL PRESSURE TRANSMITTER
9. FUEL FLOW TRANSMITTER
10 .FUEL PUMP ASSEMBLY
11. SUBMERGED FUEL PUMP ASSEMBLY
12. FUEL CROSSFEED VALVE
13. FUEL JET PUMP
14. FUEL DRAIN VALVE ASSEMBLY
15. FUEL SHUTOFF VALVE
16. FUEL RETURN LINE
UP
~ F W
VIEWB
4
15
8
VIEW A
Figure 28-9. Wing Fuel System
28-10-00
Page 8
2J22
13
16
PIPER AIRCRAFT
PA-42/42-720
CLEANING AND INSPECTION OF FUEL CELLS
1. Cleaning procedure:
a. New Cells: New cells need not be cleaned after removal from containers, if promptly installed in
airframe cavities. If cells are not installed immediately and become dirty, clean with soap and wann
water prior to installation in clean cavity.
b. Used Cells: Prior to removal, drain fuel from cells, purge with fresh air, and swab out to remove all
traces of fuel. Following removal, clean cells inside and out with soap and water.
-WARNING-
A VAPOR-PROOF LIGHT MUST BE USED DURING
INSPECTION.
2. Inspection procedure:
a. New Cells: Inspect cell surface inside and out for cuts, abraded (scuffed) areas, and accessory damage.
Also inspect fitting seals for nicks, scratches, and foreign material.
b. Used Cells: Inspect cells removed from airframe cavity for repair, or being returned to service for cuts,
abraded (scuffed) areas, and accessory damage on inside and outside of cell surface. Reach through
fuel cell access plate and take section of cell between thumb and forefinger. Wipe ridge with cloth
soaked with Methylethylketone. If fine cracks are found, fuel cell is not repairable and must be
replaced.
c. Baffled Fuel Cells: Conduct the following inspection every 2 years or after 2000 hours in service,
whichever comes first:
(1) Defuel both main cells.
(2) Remove access plates located inboard of nacelle. Remove both wing and fuel cell access plates.
(3) Inspect fuel cell fittings for rubber deterioration by using fingernail to attempt scraping rubber off
metal or nipple fitting. If rubber is not deteriorated, fingernail will glide across rubber. If
deterioration, fingernail will dig into rubber. Deteriorated rubber usually changes from light
yellowish tan to dark, reddish brown color.
(4) Check tension and knots of two nylon support cords.
(5) Inspect interior of cell for baffle security and proper operation of flapper valve. Inspect both sides
of baffle.
(6) Inspect exterior of cells to ensure Velcro tape has not separated from cell or liner surfaces.
(7) Install all access plates on fuel cells and wings. Fill cells and check for leaks.
3. Fuel cell repair procedures are found in paragraph titled Repair of Fuel Cells.
FUEL CELL COMPARTMENT
1. Clear cell compartment of all foreign material such as trimmings, loose washers, bolts, or nuts.
2. Round off any sharp edges in fuel cell compartment.
3. Inspect fuel cell compartment prior to fuel cell installation.
4. Tape over all sharp edges and rough rivets.
2J23
28-10-00
Page 9
PIPER AIRCRAFT
PA42/42720
MOLDED NIPPLE FITTINGS
For best service from this type fitting, exercise the following precautions at time of installation.
1. Apply thin film of Simonize Wax. to metal tubes to facilitate installation and removal.
2. Insert fuel lines into each nipple until end is flush with inside edge of cell.
3. Ensure hose clamps clear end of fitting by 0.25 inch, where possible.
4. Torque hose clamps once. Do not retighten unless hose clamp is loosened completely and allowed to set for
15 minutes before retightening.
5. Do not use sealing paste or gasket compound.
INSTALLATION OF INBOARD, AFT-INBOARD, AND OUTBOARD FUEL CELLS (figure 28-5 and
28-6)
1. Inspect cell compartment.
2. Do not remove cell from shipping container until ready for installation.
3. Ensure cell is wann enough to flex. Do not use sharp tools such as screwdrivers, files, etc, for installation
purposes.
4. Place tape or protective material over edges of elongated access opening to prevent damage to cell.
5. Roll cell into proper shape and size to insert through access opening cell.
6. After fitting cell into wing, unroll cell and establish proper sizing of cell to fit compartment.
7. From each end of cell compartment, feed cord through cell hangers and rib bushings until cords can be
joined at access openings. Do not tie cord but route as shown in figures 28-5 and 28-6.
-NOTE-
The nylon cord holding fuel cells has a 0.125 inch diameter with a
minimum breaking strength of 550 pounds and confonns to MIL-T-
5040C, Type III specifications.
8. Connect fuel drain plate by inserting threaded end of bolt or rod (not under three inches long) up through
plate and nipple fitting of fuel cell (figure 28-9). Reach through fuel cell opening and install 2 or 2 1/2 inch
diameter washer on bolt or rod; secure with nut. Pull nipple down through opening in wing panel enough to
clamp nipple fitting to plate.
9. Remove bolt or rod. Secure plate to wing panel and install drain valve.
10. On inboard main cell, install submerged fuel pump through access opening in wing top. Secure to inboard
rib with four bolts attaching pump.
11. Connect electrical wires to inboard cell, check valve on submerged fuel pump, and connect fuel lines to
check valve.
12. Install fuel cell flange mounting brackets in elongated access holes with screws.
28-10-00
Page 10
2J24
PIPER AIRCRAFT
PA-42/42-720

Figure 28-10. Fuel Valve - Drain Plate Installation
13. Wipe inside of cell clean with clean, soft, lint-free tack cloth; inspect cleanliness.
14. To attach fittings in nacelle wing skins, proceed as follows:
a. If fitting can be reached through nearby access hole, hold cell and gasket up against attachment bracket
and insert several bolts.
b. If fitting cannot be installed as above, reach down through removed access plate on nacelle, insert
threaded rod or bolt through hole in wing bracket, down into corresponding hole in cell nut flange
fitting, and pull cell up against bracket. Install several cap bolts to hold fuel cell until rod is removed,
install remaining bolts, and torque to 35 5 inch-pounds.
15. Connect fuel lines attached to outboard ends of fuel cells and drain line running from inboard end of main
outboard fuel cell to inboard end of main inboard cell.
16. Connect two crossover tubes between main inboard and outboard fuel cells by inserting tubes into nipples in
each cell and installing clamps from inside cell. Torque clamps to 60 - 65 inch-pounds. Ensure ground
strap on crossover tubes is attached to spar.
17. Install senders, gaskets (one on each side of bracket), and screws. Tighten nylon screws to 5 +2/-0 inch-
pounds.
18. Connect sender wires. Ensure insulator sleeve insulates so wires attach to sender. Install sender access
plates.
19. Draw nylon tie cords tight and hold. (See figure 28-5 for positioning of tie cords on outboard fuel sender on
main fuel cell.) Ensure cell is positioned correctly in cell compartment, draw cord tight, hold with clamp or
pliers, and tie. (See figure 28-10.)
20. Install remaining cell cover access plates on top of wing. Torque cell cover cap bolts to 25 5 inch-pounds.
21. Check for fitting leaks in cell by inserting fuel.
22. Install remaining access plates, lower wing root fairing, and nacelle top panel.
2K1
28-10-00
Page 11
28-10-00
Page 12
STEP 1
PIPER AIRCRAFT
PA-42/42-720
1
STEP 2 STEP 3 STEP 4
STEP 5
STEP 6 STEP?
Figure 28-11. Detail in Fuel Cell Threading
2K2
PIPER AIRCRAFT
PA-42/42-720
HANDLING AND STORAGE OF FUEL CELLS
1. To prevent needless damage to fuel cells, exercise the following precautions when handling cells:
a. Fold or collapse cells for storage, transport, or installation into airframe cavities.
b. Use protective covers over fitting seal to protect seal surface from contact with cavities during removal
or installation.
c. Protect cells from tools, hot lights, etc.
d. Avoid stepping on folds or creases.
e. Do not carry cells by fittings.
f. Maintain original cell contours or folds when refolding.
g. When repairing, maintain natural contours of cells, place on well-lit and well-ventilated surfaces, and
prevent contact with sharp edges, comers, and dirty floors.
h. Inspect cavities and ensure cleanliness prior to cell installation.
i. Do not stack cells.
-WARNING-
NO SMOKING OR OPEN FLAME IS ALLOWED WHEN
REPAIRING CELLS.
2. Observe the following rule when storing cells:
a. Clean used cells with soap and wann water prior to storage; dry and place in container.
b. Fold cells smoothly and lightly as possible with minimum number of folds. Place protective wadding
between folds.
c. Wrap cell in moisture-proof paper and place in suitable container. Do not crowd cell in container. Use
wadding to prevent movement.
d. Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom boxes.
Leave cells in boxes until used.
e. Storage area must be approximately 70 and free of exposure to sunlight, dirt, and damage.
2K3
28-10-00
Page 13
PIPER AIRCRAFT
PA42/42720
REPAIR OF FUEL CELLS
-CAUTION-
THE REPAIR OF LORAL VITHANE FUEL CELLS SHOULD
BE RESTRICTED TO AUTHORIZED PERSONNEL WHO
HAVE BEEN CERTIFIED AND TRAINED BY LORAL
REPRESENTATIVES, OR WHO HAVE RECEIVED THEIR
TRAINING FROM PERSONS WHO HAVE BEEN CERTIFIED
AND TRAINED BY LORAL REPRESENTATIVES.
-NOTE-
The following repair procedures are in accordance with the cell
manufacturers repair procedure.
The following are recommended field repair procedures for fuel cells constructed of Loral BTC - 85 material.
Any of three methods may be used for repairs: heat cure, air cure, or quick cure. All repairs are neat and
permanent. Heat cure repairing allows cells to be cured and ready for installation in two hours. Air cure
repairing requires that the cell not be moved for 72 hours or longer. Quick cure repairing can be used on cells
that have minor damage and can be repaired in six hours.
HANDLING OF REPAIR MATERIALS
-CAUTION-
REPAIR CEMENT FOR HEAT AND AIR CURE REPAIRS
(5923C) AND QUICK CURE REPAIRS (82C32) REQUIRES
THOROUGH MIXING TO OBTAIN FULL ADHESIVE
VALUES.
ALL CONTAINERS FOR CEMENTS AND SOLVENTS
SHOULD BE PROPERLY IDENTIFIED.
1. Protect repair materials from dirt, contamination, sunlight. and excessive heat or cold during storage.
Containers are to be tightly capped and stored between 30F and 85F temperature.
2. Mix repair cements immediately before application.
3. Refer to each curing method for pot life of mixed cement.
28-10-00
Page 14
-NOTE-
Unmixed repair cements have a shelf life designated by Loral on the
storage containers.
2K4
PIPER AIRCRAFT
PA-42/42-720
REPAIR LIMITATIONS OF FUEL CELLS
-NOTE-
Ff - 227 fabric is used to repair simple contours only. All patches
referred to in repair procedures are of this type
1. Lap inside patches over defective edges 1.0 inch minimum in each direction.
2. Cut outside patches approximately 0.25 to 0.50 inch larger than inside patches.
3. Apply outside patches and allow to cure before applying inside patches
4. Apply both outside and inside patches for blisters between inner liner and fabric larger than 0.25 inch in
diameter.
5. Apply both outside and inside patches to rerair holes and punctures. Apply both outside and inside patches
to repair seperations between outer plies larger than 1.0 inches in diameter.
-NOTE-
Slits or tears are limited to 6.0 inches maximum in length.
6. Apply outside patch only to external abraded or scuffed areas without fabric damage.
7. Trim loose laps as necessary provided a 5.0 inch effective band remains.
-CAUTION-
FOR EACH 10 DROP IN TEMPERATURE FROM 70F, ADD
20 HOURS CURE TIME. DO NOT AIR CURE REPAIRS
BELOW 60F.
8. Clamp repair patches when performing air cure repair. Cure at room temperature of 70F undisturbed for 72
hours.
9. Limit fitting repairs to loose flange edges, seal surface rework, and coat stock.
10. Do not exceed four heat cure repairs in the same area.
-NOTE-
Any damage not covered by the above the cell should be returned for
repair to: Loral Engineered Fabrics, 669 Goodyear Street, Rockmart,
Georga. 30153 - 0548.
2K5
28-10-00
Page 15
ITEM/DESCRIPfION
*5923C Cement
FT - 227 Repair fabric
PIPER AIRCRAFT
PA42/42720
CHART 2802
FUEL CELL REPAIR EQUIPMENT LISTS
Repair Kit, Loral Part No. 2F1-3-37813
GROUP I MINIMUM MATERIALS
(3 component, 1/2 pint set.)
(Sheet, 12 in X12 in min.)
Methylethylketone (MEK) solvent (Quart can)
AP -368 manual (latest issue)
*Shelflife limited to one year from date on container.
GROUP II MINIMUM EQUIPMENT
ITEM/DESCRIPfION
Measuring cup (250 ml.)
Release film (cellophane) (Sheet 6in X 24 in. min.)
Foam rubber, cloth backed (Sheet 12/4 in X 12 in. X 12in min.)
Cement application brush (lin wide)
Aluminum pressure plate (1/4 in X6 in X6 in min.)
GROUP m. MINIMUM LEAK TEST EQUIPMENT
ITEM/DESCRIPfION
Phenolphthalein (analytical grade)
Ammonia (27% concentrate)
Ethyl alcohol
Balloon or broad cloth
2Fl - 3 - 35721 - 1 heat cure iron
C - clamps
Vaperproof light
Sheers
Electric motor
Abrasive armor
Sanding sleeve
Abrasive cloth
Abrasive cloth
Scale
Manometer
Closure plates
28-10-00
Page 16
(40 g in 20z bottle)
(commercial grade)
(commercial grade)
(white)
(240 temperature setting)
(6 inch)
(with 25 foot cord)
(8 to 10 inch long)
(Black and Decker PIN 725,2250 rpm,
1.9 amp, 115 VAC or equivalent)
(Dunemore R421003, 1/4 in. drive,
1 in long X 1 in. dia.,or equivalent.)
(80 grit)
(120 grit in sheets)
(320 grit in sheets)
(12 inch straight edge)
(Fisher Scientific Co.PIN 11 - 286,
water or mercury, 12 in. long, or equivalent.)
(fabricated locally)
2K6
QUANTITY REQUIRED
8
2
1
1
QUANTITY REQUIRED
1
2
2
2
4
QUANTITY REQUIRED
4 btl.
Ipt.
8 qt.
2 yd.
1
6
1
1
1
1
6
2
2
1
1
AIR
lTEM/DESCRIPfION
PIPER AIRCRAFT
PA-42/42-720
CHART 2802 (continued)
FUEL CELL REPAIR EQUIPMENT LISTS
Repair Kit, Loral Part No. 2Fl-3-4221S
GROUP I MATERIALS
3604N nylon fabric (NSN 8135-01-242-3515) 3.5 oz
*82C32 Cement NSN 8040-01-243-6624 ( 2 comonent set)
AP - 472 Manual (latest issue)
* Shelf life limit 12 months.
lTEM/DESCRIPfION
Cement application brush
Scotch Brite pad
Tounge depressor
CUlved sissors(4inch long)
China marker
GROUP II MATERIALS
(l inch wide)
(6 inch X 9 inch)
(wooden)
1pr.
(white #l64T)
-NOTES-
QUANTITY REQUIRED
2 sq. yds.
9 ea. 1/2 pt.
1 ea.
QUANTITY REQUIRED
4 ea.
2 ea.
9 ea.
1 ea.
1. All materials required to perform autorized repairs are included in the group I and group II repair kits except
for clean cloths and methylethyketone.Accessories -To be ordered per individual cell requirements.
2. Order material and equipment from Aero Hardware and Parts Co. if not avaialble order from Loral
Engineered Fabrics.
Aero Hardware& Parts Co. Loral Engineered Fabrics
1037 Boston Post Road 669 Goodyear Street
Rye, N.Y10580. Rockmart Georga, 30153 - 0548
3. Repair fabric and cement can be purchased seperaUy by specifying the code number or national stock
number (NSN) listed above
4. Solvent and Clean cloth can be purchased from Aero Hardware or a local supplier.
2K7
28-10-00
Page 17
PIPER AIRCRAFT
PA .. 42/42 .. 720
REPAIR PATCH (HEAT CURE METHOD)
-CAUTION-
DO NOT APPLY AN OUTSIDE AND INSIDE PATCH
SIMULTANEOUSLY. APPLY OUTSIDE PATCH FIRST.
1. Cut a patch from Ff - 227 repair fabric to the size required to ensure a proper lap over the injury in all
directions.
a. Hold shears at an angle to produce a beveled edge (feather) on the patch.
b. Round comers of patch. Ensure dull side or gum contact face of repair patch is the largest surface after
beveling.
2. Wash one square foot of cell wall beyond damaged area in all directions.
3. Wash contact side of patch using a clean cloth dampened with Methylethylketone solvent.
4. Center repair patch over damaged area. Mark cell .50 beyond patch in all directions
-CAUTION-
BUFF CELL SURFACE WITH CARE TO AVOID FURTHER
DAMAGE.
5. Buff cell surface surrounding damaged area as marked and contact side of patch with fine emery cloth to
remove gloss.
6. Wash cell and patch surfaces two more times using a cloth dampened with MEK.
-CAUTION-
TO PREVENT CEMENT FROM STICKING CELL WALLS
TOGETHER, ENSURE CELLOPHANE PLACED INSIDE
CELL REMAINS IN PLACE.
7. Tape a piece of cellophane inside the cell over the injury.
8. Fold cell so repair can be completed without repositioning cell.
-WARNING-
CEMENTS AND SOLVENTS ARE FLAMMABLE. MIX AND
APPLY CEMENT IN WELL VENTILATED AREA.
REPAIR CEMENT 5923C SHELF LIFE IS ONE YEAR FROM
DATE ON CONTAINER. DO NOT USE OUT DATED CEMENT.
-NOTE-
Mix and apply cement at minimum temperature of 700E Pot life of
mixed cement is 20 minutes to one hour.
9. Mix repair cement 5923C as follows:
a. Shake contents of part 2.
b. Pour contents of part 2 into part 1. Stir thoroughly, making sure entire contents of both containers are
are blended completely.
28-10-00
Page 18
2K8
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Rapid stirring or shaking will cause air bubbles to form. Air bubbles
in cement can result in repair voids. pits. blisters. and leak paths.
10. Apply one even coat of 5923C cement on buffed area of cell to within 1/4 inch of edge and on buffed side of
patch. Allow to dry for 15 minutes.
-CAUTION-
COVER CEMENT CONTAINER BETWEEN APPLICATIONS
TO MAXIMIZE POT LIFE.
11. Apply second coat of 5923C repair cement to cell and patch. If cement has become too thick to brush. mix
new batch of cement. (Refer to step 9.)
12. Allow cement to dry for 5 minutes.
13. Center repair patch over damaged area. Lay patch carefully by rolling action from center of patch to edges
to prevent trapping air. While surface is wet, slide repair patch by hand to improve lap
-CAUTION-
BE SURE PIECE OF CELLOPHANE IS LARGER THAN
CEMENTED AREA AND REMAINS IN PLACE. ENSURE
FILM OBTAINS COMPLETE COVERAGE.
14. Tape piece of cellophane over patch.
-NOTE-
Aluminum plates must be larger than patch.
15. Cover one side of aluminum plate with 0.25 inch fabric-backed airfoam (fabric side out). Tape airfoam into
place. Ensure airfoam covers edges of plate for protection.
16. Cut two backup boards larger than cemented area and smooth all edges.
-CAUTION-
ENSURE CELL IS NOT FOLDED BETWEEN PRESSURE
PLATE AND BOARDS TO PREVENT PERMANENT CREASE.
ENSURE PATCH DOES NOT MOVE WHEN TIGHTENING
CLAMP.
17. Fold cell next to patch. Place plate with airfoam over patch.
18. Place 2Fl-3-2572 repair iron on center of plate. Cover iron with other backup board. Secure assembly in
place with C clamp. Wipe off any excess cement that flows from pressure plates.
19. Connect repair iron to 110/120 Vac. Set iron to 240F and allow to cure for two hours.
20. Unplug iron and allow assembly to cool to the touch.
21. Dissemble cure iron, plate, and boards from cell. Dampen cellophane and remove from cell.
22. Check for complete seal of patch edges.
a. Trim loose edges ifless than 1/8 inch.
b. Bond loose edges with cement and cure if more than 1/8/ inch.
23. Repeat steps 1 thru 22 for inside patch. except cut patch 1/4 inch to lf2 inch smaller than outside patch.
2K9
28-10-00
Page 19
PIPER AIRCRAFT
PA42/42720
REPAIR PATCH (AIR CURE METHOD)
-NOTE-
A minimum of 72 hours curing time at 70F is required per patch. A
minimum of 144 hours is required to install an outside and inside
patch. Add 20 hours cure time for each 10F drop in temperature.
Never attempt to air cure at temperatures below 60F.
1. Follow the procedure for the heat cure method, except omit the following:
a. Omit cure iron from steps 18 and21.
b. Omit steps 19 and 21.
2. Refer to fuel cell repair limitations for curing time.
REPAIR PATCH - QUICK CURE METHOD
-WARNING-
REMOVE FUEL CELL FROM AIRCRAFT BEFORE
PERFORMING QUICK CURE METHOD.
-CAUTION-
USE EITHER HEAT CURE OR AIR CURE METHOD IF
DAMAGE IS WITHIN 5/8 INCH FROM OUTSIDE DIAMETER
OF METAL FITTINGS
1. Cut repair patch from 3604N fabric material to size that extends 1.0 inch beyond injury in all directions
-NOTE-
It is recommended that a round patch 3 inches in diameter be used.
-WARNING-
MEK IS FLAMMABLE. TAKE ALL NECESSARY PRE-
CAUTIONS TO PREVENT SERIOUS INJURY TO YOURSELF
AND/OR FELLOW WORKERS.
2. Wash fuel cell approximately 12 inches beyond injury in all directions using a cloth dampened with MEK.
3. Center fabric patch over injury. Mark cell 0.50 inch beyond patch in all directions.
28-10-00
Page 20
2K10
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
BUFF FUEL CELL WITH CARE TO PREVENT DAMAGE
BEYOND INJURY AND TO PROTECT CELL FABRIC
REINFORCEMENT.
4. Buff fuel cell inside marked area with a Scotch Brie pad or fine emery cloth to remove glosslshine from
cell.
5. Wash buffed area using a clean, lint free cloth dampened with MEK. Repeat with a second clean cloth.
-CAUTION-
DO NOT MIX CEMENT BATCHES SMALLER THAN AS
SUPPLIED AS UNRELIABLE CURE CONDITIONS CAN
RESULT.
6. Mix 82C32 cement as follows:
a. Pour contents of part 2 into container of part 1.
b. Thoroughly stir contents with a tongue depressor for about 5 minutes.
-NOTE-
Pot life of mixed 82C32 cement is about 20 to 30 minutes in and open
container. Pot life can be extended up to 1 hour by recapping
container between applications.
7. Apply one brush coat of 82C32 cement to clean buffed area of cell. Do not not apply beyond buffed area.
Allow to dry from 10 to 15 minutes.
8. Repeat step 7 with second coat.
9. Repeat step 7 with third coat.
to. While third coat of cement is wet, apply fabric patch to damaged area as follows:
a. Dip patch in clean MEK and shake off excess solvent.
b. Lay patch into wet cement. Make sure patch is centered over damaged area.
c. Smooth out patch using a relatively dry brush. Work from the center of the patch to the edges to
remove all trapped air.
11. Apply final coat of 82C32 cement over patch. Spread cement at least 1/8 inch beyond fabric patch. but not
beyond buffed area.
-CAUTION-
NEVER APPLY A HEAT CURE TO 82C32 CEMENT.
12. Allow repair to air cure for a minimum of 6 hours at a minimum temperature of 70
0
P before moving cell or
exposing the cell to fuel.
13. Check repair after cure time to ensure cement is cured. If sticky proceed as follows:
a. Remove repair patch and all cement.
b. Repeat steps 1 thm 12. Make sure cement is not out of date.
14. Check edges of repair for looseness:
a. Trim loose edges if less than 1/8 inch radially.
b. Bond loose edges if more than 1/8 radially.
2K11
28-10-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Channels or voids running from center of patch to edges are
unacceptable.
15. Perform fuel cell leak test (refer to testing fuel cells).
SEALING METAL FITTING SURFACES
-WARNING-
DO NOT ALLOW ALODINE SOLUTION TO COME IN
CONTACT WITH HANDS, EYES, OR CLOTHING.
1. Rub roughness off the affected area with a fine file or fine emery cloth.
2. Oean metal surface using a clean cloth dipped in Methyiethylketone.
3. Moisten the cleaned surface with a clean cloth dipped in water.
4. Apply undiluted alodine 1200 solution to the affected area with a small nylon brush.
5. Allow the solution to dry until a light golden color appears.
6. After a coating has been formed. remove the excess solution by wiping the surface with a clean water
moistened cloth.
7 Wipe dry.
FUEL CELL ACCESSORY REPLACEMENT
1. Obtain a cured repair accessory from the cell manufacturer.
2. Mark location of old accessory and preserve markings for guide lines to locate the new part.
3. Remove the old accessory as follows:
a. Gradually loosening an edge with a blunt probe-like instrument.
b. Grasp the accessory by the loose edge with pliers and gently peel the accessory off the cell wall from
the blind side of a cell lap toward the exposed edge. Be careful not to pull the cell lap open while
peeling accessory, off.
-NOTE-
Removal of the old accessory will probably leave an uneven cavity
and surface.
4. Buff the cell surface under the accessory with emery cloth to smooth roughness and prepare for cement.
5. Buff and wash the contact surface of new accessory. Wash the cell surface (see repair patch heat cure
method steps 2 thru 4).
6. Apply mixed 5923C repair cement to both surfaces. Level the cavity left by the removal of the old
accessory.
7. Roll the new accessory into place. Place padded plates in position to ensure adequate pressure when
clamped. Use a cellophane separator to prevent the cement from sticking in the wrong place.
8. Cure accessory with either air cure or heat cure method.
28-10-00
Page 22
2K12
PIPER AIRCRAFT
PA42/ 42 720
REPAIR OF FUEL CELL DEFECTS
1. Repair blisters as follows:
a. Trim loose or ragged material from affected area.
b. Apply an outside and inside repair patch.
2. Repair holes, punctures, cuts, tears and deep abraded areas as follows:
a. Trim loose or ragged material from affected area.
b. Apply an outside and inside repair patch.
3. Repair Loose edges as follows:
a. Buff loose edges and contact surfaces with emery cloth.
b. Wash buffed area three times with Methylethylketone.
c. Apply two coats of 5923C mixed cement to each surface.
d. Clamp and cure. Either method may be used. (See repair patch.).
e. Trim loose edges if less than 1/8 inch remains.
4 Repair inside loose fitting flange as follows:
a. Buff the edge of the flange and the contact surface under the flange.
b. Apply 5923C mixed repair cement, cellophane, padded plates and clamp. (Refer to repair patch heat
cure method.)
5. Repair looseness against metal as follows:
a. Prepare metal (refer to sealing metal fitting surfaces).
b. Apply 5923C mixed repair cement and cure by either method.
6. If patched area of fuel cell lacks repair cement proceed as follows:
a. Buff surface next to missing sealant with emery cloth.
b. Wash surface three times with MEK.
c. Apply four coats of 5923C mixed repair cement.
d. Clamp and cure using either method.
TESTING FUEL CELLS
-NOTE-
Either of the following leak tests may be used to detect leaks in the
bladder cells. The chemical leak test is the more sensitive and
preferred test.
1. Perform the soap suds leak test as follows:
a. Attach test plates to all fittings.
-WARNING-
DO NOT EXCEED 0.25 PSI WHEN INFLATING FUEL CELLS.
b. Inflate the cell with air to a pressure of 0.25 psi maximum.
c. Apply a soap and water solution to all repaired areas suspected of leakage. Check for bubbles to appear
at any point where leakage occurs.
d. After testing, remove all plates and wipe soap residue from the exterior of the cell.
2. Perform chemical test as follows:
a. Attach test plates to all but one fitting opening.
b. Mix 40 grams of Phenolphthalein crystals in 1/2 gallon of ethyl alcohol. Add 1/2 gallon of water after
the crystals have dissolved.
2K13
28-10-00
Page 23
PIPER AIRCRAFT
PA42/42720
-WARNING-
AMMONIA GAS IS GIVEN OFF BY AMMONIUM
HYDROXIDE. USE CAUTION WHEN OPENING THE
CONTAINER AND WHEN USING AMMONIUM HYDROXIDE.
PROVIDE ADEQUATE VENTILATION TO MAINTAIN THE
CONCENTRATION OF AMMONIA BELOW ACCEPTABLE
LEVELS. (REFER TO CHART 2803).
c. Pour ammonia as supplied on an absorbent cloth in the ratio of 3cc (l teaspoon) per cubic foot of cell
capacity. Place a saturated cloth inside the cell and install the remaining test plate.
-WARNING-
DO NOT EXCEED 0.25 PSI WHEN INFLATING CELL.
d. Inflate the cell with air to a pressure of 0.25 psi maximum. Maintain pressure for a minimum of 15
minutes.
e. Soak a large clean white cloth in the phenolphthalein solution, wring it out thoroughly, and spread it
smoothly on the outer surface of the cell. Press the cloth down to ensure detection of minute leaks.
-NOTE-
Red spots on the cloth will indicate leakage.
f. Check the cloth for red spots which will indicate leak. Mark any leaks found.
g. Repeat steps e. and f. for remaining outer surface of fuel cell.
-NOTE-
Phenolphthalein solution and test cloth can be reused only if they
remain clean. Store solution not in immediate use in a closed rust
proof container to prevent evaporation and deterioration
h. Repair fuel cell as necessary.
i. Remove all plates and test equipment. Purge cell with fresh air.
28-10-00
Page 24
2K14
PIPER AIRCRAFT
PA42/42720
FUEL VENT SYSTEM (figure 28-12)
The main fuel vent line extends from the upper portion of the nacelle fuel tank, down through the wing, out to
the tip tank. A float valve is installed on the end of the vent line in the nacelle tank. to prevent fuel from escaping
through the vent system. The two NACA non-icing type vent assemblies, installed along the vent line, are non-
siphoning and incorporate flame arrestors. The tip tank has a vent well assembly containing a float valve, tip
relief tube, and the main vent line connected to it. This vent well is sealed from the fuel storage area in the tip
tank, except for the float valve and relief tube, which extends to the forward top portion of the tank. The float
valve installed in the tip tank vent well prevents fuel from escaping through the vent line. The relief tube allows
the fuel system to vent during climb to altitude with full fuel aboard and also allows fuel to escape when tanks are
full and fuel expansion occurs due to heat (such as aircraft being parked on ramp and exposed to high ramp
temperatures).
2
1. VENT LINE
2. NACELLE VENT RELIEF VALVE
3. VENT ASSEMBLIES
4. VENT WELL ASSEMBLY
5. TIP TANK VENT RELIEF LINE
6. VENT LINE FITTING ASSEMBLY
7. TIP TANK VENT LINE
3
Figure 28-12. Fuel Vent System
2K15
281000
Page 25
DISTRIBUTION
FUEL VALVES (figure 28-13)
PIPER AIRCRAFT
PA42/42720
REMOVAL OF FUEL VALVES
The PA-42 contains three major fuel control valves consisting of two primary fuel shutoff valves and a
crossfeed valve. Each fuel shutoff valve is mounted to a wing forward spar reinforcement plate within the wing
root cavity. The crossfeed valve is mounted to a tee fitting on the left wing rib in the left root cavity and is
connected in line with the left fuel feed line.
1. Ensure crossfeed valve is off when removing either of the two shutoff valves. Proceed as follows:
a. Drain all fuel from side of system affected.
b. Remove bottom wing root panel to gain access to valve on forward spar reinforcement plate.
c. Disconnect lines from valve. Cap lines and remove valve by unscrewing screws from self locking nuts.
Disconnect control cable from actuating ann.
2. To remove crossfeed valve, drain fuel from both systems. In left root cavity in front of fuel pump,
disconnect valve from its bracket, tee fitting, and crossfeed line.
OVERHAUL OF FUEL SHUTOFF VALVES
A kit (pIN 763-995) containing valve for replacement parts can be obtained from Piper.
Disassemble valve and rebuild as follows:
1. Firmly secure valve in vise between two slabs of wood or thick sheets of soft aluminum.
2. With screwdriver that fits securely in screw heads, apply small amount of down pressure on screws and
remove screws from body. Screws are secured with Loctite Grade A thread lock.
3. Remove safety wire and screw in valve shaft. The screw is also secured with Loctite.
4. Ensure valve is closed position and remove handle on valve shaft. Note position of valve shaft and roll
pins.
5. With pliers, remove roll pins.
6. Pull fitting from valve body and remove O-ring.
7. Clean fitting and apply Dow Corning Lubricant (FS3451) or equivalent to O-ring flange.
S. Install new MS29513-019 O-ring. Set fitting in clean area and cover with clear plastic. (Saran wrap, etc.)
9. Remove and throwaway valve (spring, washer, and spacer.
to. Remove and dispose seal (2555-05, Dukes) and O-ring.
11. Remove valve from vise. With soft, wood dowel, push out ball from other end of valve body. Be careful
not to nick or damage ball. Clean as necessary.
12. With roll pin removed from shaft, push control shaft into valve body and remove.
13. Remove O-ring from shaft and clean O-ring.
14. Remove other seal, O-ring, wave washer, and spacer.
15. Thoroughly clean inside of valve and dry.
16. Install new valve washer and spacer.
17. Using Dow Corning Lubricant (FS3451) or equivalent, lubricate one 2559-05 seal and install MS29513-016
0-ring on seal.
IS. Carefully insert seal in body until it meets spacer.
19. With control shaft clean and corrosion free, lubricate with Dow Corning Lubricant (FS3451) or equivalent.
Install MS29513-00S O-ring.
2K16
28-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
20. Apply large amount of lubricant on bottom of shaft (figure 28-13) and install shaft in valve body.
21. Replace roll pins so shaft pin is positioned on side with open designation. Install grooved pins in body with
grooved ends down.
22. With shaft in closed position, install handle.
23. Coat AN500AD6-3 screw threads with threadlock from kit. Install two AN960C6L washers and screw on
shaft. Safety wire handle and screw.
24. Install ball valve, ensuring ball slides into body with openings toward side of body. Also ensure shaft flange
is snug against body flange (figure 28-13).
25. Install second seal per steps 17 and 18 above.
26. Install other new spacer and washer.
27. With fitting prepared per steps 7 and 8, install it on valve body with attaching screws, ensuring threads are
coated with Loctite.
ADJUSTMENT OF FUEL SHUTOFF AND CROSSFEED VALVE (figure 28-13)
1. Remove lower wing root fairing on side requiring valve adjustment.
2. Place fuel shutoff control lever to full ON position. Confirm valve actuator is against stop on valve body.
3. Gap between control lever and stop must be 0.10 - 0.20 inch. If not, proceed to step 4.
4. Disconnect control cable at actuator arm. Loosen jam nut at clevis fitting.
5. Place shutoff valve actuator arm firmly against OPEN position stop pin. Place cockpit lever against stop
position.
6. Carefully move lever 0.10 - 0.20 inch off stop.
7. Align clevis hole with mating hole in valve actuator arm. Secure with attaching hardware.
8. Operate control lever several times, to ensure actuator arm on valve contacts stop pin, before control lever in
cockpit contacts stop.
9. Reinstall lower wing root fairing.
LEAKAGE TEST OF FUEL SHUTOFF AND CROSSFEED VALVE
1. Connect valve inlet port to 50 psi air source.
2. Close valve, apply 50 psi air pressure, and submerge valve in kerosene or similar petroleum base fluid for 2
minutes.
3. Ensure no evidence of leakage through valve port or around seat.
4. Disconnect air source. Wipe fluid from valve exterior.
INSTALLATION OF FUEL VALVES
1. Place valve in proper position. Secure to mounting bracket or with attachment clamps, depending on valve
being installed.
2. Connect proper fuel lines to valve. Connect control cable to actuator arm with attaching hardware.
3. Check valve and end fittings for leaks by filling tank with fuel.
4. Install lower wing root fairing.
28-20-00
Page 2
2K17
1. LEVER RETAINING ARM
2. VALVE CONTROL SHAFT
3. LEVER ARM
4. SHAFT ROLL PIN
5. O-RING MS29513-00P
6. VALVE BODY
PIPER AIRCRAFT
PA42/42720
10. SEAL
11. O-RING MS29513-016
12. FiniNG RETAINING SCREWS
13. FiniNG
14. O-RING MS29513-019
15. LUBRICANT,DOW CORNING FS3451
7. WAVE (SPRING) WASHER 16. ROLL PIN
8. SPACER 17. ARM RETAINING WASHERS AN960C6L
9. BALL VALVE
13
"ON" POSITION
FUEL CONTROL QUAD RENT
.10 TO .20 GAP
WITH LEVER I N ~ ~ f
FULL FORWARD9
POSITION
!
",/
"..-"OFF" POSITION
SHUTOFF
VALVE (SEE NOTE)
-NOTE-
VIEW SHOWING LEFT SIDE SHUT - OFF VALVE
(RIGHT SIDE OPPOSITE WITH ARM ON TOP)
Figure 28-13. Dukes Fuel Valve (Crossfeed and Shutoff)
2K18
"CLOSED"
POSITION
ACTUATOR
ARM
28-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
FUEL FILTER (figure 28-14)
Fuel filters on the PA-42, located on the left side of the engine firewall, are reached by removing the top engine
cowling. Maintenance to filter assembly is limited to removal and cleaning of filter screen, repair of minor
damage or corrosion, or total replacement of filter assembly.
REMOVAL AND CLEANING OF FUEL FILTER SCREEN
1. Close fuel shutoff valve.
2. Drain fuel from filter assembly. Remove drain valve lever from fuel filter assembly by removing clamp
attached to filter bowl.
3. Unscrew drain valve from filter bowl.
4. Unscrew filter bowl from body.
5. Remove screen and inspect seals on retainer and body assembly. If seals are deteriorated or damaged,
replace by scraping them off their fixture (or replace retainer) and gluing on new ones.
6. Remove old O-ring in body assembly.
7. Clean bowl and body with oil solvent and check for damage. Replace if necessary.
8. Clean filter electrosonically and inspect damage. Replace if necessary.
28-20-00
Page 4
6
5
Figure 28-14. Fuel Filter Assembly
2K19
4
3
1. BYPASS VALVE ASSEMBLY
2. DRAIN
3. FILTER ELEMENT
4. a-RING
5. PACKING
6. OUTLET FiniNG
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FUEL FILTER SCREEN
1. Ensure screen seals on body assembly and retainer are in good condition and solidly mounted.
2. Install new D-ring in body.
3. Insert screen in bowl and install bowl on body.
4. Attach drain fitting and drain lever.
INSTALLATION OF FUEL FILTER
1. Position filter housing in proper location; secure to mounting bracket with three cap bolts and safety.
2. Connect two fuel lines to proper fittings.
3. Attach fuel bowl quick drain actuator handle removed to mounting clamp on filter bowl with screw, washer,
and nut.
4. Connect filter bowl drain hose to fitting on bottom of bowl.
-NDTE-
Fuel cells must be 90% full to get fuel flow from filter.
5. Tum fuel shutoff valve on and depress fuel filter bowl drain valve until steady flow of fuel exists. Release
handle and check for leaks where filter bowl assembly screws into head assembly, and where two fuel lines
and filter bowl drain line attach to filter housing.
6. Install top engine cowl.
FUEL JET PUMPS (figures 28-15 and 28-16)
The PA-42 is equipped with a jet scavenger fuel pump which returns unused fuel at start and shut down and a
jet transfer fuel pump which transfers fuel from the inboard aft auxiliary tank to the inboard main tank.
The jet scavenger pump (figure 28-15) is mounted to the inlet air duct on the right rear side of each engine.
The jet transfer pump (figure 28-16) is located in the wing root cavity 8.5 inches in front of the aft spar and
clamped to the aft inboard (auxiliary) tank nipple. Though the auxiliary tank is interconnected with the inboard
main tank, the auxiliary tank is the lowest part of the system and requires a means of transferring fuel to an
engine feed area once the fuel level has decreased below the interconnecting tube level. The jet transfer pump
draws all fuel from the aft inboard fuel tank to the feed area in the inboard main tank. High pressure filtered fuel
is delivered to the pump, which uses a venturi affect to pull unused fuel from the auxiliary tank and delivers it to
the inboard main tank.
2K20
28-20-00
Page 5
PIPER AIRCRAFT
PA42/42 720
SERVICING JET SCAVENGER PUMP (figure 28-15)
1. This jet pump canister is basically a replaceable, not a repairable item. However, if the jet, elbow, or check
valve become clogged or fouled, remove and replace as follows:
a. Disconnect inlet line from elbow.
b. Release locknut securing elbow in position.
c. Carefully remove elbow, check valve, and replace O-ring if necessary.
d. Slide a piece of 0.02 inch safety wire through elbow end of canister to other side and put a 1/16 inch or
less bend at end of wire.
e. Carefully slide wire back through and pull out jet and spring washer. Replace washer, if necessary.
f. Replace parts in reverse order.
1. FUEL OVERFLOW DRAIN
2. CHECK VALVE
3. O-RING SEAL
4. OVERFLOW DRAIN LINE
5. FUEL SCAVENGE CAN
6. SPRING CLAMP
7. HOSE TO FUEL DIVIDER
8. SPRING CLAMP
9. JET NOZZLE
10. SPRING WASHER
11. AN92-4 NUT
12. O-RING
13. MODIFIED ELBOW
14. LINE CONNECTOR TO SOLENOID VALVE
Figure 28-15. Jet Scavenger Pump
28-20-00
Page 6
2K21
14
13
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF THE JET TRANSFER PUMP (figure 28-16)
1. With crossfeed valve off, drain system. If both systems must be drained, leave crossfeed on.
2. Remove necessary wing root fairings.
3. Disconnect fuel lines from pump.
4. Remove retaining clamps and slide pump inlet port out of tank nipple.
5. Install pump in reverse order.
JET PUMP FLOW CHECK
-WARNING-
AREA SURROUNDING AND INSIDE OF AIRCRAFT MUST BE
WELL VENTILATED AND CLEAR OF ANY SOURCE OF
FLAME OR SPARK.
1. Drain affected fuel system (if not already drained).
2. Disconnect and plug jet pump return line from pump.
3. When accumulating any fuel, ensure it is done outside or as close as possible to outside of aircraft. Obtain
an eight foot or longer piece of 1/2-inch hose or tubing. Connect line to jet pump, and while keeping free
end 24 inches above jet pump outlet, route line out or near door. Connect control on/off valve to free end of
line.
4. With firewall shutoff valve closed (off), add at least 20 gallons of fuel to system.
5. Open firewall shutoff valve, operate boost pump until fuel flow clears, and close control valve to check for
leaks. With control valve open, it must take maximum 4.3 minutes to accumulate 5 gallons (466 PPH
minimum).
4.50
INLET PORT 4 X 4 MESH SCREEN
Figure 28-16. Jet Transfer Pump
2K22
MOTIVE FiniNG PORT
28-20-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF SUBMERGED FUEL PUMP (figure 28-17)
1. Drain entire system or ensure crossfeed valve is off so either wing can be drained separately without
draining fuel from opposite side.
2. Remove lower wing root fairing from under side of wing where pump is to be removed.
3. Remove access plate on top of wing, ahead of main spar, next to fuselage. Remove fuel cell cover plate to
gain access to fuel pumps (figure 28-17).
-CAUTION-
WHEN DISCONNECTING ANY ELECTRICAL
CONNECTION ON FUEL PUMPS, A WRENCH MUST BE
USED TO BACK UP EACH TANK CONNECTION TO
PREVENT NYLON FITTING FROM TURNING. IF FITTING
TURNS, INTERNAL WIRE CONNECTION WILL BREAK,
NECESSITATING PUMP REPLACEMENT.
4. In wing root cavity, back up and disconnect electrical connections, fuel, and drain lines from pump.
5. While holding pump through cell access opening in top of wing, an assistance must remove four pump
mounting bolts in wing root cavity and pull pump up and out of fuel cell.
6. Install new gasket on fuel pump mounting boss, insert pump into cell, and hold in place while assistant
attaches it to wing but rib with four mounting bolts.
7. Reconnect electrical connections, fuel, and drain lines and ensure valves are positioned properly.
8. Install fuel cell cover plate and access plate on top of wing. Fill fuel cell through nacelle filler and check all
connections in the wing root cavity for leaks.
9. Install lower wing root fairing.
1. SUBMERGED FUEL PUMP
2. FUEL CELL
3. NYLON CONNECTOR ASSEMBLY
4. CHECK VALVE
4
___ 2
Figure 28-17. Submerged Fuel Boost Pump
28-20-00
Page 8
2K23
PIPER AIRCRAFT
PA-42/42-720
1400 SERIES GAUGE 6" DIA. 0-60 PSI
1/4 OF 1% ACCURACY OR EQUIV.
REGULATING VALVE ----,
DISCONNECT LINE AT
ENGINE PUMP INLET
AND CONNECT TO
TEST RIG.
.,..,.,
00
-
HOSE RETURN
TO TANK BEING
USED
FISHER AND PORTER
FLOWMETER
o MAX. FLOW RATE 800 PPH
ACCURACY + 1% OF READING
OR EQUIVALENT CALIBRATED
FOR JET A-1
FLOWMETER SHOULD BE MOUNTED IN A VERTICAL POSITION.
THE ELEVATION SHOULD BE NO HIGHER THAN INJECTOR INLET
AND THE SAME FOR ALL TESTS.
Figure 28-18. Fuel Flow Test Apparatus
2K24
28-20-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
FUEL FLOW AND PRESSURE TEST (figure 28-18)
1. At flow divider/dump valve, disconnect fuel line from flow meter and connect it to test rig inlet.
2. Place return line end onto nacelle or tip tank filler opening. Ensure resulting fuel pressure doesn't push it
out of opening.
3. Connect electric power supply at APU connector. Maintain 28 volts for all tests.
4. Ensure all shutoff valves have full travel and wing tanks contain enough fuel to allow fuel to flow freely to
main inboard tank. At least 10 gallons of fuel must exist in each main inboard tank.
5. For zero fuel flow check, proceed as follows:
a. Tum crossfeed valve and right firewall shutoff valve off. Tum left firewall shutoff valve and right
submerged fuel pump on.
b. Ensure both aircraft fuel pressure gauges read 0 psi.
c. Tum crossfeed valve off, and left and right firewall shutoff valves on. Close test rig regulating valve
and tum right submerged fuel pump on.
d. Ensure fuel pressure gauge reads 0 psi for left engine and maximum 35 psi for right engine.
e. Compare readings on aircraft gauge with reading on test rig gauge.
f. Tum crossfeed valve off, and left and right firewall shutoff valves on. Close test rig regulator valve and
tum left submerged fuel pump on.
g. Ensure both fuel pressure gauges read 0 psi.
h. Tum crossfeed valve off, and left and right firewall shutoff valves on. Close test rig regulator valve and
tum left submerged fuel pump on.
i. Ensure left fuel pressure gauge reads maximum 35 psi and right fuel pressure reads 0 psi.
j. Compare readings on aircraft gauges with those on test rig.
6. For positive pressure fuel flow test, proceed as follows:
a. For left engine:
(1) Tum crossfeed valve off, and tum left firewall shutoff valve and left submerged fuel pump on.
(2) Adjust flow meter reading to 500 pph. Fuel pressure must read minimum 17 psig.
(3) Ensure aircraft fuel gauge reads minimum 17 psig.
(4) Tum crossfeed valve on and right firewall shutoff valve off. Tum left firewall shutoff valve and
right submerged fuel pump on.
(5) Adjust flow meter reading to 500 pph and fuel pressure gauge reading must read minimum 17 psig.
b. For right engine flow test, use previous procedure reversing all references to shutoff valves and pumps.
(Ex: right fuel pump in previous procedure becomes left fuel pump in this procedure.)
28-20-00
Page 10
-NOTE-
If flow meter is not available and positive pressure fuel flow test
cannot be perfonned use fuel weight per time method. In this test,
500 pph equals 8.33 pound/minute or 1.24 gallon/minute. Perform
test for approximately 2-3 minutes with stop watch.
2L1
PIPER AIRCRAFT
PA-42/42-720
INDICATING
The fuel quantity indicating system in the PA-42 contains two separate capacitance systems using dual display
indicators. Each identical probe system measures its fuel capacity with two probes in each inboard main cell (95
gal cap.) and one probe in all other cells and tanks (figure 28-19). The probe units have fixed tabular capacitor
elements to match the contour of the respective cell or tank position. This system displays very accurate
indications due to the linear response of probes. With fixed electrodes, sensor capacitance if about 2:1, or
approximately twice as great with a full system. Any change in fuel quantity between full and empty produces
corresponding changes in capacitance. These changes are amplified within the dual indicator and continuously
displayed on the indicator face. The dual indicator readout is a direct indication of fuel weight on board the
aircraft.
The dual-needle fuel quantity indicator, mounted on the copilot side above the control wheel, has its own AC
inverter to power the capacitance probe systems. Electrical power for the entire system is supplied from the 28
VDC aircraft power supply.
REMOVAL AND INSTALLATION OF SENSOR UNITS
Except for inboard main cell (which has two), one fuel sensor unit is located in each fuel cell and tank. Handle
units very carefully, as damaging tubes destroys accuracy of units. Each installation is covered separately.
NACELLE TANK SENSOR REMOVAL
Remove sensor mounted in upper portion of nacelle tank, inboard of filler cap, as follows:
1. Ensure enough fuel is drained from system to prevent spillover.
2. Remove access cover next to filler cap.
3. Disconnect and tag or mark leads to facilitate reconnection.
4. Remove screws attaching sensor to nacelle. Carefully remove unit and gasket.
AFT INBOARD AND MAIN FUEL CELL
Fuel sensors for aft inboard and main outboard cells are mounted at Wing Stations 15.0 and 102.0.
1. Remove access cover at WS 15.0 and repeat steps 2 and 4 under Nacelle Tank Sensor Removal.
MAIN INBOARD FUEL CELL SENSOR
The main inboard cell has two fuel senders at WS 13.3 and 36.0. To remove, repeat steps 1 and 4 under Nacelle
Tank Sensor Removal.
2L2
28-40-00
Page 1
WING TIP TANK SENSOR
PIPER AIRCRAFT
PA-42/42-720
1. Remove bottom tank-wing fairing. Disconnect electric lines.
2. Ensure enough fuel is drained from system. Remove probe sensor.
CHART 2803. TEST EQIDPMENT FUEL QUANTITY INDICATOR
Nomenclature Model No.
Test Set 2548-G
Cheyenne III Adapter
(for Ragen) 101-00450
Lead Package 101-00431
or
2 coax/BNC jumper
cables.
Test Set 89-109-Z
Cheyenne III System
Harness
Probe Harness
Test Set GTF-12
Test Harness (for Gull
system) 083-047-001
Manufacturer
Barfield Instrument
Corp.
4101 N.W. 29th Street
Miami, FL 33142
Phone: 305-871-3900
Telex: 51-8808
or
Ragen Data Systems
3 Oval Drive
P.O. Box417
Central Islip, NY 11722
Phone: 516-234-3800
Telex: 685-2305
or
Gull Airborne
395 Oser Avenue
P.O. Box 9400
Smithtown, NY 11787
Phone: 516-213-3737
Telex: 685-2305
2L4
Use
Test Sensor Units or
Gauge in aircraft or on
bench for electrical
leakage, or capacitance,
and calibration.
284000
Page 3
PIPER AIRCRAFT
PA-42/42-720
FUEL QUANTITY INDICATOR
Do not overhaul indicator. Replace, if necessary.
TANK SENSOR UNITS (ALL)
Do not overhaul tank units. If unit is found defective, replace it.
CLEANING OF TANK UNITS
All tank sensor units in this system are cleaned with trichlorethylene or any similar degreasing agent. Handle
sensor units carefully, as damaging tubes destroys accuracy of unit. After cleaning sensor units, allow to air dry.
284000
Page 4
-WARNING-
TRICHLORETHYLENE OR OTHER DRY CLEANING
SOLVENTS MUST BE USED IN WELL VENTILATED AREAS.
SOLVENTS CAN PRODUCE TOXIC FUMES AND REPEATED
CONTACT WITH SKIN CAN BE HARMFUL. ALSO, USE
RUBBER GLOVES WHEN HANDLING SOLVENTS.
2L5
PIPER AIRCRAFT
PA .. 42/42 .. 720
FUEL QUANTITY CAPACITANCE
Unit Location
Tip
Main (Inbd.)
Main (Outbd.)
Main (Outbd.)
Nacelle
Aft (Inbd.)
Unit Location
Tip
Main (Iubd.)
Main (Outbd.)
Main (Outbd.)
Nacelle
Aft (Inbd.)
CHART 2804. TANK UNIT CAPACITANCE (DRY) - RAGEN
Piper Part No. Tank Unit Model Capacitance (pF) Tolerance (+pF)
56937-7 peA 1949 10.86 .5
56937-2 PBA 1944 13.75 .5
56937-03 PBA 1945 11.72 .5
56937-8 PBA 1946-1 23.89 .5
56937-6 PBA 1948 31.03 .5
56937-5 PBA 1947 11.62 .5
CHART 2804. TANK UNIT CAPACITANCE (DRY) CONT. - GULL
Piper Part No. Tank Umt Model
56937-13 GUAOI4-943-006
56937-14 GUA014-943-002
56937-10 GAU014-943-003
56937-11 GUAOI4-943-005
56937-12 GUAOI4-943-004
56937-9 GUA014-943-001
2L6
Capacitance (pF) Tolerance (+pF)
11.20
14.00
12.40
24.00
31.20
11.80
.5
.5
.5
.5
.5
.5
28-40-00
PageS
PIPER AIRCRAFT
PA42/42720
CHECKS AND ADJUSTMENT OF FUEL QUANTITY SYSTEM (figure 28-21 or 28-22)
BENCH TESTING TANK UNITS
Use appropriate test equipment when perfonning following test:
1. Tank Unit Dry Capacitance Bench Test:
PPS60095J
Using capacitance tester, measure dry capacitance of tank units. Capacitance readings must be within limits
shown on chart 2804 and electrical leakage must be greater than 10 megohms.
FUEL QUANTITY SYSTEM CALIBRATION TESTS
The complete calibration check requires that the aircraft be level both longitudinally and laterally, and that
both the dry and wet checks be accomplished.
DRY CALIBRATION PROCEDURE
1. Drain fuel system completely.
2. Ensure fuel quantity circuit breaker on essential buss is activated.
3. Ensure all distribution circuit breakers forward of crossfeed shutoffs are activated.
4. Ensure battery master switch is off and connect external power unit to aircraft. Increase voltage on external
power source until 28 V dc shows on overhead panel voltmeter.
5. Using a Barfield #2548-G, or other approved capacitance fuel system test set (see chart 2803), check total
left and right side probes and system capacitance as follows:
a. On the barfield test set disconnect the indicator for testing Ragen systems
b. On the Barfield test set disconnect the signal conditioners for the Gull system.
c. Obtain a capacitance reading per wing of 71.84 pF to 79.84 pF for standard fuel system, 102.87 pF to
111.87 pF for the Ragen system (includes 75 gallon nacelle tank), or 104.43 pF to 113.43 pF for the
Gull system (includes 75 gallon nacelle tank).
d. Recheck and correct probes and systems if capacitance values do not fall within specified limits.
-CAUTION-
DO NOT CHANGE ADJUSTMENTS OF SENDER UNITS, BUT
ADJUST QUANTITY GAUGES INSTEAD.
6. Ensure that the fuel lines from the electric fuel pump to the engine and from the engine to the jet pump are
full of fuel. If fuel lines have been drained, add enough fuel to fuel tank to prime the pump (approximately
one gallon).
a. Maintain fuel pressure for two minutes.
b. Tum off fuel pump and drain fuel tanks.
c. Add three gallons of fuel to each wing tip tank.
d. Tum on fuel pump, wait ten minutes, and record system capacitance. (The capacitance obtained will
correspond to a fuel quantity indication of zero).
e. With fuel quantity gauge connected to aircraft wiring, set low adjustment until gauge reads zero. (Tap
gauge lightly during all adjustments).
f. Add 110.0 pF to the aircraft gauging system using the Barfield #2548-G test set and set the high
adjustment on the gauge to read 1870 lbs.
7. Repeat steps 6. e. and 6. f. checking and adjusting the zero and 1870 lb. quantity until minimal adjustment is
required.
284000
Page 6
2L7
PIPER AIRCRAFT
PA42/42720
SENSOR FLANGE GROUND LEAD
GROUND POST
j-------.
-'----+t-- SENSOR UNDER TEST
\_. --6'''--' -_I I
CONVENIENT GAUGE
METAL
INSULATED SURFACE
1.70" DIA.
36"
1-' --6"L...' --'I
Figure 28-20, Fabrication of Test Fixture For Tank Unit Testing
2L8
28-40-00
Page 7
28-40-00
PageS
PIPER AIRCRAFT
PA-42/42-720
CONNECTOR
E244A (R)
E144A (L)
MS51958 - 63 (4 REO.)
CASE SEAL
7 WIRE HARNESS

SIGNAL CONDo INSTALLATION ( GULL FUEL
OUANTITY SYSTEM) ON REAR OF FIREWALL
3650 - 968 - 001 SIGNAL CONDo
(WHEN SIGNAL CONDo IS NOT
INSTALLED INSTALL THE (4)
MS51958 - 63 SCREWS TO SEAL
THE FIREWALL.)
Figure 28-21. Fuel Gauge Adjustment, Gull
FULL RIGHT ""' _____
EMPTY LEFT
EMPTY RIGHT
Figure 28-22. Fuel Gauge Adjustment, Ragen
2L9
PIPER AIRCRAFT
PA-42/42-720
CHART 2805 FUEL QUANTITY CALIBRATION WORK SHEET
FUEL QUANTITY CALIBRATION DATA
DATE __________ _
AffiPLANESIN __________________ __
TECHNICIAN(S) ____________________________________ _
TEST SET BARFIELD 2548 - G 1- GA SIN __________ _
PROCEDURE L. SIDE R. SIDE
DRY pf.
--------
pf.
--------
(WAIT 15 MINUTES FOR SETTLING) 3 GAL/SIDE
ADJLOW FOR ZERO LB. FOR ZERO LB.
SYSTEM CAPACITANCE
SIMULATE 1870 LBS. 110.0
ADJUST HIGH FOR 1870
500 LB OF FUEL
1000 LB OF FUEL
1500 LB OF FUEL
FULL OR 2000 LB OF FUEL
2L10
pf.
pf.
LB. FOR
LB.
LB.
LB.
LB.
pf.
--------
110.0 = = ~ _____ pf.
1870 LB.
LB.
--------
________ LB.
LB.
--------
________ LB.
28-40-00
Page 9
'-d
\1'
PIPER AIRCRAFT
PA42/42720
WET CALIBRATION PROCEDURE
-CAUTION-
ENSURE THAT THE WEIGHT OF THE FUEL IS ACCURATE
BEFORE ADJUSTING THE FUEL QUANTITY GAUGE.
(EXAMPLE: A PARTICULAR BATCH OF JET A WEIGHING
2000 LBS. PER 300 U.S. GALLONS AT +75F WILL TAKE
APPROXIMATELY 305 U.S. GALLONS AT +100F.
-CAUTION-
VERIFY EMPTY SETTING AND REPLACE GAUGE IF FULL
SETTING MUST BE ADJUSTED MORE THAN 50 LBS.
1. Add fuel to each wing in 500 lb. increments until all tanks are full. Record fuel quantity gauge readings for
each increment (500, 1000, 1500, and full).
2. Full scale indication may be adjusted 50 Ibs. max. to agree with the amount of fuel added. If a difference
greater than 5% of full scale indication occurs at any calibration point, repeat the wet calibration
procedure.
3. If a difference greater than or equal to 5% of full scale indication occurs after the second calibration and
all probes have been checked per step 5 of the dry calibration procedure, replace the indicator and
recalibrate the system.
AUTOMATIC FUEL PUMP SYSTEM (See Chapter 91 for Electrical Schematic)
The automatic fuel pump system supplies the appropriate system with proper fuel if fuel pressure falls below an
acceptable level. If fuel pressure starts to fall, the fuel pressure gauge mechanism senses the drop, and at 15 psi,
completes a circuit to activate the low fuel pressure annunciator and the fuel pump relay. The relay completes a
circuit between the auto position of the fuel pump switch and the fuel pump.
This system only works with the switch in auto, which in tum prevents the submerged fuel pump from running
continuously. The annunciator light will still come on at 15 psi. With both the pump and light controlled, in this
case by the gauge, the gauge also shuts them off when pressure rises above 33 psi.
The fuel pump relays are located on a shelf mounted to bulkhead at Fuselage Station 25.6. Access to the shelf
is made by removing the royalite cover at the rear of the nose baggage compartment.
28-40-00
Page 10
2L11
PIPER AIRCRAFT
PA-42/42-720
TEST OF AUTOMATIC FUEL PUMP SYSTEM
-NOTE-
Refer to chapter 73 for further information on test and adjustment of
fuel pressure transmitter and gauge.
1. Check gauge and its pressure transmitter for accuracy with a Barfield tester before continuing. If gauge is
defective, replace with selViceable unit.
2. Two procedures exist to check this system. The crossfeed procedures is as follows:
a. Close firewall shutoff valve of system not being tested. Open crossfeed valve.
b. Tum on battery master switch. Place pump switch of system being tested in auto position.
c. Tum on opposite fuel pump until fuel pressure rises above 20 psi and shut pump off. As fuel pressure
decreases below 15 2 psi, annunciator light and submerged fuel pump must come on. If they come on
before or after 15 2 psi, replace gauge.
d. Tum all switches off.
3. Another check procedure is to start appropriate engine and proceed as follows:
a. Position pump switch in auto and shut engine down. As fuel pressure decreases, submerged fuel pump
and annunciator light must come on at 15 2 psi. If they come on before or after 15 2 psi, replace
instrument.
2L12
28-40-00
Page 11
PIPER AIRCRAFT
PA-42 / PA-42-720
2L13
May 15, 2012
28-40-00
Page 12
PIPER AIRCRAFT
PA-42 / PA-42-720
2L14
May 15, 2012
28-40-00
Page 13
GRIDS 2L14 THRU 3B8
INTENTIONALLY BLANK
CHAPTER
HYDRAULIC POWER
389
SYSTEM
SUB-SYSTEM
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PIPER AIRCRAFT
PA-42/42-720
CHAPTER 29 - HYDRAULIC POWER
SUBJECT
GENERAL DESCRIPTION AND OPERATION
Hydraulic System Failure
Troubleshooting
MAIN HYDRAULIC SYSTEM
Flushing Hydraulic System
Hydraulic System Operational Checks Using Piper
Test Unit
Hydraulic Test Unit (Optional)
Connecting Test Unit
Cycling Landing Gear
Checking Landing Gear Cycle Time
Checking Time Delay Valve
Checking Handle Release to Neutral
Checking Priority Valve
Checking Main Relief Valve
Checking Hand Pump Relief Valve
Checking for Suction Air Leakage
Disconnecting Test Unit
Hydraulic Power Pack
Removal of Power Pack
Installation of Power Pack
Disassembly of Power Pack
Cleaning, Inspection and Repair of Power Pack
Assembly of Power Pack
Assembly of Reservoir
Testing Reservoir for Leakage
Disassembly of Manifold
Assembly of Manifold
Installation of Manifold
Disassembly of Power Pack Handle Release Mechanism
Assembly of Power Pack Handle Release Mechanism
Adjustment of Power Pack Handle Release Mechanism
Operation of Gear Selector Handle Mechanism
Inspection of Gear Selector Handle
Adjustment of Gear Selector Handle Mechanism
Disassembly of Spring Cartridge Assembly
Disassembly of Main Relief Valve
Assembly of Main Relief Valve
3810
GRID
NO.
3B13
3B13
3B14
3B20
3B20
3B20
3B21
3B21
3B2l
3Cl
3C3
3C3
3C4
3C4
3C5
3C5
3C6
3C6
3C6
3C8
3C8
3C12
3C12
3C13
3C13
3C13
3C15
3C16
3C17
3C17
3C18
3C18
3C20
3C20
3C23
3C23
3C23
EFFECTIVITY
29 - Cont.lEffect.
Page 1
SYSTEM
SUB-SYSTEM
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29 - ContJEffec.
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 29 - HYDRAULIC POWER (continued)
SUBJECT
MAIN HYDRAULIC SYSTEM (continued)
Adjustment of Main Relief Valve
. Disassembly of Priority Valve
Assembly of Priority Valve
Adjustment of Priority Valve
Disassembly of Time Delay Check Valve
Assembly of Time Delay Check Valve
Disassembly of Door Vent Valve
Assembly of Door Vent Valve
Adjustment of Door Vent Valve
Disassembly of Vent Filter
Assembly of Vent Filter
Disassembly of Standpipe Filter
Assembly of Standpipe Filter
Disassembly of Hand Pump Check Valve
Assembly of Hand Pump Check Valve
Disassembly of Hand Pump Relief Valve
Assembly of Hand Pump Relief Valve
Adjustment of Hand Pump Relief Valve
Disassembly of Hand Pump Suction Screen
Assembly of Hand Pump Suction Screen
Adjustment of Door Solenoid Valve
Disassembly of Time Delay Check Valve
Assembly of Time Delay Check Valve
Installation and Adjustment of Inboard Gear
Doors Switch
Power Pack Bench Test Adjustment
Bleeding the Hydraulic System
Removal and Installation of Hydraulic Lines
Removal and Installation of Hydraulic Filters
Replacement of Filter Elements
Hydraulic Pump Operational Check
Procedure After Hydraulic Pump Failure
Removal of Hydraulic Pump
Disassembly of Hydraulic Pump
Cleaning, Inspection, Repair of Hydraulic Pump
Assembly of Hydraulic Pump
Installation of Hydraulic Pump
Priming Hydraulic Pump
GRID
NO.
3C23
3C24
3C24
3C24
3C24
301
301
301
301
3D2
302
302
302
302
3D2
3D3
3D3
303
3D4
3D4
3D4
3D4
3D4
3D5
306
3D6
3D7
3D7
3D8
3D8
3D8
3D8
3010
3D1O
3Dll
3013
3D13
3811
EFFECTIVITY
SYSTEM
SUB-SYSTEM
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PIPER AIRCRAFT
PA-42/42-720
CHAPTER 29 - HYDRAULIC POWER (continued)
SUBJECT
MAIN HYDRAULIC SYSTEM (continued)
Hand Pump (Emergency)
Removal of Hand Pump
Disassembly of Hand Pump
Cleaning, Inspection and Repair of Hand Pump
Assembly of Hand Pump
Installation of Hand Pump
Bleeding Hand Pump
Hand Pump Test
3812
GRID
NO.
3D14
3D14
3D14
3D16
3D16
3D16
3D17
3D17
EFFECTIVITY
29 - Cont./Effec.
Page 3
PIPER AIRCRAFT
PA42/42720
The hydraulic power pack provides the hydraulic power required to operate the landing gear. The power pack
is located in the right side of the fuselage nose section at Bulkhead Station 57.00 in front of the forward pressure
bulkhead. The power pack is operated by a flexible shaft with a selector lever fashioned like a wheel mounted on
the instrument panel left of the engine control quadrant. The power pack contains the system reservoir and
assorted valves which control the system operation. The power pack works in conjunction with the engine driven
pumps, solenoid valves, and hydraulic cylinders to perform the desired operation sequence selected with the
control lever in the cockpit.
-WARNING-
TO ENSURE LANDING GEAR DOES NOT MOVE TO THE UP
(RETRACTED) POSITION WHILE AIRCRAFT IS ON GROUND,
THE FOLWWING CHECK MUST BE PERFORMED PRIOR TO
APPLYING HYDRAULIC PRESSURE TO SYSTEM. ATTEMPT
TO MOVE SELECTOR LEVER TO UP POSITION. IF LEVER
CAN BE MOVED TO UP POSITION, AN IMPROPERLY
ADJUSTED SELECTOR MECHANISM EXISTS OR ANTI-
RETRACTION SYSTEM IS INOPERATIVE. BE SURE TO
SELECT GEAR DOWN PRIOR TO APPLYING SYSTEM
PRESSURE OR STARTING ENGINE.
During an electrical failure, the door solenoid valve in the power pack moves (spring pressure) to OPEN door
position and remains in that position. Doors will not open until selector lever is moved to gear down position and
gear extension cycle is started.
-WARNING-
PRIOR TO ANY CHECK OF HYDRAULIC SYSTEM, PLACE
AIRPLANE ON JACKS ACCORDING TO INSTRUCTIONS IN
CHAPTER 7 OF THIS MANUAL.
HYDRAULIC SYSTEM FAILURE
Emergency use of hand pump to extend gears indicates engine driven pumps are operating without sufficient
fluid. This condition causes additional wear on engine driven pumps. Remove and check filter elements even if
pump failure is not apparent.
1. Remove filter elements. Check for metal particles.
2. If no metal particles exist, replace filter element and replenish fluid.
3. If metal particles are evident in either filter, proceed as follows:
a. Inspect, replace, or repair both hydraulic pumps.
b. Prime pumps and do not connect pumps to rest of hydraulic system until system is flushed.
c. Proceed to flush system.
3813
29-00-00
Page 1
PIPER AIRCRAFT
PA42/42 720
TROUBLESHOOTING
Chart 2901 lists possible problems which could be encountered with the hydraulic system, probable causes, and
suggested remedies. To troubleshoot, place airplane on jacks (see Chapter 7) and perform a system operational
check.
29-00-00
Page 2
-NOTE-
If hydraulic system is serviced properly, hydraulic components used
in this airplane manufactured by the Wieble Tool Company do not
require overhaul until tO,OOO hours of service or to year, whichever
comes first. If any problems arise during inspection, corrective action
must be taken regardless of time in selVice.
3814
PIPER AIRCRAFT
PA42/42720
CHART 2901. TROUBLESHOOTING (HYDRAULIC SYSTEM)
Trouble
Landing Gear system
fails to operate.
Cause
Selector lever disconnected.
Select lever out of
adjustment.
-CAUTION-
Remedy
Connect lever.
Adjust lever.
PULL CIRCUIT BREAKERS OF THE ICE PROTECTION
CIRCUIT AND THE STALL WARN HEAT CIRCUIT BEFORE
DEPRESSING THE Q SENSOR OVERRIDE SWITCH TO
AVOID DAMAGING THE HEATING ELEMENTS.
-NOTE-
A solenoid operated lock, located behind the instrument panel as part
of the selector assembly, prevents lever from being inadvertently
moved to the up position while the airplane is on the ground or in
flight below 100 4 KlAS. To cycle the gear with the airplape on
jacks, depress the q sensor override switch unlocking the gear selector
handle. The gear can now be operated as required.
Hydraulic fluid reselVoir
below operating level.
Leak or obstruction in
hydraulic lines.
Internal leakage in main
relief valve.
Internal leakage in hand
pump relief valve.
3815
Fill the power pack with
hydraulic fluid.
Check the system with
hydraulic test unit or
hand pump.
Check system operation.
29-00-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
CHART 2901. TROUBLESHOOTING (HYDRAULIC SYSTEM) (continued)
Trouble
Gear operates abnonnally
slow or partially.
29-00-00
Page 4
Cause
Low fluid level.
Leaking or kinked line.
Internal leak in cylinder.
Priority valve out of
adjustment or leaking.
Slow leak in main relief
valve. (Engine pump)
Slow leak in hand pump
relief valve.
External leakage at
selector valve.
One engine pump
inoperative.
Low pump pressure.
3816
Remedy
Fill power pack with
hydraulic fluid.
Replace line.
Repair or replace cylinder.
Check valve operation.
Replace damaged O-rings.
Replace pump.
Replace pump.
PIPER AIRCRAFT
PA42/42 720
Trouble Cause
Selector handle returns Cable, line or obstruction
to neutral before cycle restricting the travel
is complete. required to fully select
gear up or down.
Selector lever out of
adjustment.
If gear completes cycle
(red light out) doors do
not close, battery output
may be low.
Time relay valve and/or
piston release lock out
of adjustment.
Time delay valve air
locked.
3817
Remedy
Check and remove
obstruction.
Adjust control.
Check voltage.
Check operation.
Bleed air out by holding
selector down for 30
seconds, then make three
or four rapid movements
to neutral and back to
down.
29-00-00
Page 5
PIPER AIRCRAFT
PA42/42720
Trouble
Gear retracts or extends
before doors open.
Doors come open in
flight. (Note: Refer
to Landing Gear
Troubleshooting
Chart 3201.)
Doors fail to close.
29-00-00
Page 6
Cause
Priority valve leaks in
power pack.
Solenoid valve stuck
in closed position.
Micro switch on power
pack out of adjustment.
Doors adjusted too tight,
actuator not locking.
Faulty limit switch.
Low electric power
supply.
Cannon plug on power
pack loose.
Solenoid valve stuck in
door open position.
3818
Remedy
Check valve cracking
pressure.
Tum off power and hand
pump doors open. (Note:
With power off solenoid
valve shuttles to door open
and the doors may be opened
without selecting gear up or
down.)
Check for loose wire or
mounting, or bent bracket.
Adjust micro switch. (Door
solenoid should remain in
door close position when
handle returns to neutral.)
Loosen adjustment on
actuator rod end.
Check all indicator lights.
Check battery.
Tighten.
Check wiring to solenoid
valve.
Check breaker. (Note:
Without electric power,
the gear doors will open
but not close.)
PIPER AIRCRAFT
PA42/42 720
CHART 2902. LEADING PARTICULARS, HYDRAULIC POWER PACK
NOMENCLATURE
Operating Pressure
Main Relief Valve Pressure (Primary)
Hand Pump Relief Valve Pressure (Secondary)
Hand Pump Relief Valve Reseat Pressure
Low Pressure Thermal Relief Vent Valve "Open"
Low Pressure Thermal Relief Vent Valve "Closed"
Priority Valve Cracking Pressure
Hand Pump Check Valve Cracking Pressure
Landing Gear Position Release
Time Delay Valve
Hydraulic Fluid Required
Weight Dry - Power Pack
Hydraulic Fluid Flow Rate (Both Pumps Operating)
Reservoir Operating Fluid Level (Engine Pump)
(Minimum - Maximum)
Reservoir Fluid Level (Emergency)
(Stand Pipe Level)
-NOTE-
WTC 2135-1
(See Note Below)
1900 PSI
1900 - 1950 PSI
2025 - 2100 PSI
1900 - 1950 PSI
o to 100 PSI
150 PSI Max.
600 - 650 PSI
1 to 3 PSI
1220 - 1250 PSI
3 to 9 seconds
MIL-H-5606
10.00 pounds
1.6 a.p.M.
1. 82 - 2.1 pints
1.22 pints
Should the values in the text differ from the chart values, the chart
values take precedence.
3819
29-00-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
MAIN HYDRAULIC SYSTEM
FLUSHING HYDRAULIC SYSTEM
When hydraulic system is contaminated, drain and flush entire system to remove contaminated fluid.
Determine cause and type of contamination and proceed as follows:
1. Remove engine cowlings (Chapter 71).
2. Disconnect hydraulic lines at engine driven pumps.
3. Drain hydraulic fluid from power pack reservoir using suction, fill, and drain fitting on bracket located at
lower aft corner of nose access panel opening behind hydraulics components cover.
4. Disconnect hydraulic lines at actuating cylinders and drain fluid from all hydraulic lines.
5. Remove and replace filter elements located on engine firewall. Flush out filter bowls.
6. Flush hydraulic system with clean hydraulic fluid (MIL-H-5606). Examine several seals and cylinder bores
for damage.
7. When hydraulic system is completely flushed and no indication of contamination exists, reconnect
previously disconnected fittings and replenish system with clean hydraulic fluid.
8. Bleed hydraulic system (described in Bleeding the Hydraulic System) and check for leaks.
9. Replace engine cowlings (Chapter 71).
HYDRAULIC SYSTEM OPERATIONAL CHECKS USING PIPER TEST UNIT
The test unit (PIN 753 080) can be used to check hydraulic systems, the hydraulic power pack landing gear
cycling operation, power pack operating pressure checks and adjustments etc, all performed without operating
engines.
The unit consists of an electric, motor driven hydraulic pump, bypass valve, fluid reservoir, filter, pressure
gauge, hoses, and adapter fittings housed in a metal cabinet and mounted on casters.
3820
29-10-00
Page 1
PIPER AIRCRAFT
PA42/42720
HYDRAULIC TEST UNIT (OPTIONAL)
Multi-purpose hydraulic test units can also be used to provide the same functions as the Piper unit. The test unit
must be capable of duplicating and monitoring the operating pressures and the flow rate given in Chart 2902.
-NOTE-
The following procedures are written for Piper or optional hydraulic
test units. Use proper operating manual for specific unit being used.
CONNECTING TEST UNIT
1. Remove access panel on right side of nose section. Open access in hydraulics components cover.
2. If system requires filling only, remove protective cap from suction; fill and drain valve mounted on bracket
on lower aft comer of nose access panel opening. Connect pressure hose from test unit. Open valve on
suction port, place control lever in up position, and proceed to fill system per instructions with test unit.
Observe fill lines so not to overfill reservoir.
3. If system is to be operated during various ground checks, overhaul, or inspection of components, remove
protective caps from suction and pressure ports, connect test unit pressure hose to pressure port and test unit
suction hose to suction port. Open valve on suction port and operate test unit according to supplied
instructions.
CYCLING LANDING GEAR
1. Connect hydraulic test unit (described in Connecting Test Unit) and jack airplane (outlines in Chapter 7).
2. Set hydraulic test unit bypass valve open.
3. Start test unit pump motor.
4. Place gear selector handle in UP or DOWN position. Slowly close bypass valve until system pressure has
reached that specified in Chart 2902.
5. Operate gear using landing gear control handle.
291000
Page 2
3821
14
10
PIPER AIRCRAFT
PA .. 42/42 .. 720
I
L____ __ _____ _s_
16
9 9
BULKHEAD TEE & CAP (TEST PORT)
Figure 29-1. Hydraulic System - Schematic Diagram
3822
15
14
29-10-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
1. PUMP - ENGINE DRIVEN
2. FILTER
3. CHECK VALVES
4. HAND PUMP
5. SELECTOR HANDLE
6. RESTRICTOR VALVE
7. ACTUATOR, NOSE GEAR
8. ACTUATOR, MAIN GEAR
9. ACTUATOR, MAIN GEAR DOOR
10. POWER PACK ASSEMBLY
A. MAIN RELIEF VALVE
B. ENGINE PUMP CHECK VALVE
C. PRIORITY VALVE
D. DOOR SOLENOID VALVE
E. VENT VALVE
F. TIME DELAY CHECK VALVE
G. TIME DELAY VALVE
H. HAND PUMP RELIEVE VALVE
J, K, M, FILTER
N. RESERVOIR
P. LANDING GEAR SELECTOR VALVE
Q. SELECTOR VALVE DETENT
R. SELECTOR VALVE SPRING RETURN
S. ELECTRICAL SWITCH
T. ELECTRICAL CONNECTOR
11. PRESSURE PORT VALVE
12. SUCTION PORT TOGGLE VALVE
13. HAND PUMP CHECK VALVE
14. CYLINDER ASSEMBLY
AA. CYLINDER
BB. EXPLOSIVE VALVE
CC. FILL VALVE
DD. BURST DISC
EE. GAUGE
15. UN-LOCK ACTUATOR
16. SHUTTLE VALVE, MAIN GEAR
17. SHUTTLE VALVE, NOSE GEAR
Figure 29-1. Hydraulic System - Schematic Diagram (continued)
29-10-00
Page 4
3823
PIPER AIRCRAFT
PA42/42 720
ANTI-RETRACTION
GROUND GEAR WARNING HORN SOLENOID

DOOR
SOLENOID
GROUND GEAR
WARNING HORN RELAY
ANTI-RETRACTION
SWITCH
DOWN 0
NOSE GEAR
LIMIT SWITCH
MAIN GEAR
LIMIT SWITCH (LEFT)
'-----; A
.--------i B

NOTES:
D 1------'
DOOR SOLENOID
SWITCH
UP
DOWN
o
MAIN GEAR
LIMIT SWITCH (RIGHT)
1. GEAR IS SHOWN DOWN AND LOCKED, DOORS
CLOSED AND SELECTOR HANDLE IN DOWN
NEUTRAL, POWER ON.
2. POWER ON - DOORS CLOSED
POWER OFF - DOORS OPEN
Figure 29-2. Schematic of Power Pack Electronics System
3824
29-10-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
If retraction malfunction due to air in system is expected, follow
procedure for Checking Landing Gear Cycle Time. Gear cycling time
can be prolonged by slowly opening the test unit bypass valve part
way and bleeding off part of pump flow.
6. After completion of cycling, ensure landing gear selector handle is in DOWN, neutral position, and landing
gear is down and locked.
7. Disconnect hydraulic test unit.
8. Remove airplane from jacks (Chapter 7).
CHECKING LANDING GEAR CYCLE TIME
-NOTE-
The following times, taken using a single test unit, can be
considerably reduced by using two test units, one hooked to each
firewall fitting. If times are within limits when operated by test unit,
but exceed limits when operated by engine driven pump, either
internal leakage in pump or suction air leak through suction plumbing
system to either of the engine driven pumps could exist. (Refer to
paragraph entitled Checking For Suction Air Leakage.) If tests
indicate a defective pump, repair or replace defective pump. If time
exceeds limit when operated by either test unit or engine driven
pump, internal leakage exists in hydraulic system. Check actuators
for internal leakage and repair or replace actuators as required. If
actuators are not defective, power pack internal leakage exists, and
repair or replace power pack.
When malfunction in hydraulic system is suspected, due to slow gear cycle time, it could be caused by low fluid
in airplane reservoir causing system to be full of air. The following procedure will purge air from system and fill
reservoir:
1. Place airplane on jacks (see Jacking, Chapter 7).
2. Cycle landing gear through two complete cycles.
3. Excessive foam in reservoir indicates a possible leak in suction plumbing where air is drawn into system.
Check all ground service suction connections for leaks.
4. With landing gear extended, place gear handle in full UP position, and record time required for gear to
retract and doors to close. TIme must not exceed 9 0.5 seconds, plus time required for time delay valve to
operate.
5. With landing gear retracted, place gear handle in full DOWN position, and record time required for gear to
extend and doors to close. Time must not exceed 8 0.5 seconds, plus time required for time delay valve to
operate.
291000
Page 6
3C1
PIPER AIRCRAFT
PA42/42 720
2 5
6
7
9
1. FILTER, RIGHT PUMP 7. HYDRAULIC PUMP, RIGHT
2. GEAR ACTUATING CYLINDER, RIGHT 8. EMERGENCY HAND PUMP
3. DOOR ACTUATING CYLINDER, RIGHT 9. HYDRAULIC PUMP, LEFT
4. DOOR ACTUATING CYLINDER, LEFT 10. POWER PACK ASSEMBLY
5. GEAR ACTUATING CYLINDER, LEFT 11. GEAR ACTUATING CYLINDER, NOSE
6. FILTER, LEFT PUMP
Figure 29-3. Hydraulic System Installation
3C2
29-10-00
Page 7
PIPER AIRCRAFT
PA42/42720
CHECKING TIME DELAY VALVE
1. Connect hydraulic test unit (described in Connecting Test Unit).
2. With test unit operational and airplane master switch ON, move landing gear selector handle to DOWN
position. Note delay of handle returning to NEUTRAL position.
-NOTE-
Time delay between moving selector handle to down position (with
master switch on) and automatic releasing of selector handle to
neutral, must be 3 to 9 seconds at room temperature. Colder
temperature causes a longer delay.
3. If time delay is not 3 to 9 seconds, ensure valve is not air locked. Bleed air out by holding selector down for
30 seconds and complete three or four rapid movements from neutral to down.
4. Replace time delay valve, if defective.
CHECKING HANDLE RELEASE TO NEUTRAL
-NOTE-
One release valve releases handle from both gear down and gear up
positions. If handle return springs are adjusted properly, release valve
must release handle from both positions at same pressure. The
following procedures check release pressure from gear down position
and release pressure from gear up position. This is done to assure
satisfactory operation of other equipment relative to handle release
operations.
1. Place airplane onjacks (see Jacking, Chapter 7).
2. Connect hydraulic test unit (described in Connecting Test Unit).
3. Run landing gear through two complete cycles, ending with gear down and locked and doors closed.
4. Set hydraulic test unit bypass valve fully open.
5. Place landing gear selector handle fully down.
6. Close bypass valve very slowly until handle trips back to neutral. Ensure gauge pressure readings comply
with those in Chart 2902 when handle trips to neutral. Allow time for time delay valve to open.
291000
Page 8
3C3
PIPER AIRCRAFT
PA-42/42-720
7. Set hydraulic test unit bypass valve fully open.
8. Place landing gear selector handle in full up position.
9. Close bypass valve very slowly until handle trips back to neutral. Ensure gauge pressure readings comply
with those in Chart 2902 when handle is tripped to neutral. Allow time for time delay valve to open.
10. Adjust handle release, if required.
11. Ensure landing gear selector handle is in down neutral position and landing gear is down and locked.
12. Disconnect test unit and remove airplane from jacks.
CHECKING PRIORITY VALVE
1. Connect hydraulic test unit and place airplane on jacks (see Jacking, Chapter 7).
2. Run landing gear through two complete cycles.
3. With gear down and locked and test unit operational, tum master switch off and move gear handle to down
position causing doors to open and handle to return to neutral position. Keep switch off, leaving doors
open, facilitating completion of check.
4. Open hydraulic test unit bypass valve.
-NOTE-
As priority valve opens, nose gear downIock starts releasing. Read
pressure gauge at that point.
5. Place landing gear selector handle fully up. Close bypass valve very slowly, observe pressure gauge of test
unit, and note at which pressure reading priority valve opens. Priority valve must open at 600 - 650 psi, as
indicated in Chart 2902.
6. Make required priority valve adjustments.
7. Ensure landing gear selector handle is in down, neutral position, and landing gear is down and locked.
8. Disconnect test unit and remove airplane from jacks.
CHECKING MAIN RELIEF VALVE
1. Connecttest unit.
2. Open test unit bypass valve.
3. Hold landing gear selector handle in full down position.
4. Close bypass valve slowly and note pressure build-up and point where pressure stabilizes on test unit gauge.
Stabilization indicates relief valve setting as listed in Chart 2902.
5. Adjustment of power pack main relief valve is completed with power pack installed in airplane. Remove
top cover and drain fluid to gain access to adjusting screw.
3C4
29-10-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
CHECK HAND PUMP RELIEF VALVE
1. Place landing gear selector handle, located right of pilot seat under floor, in full down position. With master
switch off, extend handle and operate emergency hand pump to open landing gear doors.
2. Disconnect door open line (upper fitting) from main gear door cylinder. Connect hydraulic test unit
pressure hose to door open line. Cap actuator fitting.
3. Close bypass valve on hydraulic test unit.
4. Operate emergency hand pump and note at which reading on hydraulic test unit pressure gauge hand pump
relief valve open. Pressure must be between 2025 - 2100 psi (indicated in Chart 2902).
5. Adjustment of power pack hand pump relief valve is completed with power pack installed in airplane.
Remove cover and drain fluid to gain access to adjusting screw.
6. Open bypass valve on test unit to release pressure. Disconnect test unit pressure hose from door open line.
Remove cap from actuator fitting and reconnect door open line to main door actuator.
7. Replenish required hydraulic reservoir fluid.
CHECKING FOR SUCTION AIR LEAKAGE
1. Remove engine cowling for access.
2. Disconnect hydraulic pump suction hose from pump. Connect test unit suction hose to airplane suction
hose with suitable fitting.
3. Disconnect hydraulic pump pressure hose from pump. Connect test unit pressure hose to airplane pressure
hose with suitable fitting.
4. Connect test unit electrical cable to electrical power source.
5. Jack airplane and cycle landing gear through five complete cycles.
6. Check test unit reservoir for air bubbles indicating leakage in suction line, hose, or fittings. Replace
defective parts.
-NOTE-
If replacement parts eliminate visible air in test unit reservoir, but air
still enters hydraulic system, engine driven pump may contain suction
leak.
8. Remove airplane from jacks. Disconnect test unit.
29-10-00
Page 10
3C5
PIPER AIRCRAFT
PA-42/42-720
DISCONNECTING TEST UNIT
1. Ensure landing gear selector is in the down, neutral position, and the landing gear is down and locked.
2. Shut off test unit per instruction supplied with unit.
3. Close suction-fill-drain valve in airplane by placing control lever in down position and disconnecting test
unit hose from fitting. Install protective cap over fitting. Disconnect and remove test unit pressure hose
from pressure fitting in airplane (if previously connected). Install the protective cap on the fitting.
4. Check fluid level in power pack reservoir. Check system for leaks.
5. Close access in hydraulic components cover. Install access panel on right side of nose section.
HYDRAULIC POWER PACK
REMOVAL OF POWER PACK (Figure 29-4)
1. Remove right access panel at nose section between Stations 25.60 and 57.00. Completely remove hydraulic
components cover by removing retaining strips from outer edges of cover.
2. Drain power pack by removing both drain caps from end of suction; fill and drain plug installed inside
access opening behind hydraulic components cover. Connect fluid line from fitting to container; raise lever
to open valve and drain reservoir.
3. Disconnect electrical connector at forward end of power pack.
4. Disconnect vent line from power pack.
S. Disconnect gear selector control cable from power pack control arm on outboard side of power pack.
6. Disconnect various hydraulic lines from power pack. Cap open lines to prevent contamination.
7. Cut safety wire and remove attachment bolts securing power pack to mounting brackets.
8. Move power pack forward and out access opening.
3C6
29-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
8 6
5
7
1. POWER PACK
2. LINE, VENT
3. LINE, ENGINE PUMP SUCTION
4. LINE, ENGINR PUMP PRESSURE
5. LINE, SUCTION FILL
6. SUCTION FILL PORT
7. DRAIN PORT
8. VALVE
9. LINE, DRAIN
10. LINE, HAND PUMP PRESSURE
11. LINE, HAND PUMP SUCTION
12. LINE, GEAR UP
13. LINE, GEAR DOWN
14. LINE, GEAR UP
15. LINE, DOOR OPEN
16. LINE, GEAR DOWN
17. LINE, DOOR CLOSE
29-10-00 -
Page 12
3
16
17
Figure 29-4. Power Pack Installation
3C7
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF POWER PACK (Figure 29-4)
1. Position power pack in mounting brackets. Ensure power pack control arm is facing outboard; secure
power pack and bracket supports to mounting brackets with bolts and safety.
2. Uncap and connect various hydraulic lines to power pack.
3. Connect electrical connector to forward end of power pack and connect landing gear selector cable to
selector arm.
4. Fill power pack (see Chapter 12).
5. Bleed hydraulic system per instructions in this chapter.
6. Close hydraulic components cover. Replace access panel on side of airplane nose section.
-NOTE-
Readjust gear selector cable removed from support.
DISASSEMBLY OF POWER PACK (Figure 29-6)
After power pack is removed from airplane and all ports are capped or plugged, spray with cleaning solvent
(Federal Specifications P-S-661, or equivalent) to remove all accumulated dust or dirt. Dry with filtered
compressed air. To disassemble unit, proceed as follows:
1. Remove wire, nut, reservoir cover, and D-ring. Since cover is a snug fit on reservoir, use soft mallet and tap
cover lightly to remove.
2. Remove snap ring from center stud. Remove baffle plate from reservoir. Drain remaining hydraulic fluid
from reservoir.
3. Remove reservoir and D-ring. Reservoir is a snug fit in body and requires hard pull to disengage.
4. Remove center stud and O-ring.
-NOTE-
All electrical wires are color coded. Ensure colored wires match
when wires are reinstalled.
5. Remove screws, washers, switch assembly, and insulating plate. Switch will remain hanging from electrical
wires (Figure 29-7).
6. Remove plastic strap attaching electrical wires to door solenoid valve. Remove safety wire from door
solenoid valve (Figure 29-7).
7. Disconnect switch and door solenoid electrical wires from terminal block.
3C8
29-10-00
Page 13
PIPER AIRCRAFT
PA42/42720
TOP VIEW
7--"
3
----------I/J __ 4
FWD
1. DRAIN FITTING
2. MAIN RELIEF VALVE
3. PRIORITY VALVE
4. FILTER, HAND PUMP SUCTION
5. HAND PUMP RELIEF VALVE
6. TIME DELAY CHECK VALVE
7. DOOR VENT VALVE
8. STANDPIPE, FILTER
Figure 29-5. Location of Power Pack Components
29-10-00
Page 14
3C9
PIPER AIRCRAFT
PA42/42 720
-NOTE-
THE SHADED PARTS, POPPET (6) AND POPPET
SEAT (7) ARE MATCHED PARTS AND MUST BE
REPLACED AS AN ASSEMBLY.
Figure 29-6. Hydraulic Power Pack
3C10
47
107
0-52
I
1-
53
~ 5
29-10-00
Page 15
PIPER AIRCRAFT
PA42/42 720
1. MAIN RELIEF VALVE
55. BODY, SECONDARY RELIEF VALVE
2. ADJUSTING SCREW
56. BALL
3. SPRING
57. SEAT
4. BUTTON
58. O-RING
5. BODY, RELIEF VALVE
6. POPPET
59. CHECK VALVE, TIME DELAY
60. SNAP RING
7. POPPET SEAT
61. O-RING
8. BACKUP
62. SEAT
9. O-RING
63. BALL
10. PRIORITY VALVE
64. SPRING
11. ADJUSTING SCREW 65. BODY, CHECK VALVE
12. SPRING
66. O-RING
13. BUTTON 67. BODY
14. BODY, PRIORITY VALVE 68. O-RING
15. BACKUP
69. BACKUP
16. O-RING
70. NUT
17. BACKUP
71. FITTING
18. O-RING
72. BOLT
19. POPPET
73. WASHER
20. POPPET SEAT
74. BRACKET
21. O-RING
75. BOLT
22. FITTING
76. WASHER
23. NUT
77. PLUG, ELECTRICAL
24. BACKUP
78. SCREW
25. O-RING
79. WASHER
26. DOOR VENT VALVE 80. TERMINAL BLOCK
27. ADJUSTING SCREW 81. SPRING CARTRIDGE
28. SPRING
82. SNAP RING
29. STEM
83. BUTTON
30. RETAINER
84. SPRING
31. O-RING
85. PLUNGER
32. PISTON
86. BODY, HANDLE RELEASE
33. BODY, VENT VALVE 87. SCREW, STOP
34. O-RING
35. NUT 89. FITTING
36. COVER, RESERVOIR 90. O-RING
37. WIRE, SAFETY 91. BACKUP
38. O-RING 92. O-RING
39. FITTING 93. POPPET
40. O-RING
94. SPRING
41. CENTER STUD 95. GUIDE
42. FILTER, VENT
96. SNAP RING
43. SNAP RING 97. FITTING
44. SNAP RING 98. O-RING
45. BAFFLE PLATE 99. STANDPIPE-FILTER
46. RESERVOIR
100. FITTING
47. O-RING
101. NUT
48. FILTER, HAND PUMP SUCTION 102. BACKUP
49. SNAP RING
103. O-RING
50. FILTER, HAND PUMP 104. O-RING
51. HAND PUMP RELIEF VALVE 105. WIRE SAFETY
52. ADJUSTING SCREW 106. BRACKET ASSEMBLY
53. SPRING 107. DEFLECTOR PLATE
54. STEM
Figure 29-6. Hydraulic Power Pack (continued)
291000
Page 16
3C11
PIPER AIRCRAFT
PA-42/42-720
8. Remove four bolts attaching manifold assembly. Separate manifold assembly from power pack, being sure
not to lose transfer sleeves between manifold and power pack (Figure 29-7).
9. Remove five transfer sleeves from manifold (Figure 29-7).
-NOTE-
When manifold is separated from power pack body, teeth on landing
gear selector spool become disengaged from gear and permit selector
spool to move. Never move selector spool to a position more than
flush with manifold body at end opposite selector spool teeth. If
moved beyond this position, an O-ring will get caught and selector
spool will be difficult to remove.
CLEANING, INSPECTION AND REPAIR OF POWER PACK.
1. Discard all old O-rings and gaskets.
2. Remove line fittings caps, wash all parts in dry cleaning solvent (Federal Specification P-S-661, or
equivalent), and dry with fIltered compressed air.
-NOTE-
During inspection and until power pack is reassembled, keep parts as
clean as possible. After cleaning parts, place on clean surface and
cover with clean cloth.
3. Inspect all parts for scratches, scores, chips, cracks, and excess wear.
4. Use parts catalog to obtain proper replacement parts for power pack.
ASSEMBLY OF POWER PACK
1. Use new O-rings and gaskets during assembly.
2. Lubricate all O-rings with petrolatum (per VV-P-236 or equivalent) during assembly.
3. Lubricate all threaded surfaces of all valves in power pack with MIL-G-7711 grease or equivalent before
installing.
-NOTE-
When positioning reservoir cover, ensure vent fitting points to right
when power pack is installed in airplane. Also, when installing
reservoir cover, ensure large O-ring is not being pinched.
4. Install reservoir cover on reservoir, secure with nut, and torque to 35 inch-pounds. Safety nut to reservoir
cover using safety wire.
3C12
291000
Page 17
PIPER AIRCRAFT
PA42/42 720
ASSEMBLY OF RESERVOIR (Figure 29-6)
1. Lubricate O-ring (MS28775-009). Install onto top center stud.
2. Install center stud into body (PPN 762-589).
3. Lubricate two reservoir O-rings and install.
4. Push reservoir into body.
5. Drop baffle plate into reservoir. Secure by placing snap ring into center stud.
TESTING RESERVOIR FOR LEAKAGE (Figure 29-6)
1. Remove drain fitting. Attach test hand pump with 200 psi gauge to drain port.
2. Remove cap from reservoir vent fitting at top of reservoir. Operate hand pump until reservoir is completely
full. (Indicated by fluid coming out of vent fitting.)
3. Cap reservoir vent fitting.
4. Operate test hand pump to raise pressure in reservoir until pressure gauge indicates maximum 50 psi.
5. Check for leaks and ensure no external leakage is found.
6. Crack vent fitting to release pressure, remove test equipment, drain reservoir and cap fittings.
7. Install hydraulic power pack in airplane.
DISASSEMBLY OF MANIFOLD (Figure 29-7)
1. Unscrew door solenoid from manifold. Remove plunger return spring.
2. Remove pin; remove plunger from spool by carefully pulling it from manifold.
3. With hook made from a brass welding rod, withdraw transfer sleeve from manifold by inserting hook into
oil hole in transfer sleeve.
29-10-00
Page 18
-NOTE-
Ensure end of hook is not over 0.06 inches long. Use hook carefully
to prevent scratching bore in manifold. The sleeve is difficult to
withdraw due to O-ring friction.
3C13
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
The shaded parts, time delay plunger (2), landing gear selector
spool (19) and manifold (35) are matched, lapped parts. It it is
necessary to replace any of these parts, replace them with a 13
matched assembly containing (2), (19) and (35). Shaded parts,
transfer sleeve (7), and spool (10) are also matched and lapped
parts and must be replaced by a matched assembly containing
(7) and (10). ,,-
46
4;
. f3
, .
.
.

('

24-A.
l l, .. , 27
21 n " .. ,/ 28
29./-0 '"

1. TIME DELAY VALVE 17. LANDING GEAR SELECTOR SPOOL
2. PLUNGER, TIME DELAY 18. O-RING
3. SPRING 19. SPOOL, LANDING GEAR SELECTOR
4. O-RING 20. O-RING
5. SCREW 21. HANDLE DETENT ASSEMBLY
6. TRANSFER VALVE 22. O-RING
7. SLEEVE, TRANSFER 23. PLUNGER
8. O-RING, SLEEVE 24. O-RING
9. DOOR SELECTOR SPOOL 25. SPRING
10. SPOOL, DOOR SELECTOR 26. RETAINER
11. DOOR SOLENOID VALVE ASSEMBLY 27. O-RING
12. SOLENOID, DOOR 28. FiniNG
13. O-RING, SOLENOID 29. O-RING
14. SPRING, PLUNGER RETURN 30. BACK UP
15. PLUNGER 31. NUT
16. PIN 32. FiniNG
Figure 29-7. Power Pack Manifold
3C14
33. O-RING
34. FiniNG
35. MANIFOLD ASSEMBLY
36. SLEEVE, TRANSFER
37. O-RING
38. O-RING
39. BACK UP
40. NUT
41. FiniNG
42. BOLT
43. INSULATING PLATE
44. SWITCH ASSEMBLY
45. WASHER
46. SCREW
47. WIRE, SAFETY
48. STRAP, PLASTIC
29-10-00
Page 19
PIPER AIRCRAFT
PA42/42720
4. Remove screw, spring, and time delay plunger by inserting small wooden dowel in center of plunger.
5. Remove landing gear selector spool by grasping rack (teeth) end of spool and pulling it from manifold.
-NOTE-
Do not bend but pull selector spool straight out. The landing gear
selector spool, time delay plunger and manifold are matched, lapped
parts and must be replaced as an assembly only.
6. Remove landing gear handle-release retainer, spring, and plunger from manifold. The plunger end has a
ball which must remain in place.
7. Remove caps and fittings; wash manifold in cleaning solvent (Federal Specification PS-661 or equivalent)
and dry with fIltered, compressed air. Ensure internal passages are clean. Reinstall caps on fittings.
ASSEMBLY OF MANIFOLD (Figure 29-7)
1. Lubricate and install D-ring on landing gear selector spool. Install D-ring into manifold at opposite end.
-NOTE-
The landing gear selector spool, time delay valve plunger, and
manifold are matched, lapped parts, and must be replaced as an
assembly only.
2. Insert selector spool into manifold from landing gear handle end of manifold. Insert only until selector
spool taper is protruding approximately 0.06 inch out manifold end.
-NOTE-
If selector spool is not protruding approximately 0.06 inch out of
manifold, opposite rack, when installing into body (see Figure 29-10),
gear will not engage in proper position. Do not move selector spool
more than 0.12 inch out of manifold, opposite rack. The D-ring could
get caught and damaged, necessitating replacement.
3C15
29-10-00
Page 20
PIPER AIRCRAFT
PA-42/42-720
3. Ensure landing gear selector spool slides freely.
4. Ensure door solenoid spool moves freely within transfer sleeve.
-NOTE-
The spool and transfer sleeve are matched, lapped parts and must be
replaced as an assembly only.
5. Lubricate four O-rings and install on transfer sleeve.
6. Install transfer sleeve into manifold.
7. Attach plunger to door selector spool with pin and install into transfer sleeve.
8. Lubricate O-ring (MS 28775-018) and install on solenoid.
9. Lubricate door solenoid threads, insert plunger return spring into plunger cavity, and screw assembly into
manifold. Torque to 70 inch-pounds.
10. Install time delay plunger and spring into manifold.
11. Lubricate O-ring, install onto screw, and mount time delay assembly into manifold. Screw must be flush
with outside of manifold.
INSTALLATION OF MANIFOLD (Figure 29-7)
1. Lubricate O-rings and install on five transfer sleeves.
2. Insert transfer sleeves into manifold.
3. Mate manifold to power pack body, being sure not to damage O-rings on transfer sleeves.
-NOTE-
When mating manifold with power pack body, index landing gear
selector spool rack with input shaft gear (Figure 29-10). With landing
gear selector spool protruding 0.06 inch from face A of manifold and
input shaft return cam in horizontal position, tooth of input shaft gear
must match with tooth space in landing gear selector spool rack.
4. Install four manifold attaching bolts and torque to 35 inch-pounds. Do not over torque bolts, causing
binding of landing gear selector spool.
5. Lubricate and install O-ring (MS 28775-010) on bottom of plunger and O-ring (MS 28775-008) on top of
plunger.
6. Install plunger and lubricated spring into manifold.
7. Lubricate threads of retainer, install into manifold, torque to 25 inch-pounds, and safety wire retainer to
manifold.
3C16
29-10-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF POWER PACK HANDLE RELEASE MECHANISM (Figure 29-8)
1. Remove lockwire retaining roll pin in input shaft and alTIl.
2. Using a punch, drive roll pin out of alTIl and shaft. Remove alTIl.
3. Using a punch, drive pin out of return cam. Remove return cam.
4. Pull input shaft assembly from power pack.
ASSEMBLY OF POWER PACK HANDLE RELEASE MECHANISM (Figure 29-8)
1. If switch cam, gear, and detent cam were removed from input shaft, parts must be assembled and indexed
(Figure 29-8, View A).
2. Lubricate input shaft, slide detent cam and gear into place, and secure gear with roll pin.
3. Slide switch cam onto input shaft; secure with roll pin. Install assembly into power pack body.
4. Install return cam and secure with roll pin. Ensure landing gear shaft moves freely in power pack body.
Check for slight end play between input shaft and power pack body. If shaft binds, remove return cam lap
face of return cam boss; reinstall return cam.
5. Install power pack control alTIl on shaft end with alTIl pointing down. Align holes between shaft and alTIl
assembly and install roll pin. Install 0.041 inch safety wire through roll pin and around half of alTIl. Pull
twisted end of safety wire around other half of arm assembly (Figures 29-9 and 29-10).
3 5
VIEW A
1. CAM SWITCH
2. PIN
3. GEAR
4. PIN
5. CAM DETENT
6. SHAFT INPUT
7. RETURN CAM
8. PIN
9. ARM
10. PIN
11. LOCKWIRE
12. SHAFT INPUT ASSEMBLY
29-10-00
Page 22
Figure 29-8. Power Pack Handle-Release Mechanism
3C17
7
PIPER AIRCRAFT
PA .. 42J42 .. 720
ADJUSTMENT OF POWER PACK HANDLE-RELEASE MECHANISM (Figure 29-11)
The following procedure outlines adjustments for setting handle release cartridges, stopping them in correct
position before installing power pack into airplane.
1. Rotate input shaft into gear UP detent position. Adjust left stop screw to allow slight overtravel past detent
position.
2. Rotate input shaft into gear DOWN detent position. Adjust right stop screw to allow slight overtravel past
detent position.
3. Rotate input shaft to neutral position, bringing input shaft return cam to horizontal position.
4. Hold input shaft return cam in horizontal (neutral) position by inserting 0.125 inch diameter drill or punch
through hole in ann and into rigging hole in body. (Rigging hole A, Figure 29-11.) Adjust handle return
cartridges so return plunger balls barely touch surface of input shaft return cam.
-CAUTION-
REMOVE DRILL OR PUNCH FROM RIGGING HOLE A.
5. Ensure detent holds in both detent positions and returns with a positive snap when manually released from
either position.
OPERATION OF GEAR SELECTOR HANDLE MECHANISM (Figure 29-12)
Operating gear selector handle must accomplish positive engagement with detent. With selector handle in UP
or DOWN position and in detent, a force of 3 1/2 to 6 pounds, applied perpendicular to handle centerline at knob
centerline, is required to move handle from detent back to neutral position. To check operation of gear selector
handle mechanism, place airplane on jacks (see Jacking, Chapter 7) and operate gear selector handle through
entire up and down travel.
3C18
29-10-00
Page 23
291000
Page 24
PIPER AIRCRAFT
PA-42/42-720
.040 SAFETY WIRE
VIEW A
ARM
MS20995C41
SAFETY WIRE
Figure 29-9. Safetying Control Arms
3
4
o 0
5
,,611
2
.06 INCH -L
RETURN CAM IN HORIZONTAL POSITION
Figure 29-10-. Indexing of Selector Spool
3C19
PIPER AIRCRAFT
PA-42/42-720
INSPECTION OF GEAR SELECTOR HANDLE
1. Ensure handle does not contact slot ends in instrument panel when actuated to travel extremes.
2. Ensure adequate clearance exists between selector gear mechanism and wiring harness which runs laterally
across aircraft.
3. Ensure locknuts are securely tightened and all grommets are properly installed.
4. Check control cable connections from actuator arms to power pack and selector handle.
ADJUSTMENT OF GEAR SELECTOR HANDLE MECHANISM (Figure 29-11)
1. Disconnect landing gear selector control cable from selector handle and power pack control arm.
2. Connect spring scale to control arm, pull fore and aft perpendicular to arm centerline, and determine if
detent is left at a force of 9 1 or 2 pounds. If not, release at required force and adjust mechanism.
3. Depress button on solenoid lock to allow selector handle to travel freely. With selector handle in up or
down position and in detent, a force of 3 1/2 to 6 pounds, applied perpendicular to handle centerline at knob
centerline, is required to move handle from detent.
4. Position control arm on power pack in NEUTRAL by inserting 0.125 inch diameter drill into rigging hole
(hole A, Figure 29-11) in control arm and power pack body.
5. Place selector handle in NEUTRAL position and hold.
6. Position control cable to allow equal travel at both ends.
7. Adjust terminal ends of control cable to obtain neutral position on both control arm and selector handle.
8. Connect terminal ends of control cable to power pack control arm and selector handle.
9. Remove drill from rigging hole in (hole A, Figure 29-11) power pack.
-NOTE-
Whenever cable assembly is removed from airplane and reinstalled,
seat cable where it passes through pressure bulkhead at Station 57.0.
(Refer to Chapter 53 for sealing.)
3C20
29-10-00
Page 25
PIPER AIRCRAFT
PA-42/42-720
10. Safety power pack control ann attachment pin (Figure 29-9).
11. Check operation of gear selector handle mechanism as follows:
a. Place airplane on jacks.
b. Connect hydraulic test unit.
c. Operate gear selector handle through entire travel and cycle gear both up and down.
1. STOP SCREW
2. INPUT SHAFT RETURN CAM
3. RETURN PLUNGER BALL
4. POWER PACK BODY
5. HANDLE RETURN CARTRIDGE
6. HANDLE RETURN CARTRIDGE
7. RETURN PLUNGER BALL
8. STOP SCREW
9. ARM
29-10-00
Page 26
1 8
2 I
3
7
4
oJ:===+==---- HOLE "A"
5 6
9
RETURN CAM IN HORIZONTAL POSITION (NEUTRAL)
Figure 29-11. Handle Release Adjustment
3C21
5 6 12
PIPER AIRCRAFT
PA-42/42-720
4
11
1. CONTROL KNOB
2. SLEEVE
3. STOP PIN
4. SAFETY WIRE
5. PLATE ASSEMBLY
6. LEVER ASSEMBLY
7. CABLE ASSEMBLY
8. BRACKET ASSEMBLY
9. POWER PACK
10. CONTROL ARM
11. BRACKET ASSEMBLY
12. PIN, WASHER AND CODER PIN
13. SOLENOID
14. MOUNTING BLOCK
15. PANEL ASSEMBLY
16. LIGHT ASSEMBLY
17. CABLE ADACHMENT PIN
18. TERMINAL
19. CLAMP
20. LOCKNUT
21. FIREWALL PLATE
22. GROMMET
23. BUSHING
Figure 29-12. Landing Gear Selector Mechanism Installation
3C22
291000
Page 27
PIPER AIRCRAFT
PA42/42 720
DISASSEMBLY OF SPRING CARTRIDGE ASSEMBLY (Figure 29-6, Item 81)
1. Remove two handle release bodies from power pack body.
2. Remove snap rings, buttons, springs, and plungers.
-CAUTION-
USE CAUTION WHEN REMOVING SNAP RINGS;
CARTRIDGES ARE SPRING LOADED.
DISASSEMBLY OF MAIN RELIEF VALVE (Figure 29-6, Item 1)
1. Carefully remove adjusting screw at top of main relief valve.
2. Remove relief valve body containing spring and button.
3. Remove poppet from poppet seat.
4. Use a brass hook, not over 0.125 inch long, and pull poppet seat up and out of power pack body. Hook
through holes inside seat while not damaging bore in body.
5. Reassemble poppet into poppet seat.
ASSEMBLY OF MAIN RELIEF VALVE (Figure 29-6, Item 1)
1. Inspect poppet and poppet seat for pitting or score marks. Two parts are matched parts and must be
replaced as assembly only.
2. Lubricate and install O-ring and back up ring on poppet seat. Insert poppet into seat and install assembly
into body.
3. Lubricate threads, install relief valve body into power pack body, and torque to 70 inch-pounds.
4. Install bottom and spring into relief valve body. Secure with adjusting screw. Adjusting screw provides
adjustment of main relief valve and must be installed flush.
ADJUSTMENT OF MAIN RELIEF VALVE (Figure 29-6, Item 1)
1. With input shaft in gear UP or gear DOWN position, apply pressure until fluid flows from main relief valve.
2. Adjust screw on top of main relief valve until valve begins to open at 1900 - 1950 psi (see Chart 2902).
Bleed pressure after each adjustment by cracking cap on door open fitting.
291000
Page 28
3C23
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF PRIORITY VALVE (Figure 29-6, Item 10)
1. Remove adjusting screw at top of priority valve.
2. Remove priority valve body containing spring, button, and poppet.
3. Use brass hook to remove poppet seat from body. Be careful not to damage bore.
4. Carefully remove O-ring from bottom of cavity.
ASSEMBLY OF PRIORITY VALVE (Figure 29-6, Item 10)
1. Lubricate and install O-ring and poppet back up. Insert poppet into priority valve body.
2. Lubricate O-ring and install into power pack body.
3. Ensure poppet seat contains sharp seating edge. Lap as required to obtain sharp seating edge. Push poppet
seat into valve body, install assembly into power pack body, and torque to 70 inch-pounds.
4. Install button; spring and secure with adjusting screw. Adjusting screw provides adjustment for priority
valve and must be installed flush.
ADJUSTMENT OF PRIORITY VALVE (Figure 29-6)
1. Place input shaft in gear up position. Remove cap from gear up fitting.
2. Apply pressure and note priority valve cracking pressure by observing pressure gauge when fluid first starts
to flow from gear up port.
3. Adjust screw until priority valve cracks at 600 - 650 psi (Chart 2902). Bleed pressure after each adjustment
by cracking cap on door open fitting.
4. Disconnect test unit and cap all open fittings.
DISASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Remove check valve body from power pack body.
2. Remove snap ring.
3. Using a brass hook, pull out ball seat.
4. Remove ball and spring.
3C24
291000
Page 29
PIPER AIRCRAFT
PA42/42 .. 720
ASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Install spring and ball into check valve body.
2. Lubricate and install O-ring in seat.
3. Install seat into check valve body. Secure with snap ring.
4. Lubricate threads, install O-ring on valve body, mount into power pack body, and torque to 45 inch-pounds.
DISASSEMBLY OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Remove adjusting screw from top of retainer.
2. Remove vent valve body from power pack body.
3. Remove spring and stem.
4. Cut wire and remove retainer from vent valve body.
5. Remove O-ring and piston.
ASSEMBLY OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Install piston into vent valve body.
2. Lubricate and install O-ring on retainer. Screw retainer into valve body; tighten and secure with 0.032 inch
safety wire.
3. Install stem, spring, and adjusting screw into retainer, ensuring adjusting screw is flush.
4. Lubricate threads, install O-ring on valve body, and install assembly into power pack body.
ADJUSTMENT OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Remove cap from door open fitting on power pack. Attach pressure hose from hand pump to door fitting
with 200 psi pressure gauge.
2. Slowly apply pressure to ensure fluid seeps from door vent valve.
3. Adjust screw so fluid flows from vent valve at 0 to 100 psi (Chart 2902).
4. Increase pressure to 150 psi maximum. Ensure door vent valve is shut off. If pressure falls below 100 psi,
fluid must resume flowing from door vent valve (Chart 2902).
5. Relieve pressure by cracking hose fitting from hand pump.
6. Disconnect test unit. Cap all open fittings.
29-10-00
Page 30
301
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF VENT FILTER (Figure 29-6)
1. Remove snap ring and pull out fIlter.
ASSEMBLY OF VENT FILTER (Figure 29-6)
1. Install vent filter into reservoir cover. Secure with snap ring.
DISASSEMBLY OF STANDPIPE-FILTER (Figure 29-6)
1. Remove standpipe-filter from power pack body.
ASSEMBLY OF STANDPIPE-FILTER (Figure 29-6)
1. Install standpipe-filter into power pack body.
DISASSEMBLY OF HAND PUMP CHECK VALVE (Figure 29-6, Item 88)
1. Remove fitting from power pack body.
2. Remove snap ring from fitting.
3. Remove guide, spring, and poppet.
ASSEMBLY OF HAND PUMP CHECK VALVE (Figure 29-6, Item 88)
1. Install poppet, spring, and guide into fitting. Secure with snap ring.
2. Lubricate threads on fitting valve. Install required D-ring closest to flanged end.
3. Install back up ring and D-ring on fitting.
4. Install valve assembly in body. Torque to 55 inch-pounds.
302
29-10-00
Page 31
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF HAND PUMP RELIEF VALVE (Figure 29-6, Item 51)
1. Remove adjusting screw at top of hand pump relief valve.
2. Remove hand pump relief valve body by unscrewing it from power pack body.
3. Remove spring and stem from valve body.
4. Remove ball.
5. Use brass hook and carefully remove seat from body. Be careful not to damage bore.
6. Remove O-ring from bottom of cavity.
ASSEMBLY OF HAND PUMP RELIEF VALVE (Figure 29-6, Item 51)
1. Lubricate and install O-ring into power pack body.
2. Inspect seat seating surface. Seating edge must be shatp. Lap if necessary to obtain clean, shatp edge.
3. Drop ball into cavity of hand pump relief valve body. Install ball seat into body, trapping ball between two
parts.
4. Lubricate threads and install assembly into power pack body. Torque to 70 inch-pounds.
5. Insert stem and spring into valve body. Install adjusting screw. Adjusting screw provides adjustment for
hand pump relief valve and must be installed flush.
ADJUSTMENT OF HAND PUMP RELIEF VALVE (Figure 29-6, Item 51)
1. With input shaft in gear UP or gear DOWN position, apply hand pump pressure very slowly until fluid
flows from hand pump relief valve.
-CAUTION-
HAND PUMP MUST BE OPERATED SLOWLY WHILE
INCREASING PRESSURE TO BLEED HAND PUMP RELIEF
VALVE.
2. Bleed air from power pack by cracking cap on door open fitting.
3. Adjust screw at top of valve until the valve cracks at 2025 - 2100 psi (Chart 2902). Bleed pressure by
cracking cap on door open fitting after each adjustment.
29-10-00
Page 32
303
PIPER AIRCRAFT
PA42/42720
DISASSEMBLY OF HAND PUMP SUCTION SCREEN (Figure 29-6, Item 48)
1. Remove suction screen by removing snap ring.
ASSEMBLY OF HAND PUMP SECTION SCREEN (Figure 29-6, Item 48)
1. Install filter into power pack body. Secure with snap ring.
ADJUSTMENT OF DOOR SOLENOID VALVE (Figure 29-7, Item 11)
1. Remove caps from door open and door close fittings on power pack.
2. Connect test harness to power pack electrical plug and to power source. (Test harness can be fabricated as
shown in Figure 29-13.)
3. With test harness switch in OFF position and input shaft in UP NEUTRAL or DOWN NEUTRAL position,
apply pressure and note fluid flows from door open fitting.
4. With test harness switch in gear UP or gear DOWN position, input shaft in UP NEUTRAL or DOWN
NEUTRAL position, apply pressure and note fluid flows from door closed fitting.
5. Disconnect test equipment. Cap all open fittings.
DISASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Remove check valve body from power pack body.
2. Remove snap ring.
3. Using brass hook, pull out seat.
4. Remove ball and spring.
ASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Install spring and ball into check valve body.
2. Lubricate and install O-ring on seat.
3. Install seat into check valve body and secure with snap ring.
4. Lubricate threads and install O-ring on valve body. Install assembly into power pack body and torque to 45
inch-pounds.
304
29-10-00
Page 33
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION AND ADJUSTMENT OF INBOARD GEAR DOORS SWITCH
1. Install switch assembly with insulating plate between the switch and manifold. Secure lightly with washers
and screws.
2. Move selector spool to gear up and down position a few times to ensure proper actuating of switch from ON
to OFF. Torque switch screws to 20 inch-pounds.
3. Safety wire solenoid to bracket (Figure 29-7) using 0.032 inch safety wire.
4. Connect electrical wires from switch to terminal block (Figure 29-6). Secure to solenoid with plastic strap.
-NOTE-
Electrical wires are color coded and must be matched when
reinstalling wires.
5. Install plungers, springs, and button into handle release bodies. Retain with snap rings.
6. Install handle release assemblies loosely in body.
291000
Page 34
BATIERY +
BATIERY -
GEAR UP
MS310SA-145-25 PLUG
MS3057 A-SA CLAMP
GEAR DOWN
WIRE: 18GAUGE
HARNESS LENGTH: 2 TO 3 FT
Figure 29-13. Power Pack Test Harness Schematic
305
PIPER AIRCRAFT
PA-42/42-720
POWER PACK BENCH TEST ADJUSTMENT
After completion of overhaul, bench test power pack prior to installation in airplane using hydraulic test unit or
similar test equipment.
1. Use only clean hydraulic fluid per MIL-H-5606.
2. Equipment needed is as follows:
a. Test unit pump and hand pump with 2500 psi capacity.
b. One hydraulic pressure gauge with 2500 psi capacity.
c. One hydraulic pressure gauge with 200 psi capacity.
3. Connect test pressure hose to pressure inlet port of power pack. The 2500 psi gauge must operate off
pressure line.
4. Connect suction hose to suction port of power pack.
5. Connect vent hose (if included) to vent port at top of reservoir-cover.
6. Cap all other fittings with high pressure caps.
-NOTE-
For control of door valve solenoid, fabricate an electric harness
(Figure 29-13). This harness, when connected to 24-volt battery,
allows control of electrical current to door valve solenoid permitting
hydraulic door circuits to operate.
BLEEDING THE HYDRAULIC SYSTEM
1. Jack airplane (described in Chapter 7).
2. Ensure reservoir is full.
3. Connect hydraulic test unit to airplane.
4. Cycle landing gear system through several cycles.
5. Ensure hydraulic reservoir is full.
8. Remove airplane from jacks.
306
29-10-00
Page 35
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF HYDRAULIC LINES
Remove damaged hydraulic line by disconnecting fittings at each end and disconnecting brackets (Figure 29-3).
Provide small container for draining line. Install new or replaced line by connecting fittings at each end and
connecting brackets. Refill power pack with hydraulic fluid.
-NOTE-
When using straight thread type fittings, locknuts must be tightened
so D-ring seals are on non-threaded portion of fitting.
REMOVAL AND INSTALLATION OF HYDRAULIC FILTERS
The hydraulic filters, located on lower right forward side of each engine firewall, are removed as follows:
1. Remove turtle back skin aft of cowlings to gain access to forward and aft sides of firewall.
2. Disconnect filter inlet hose and outlet line from filter.
3. Remove filter from firewall by holding bolts at aft side of firewall and removing nut at filter.
4. The filter is installed in reverse order.
5. After running engine, check for leaks.
: ~ i 1 i l
--c:::::> 7 8 9 10
_-I
5 ~ ~ ~
1. BODY, FILTER
2. O-RING SEAL
s-fi
3. O-RING SEAL
4. FILTER
5. SPRING
6. BOWL
7. VALVE, BY-PASS
8. SPRING
9. SCREW, PRESSURE
10. O-RING SEAL
Figure 29-14. Hydraulic Filter
29-10-00
Page 36
307
PIPER AIRCRAFT
PA42/42 720
REPLACEMENT OF FILTER ELEMENTS (Figure 29-14)
1. Remove turtle back skin aft of cowlings to gain access to forward and aft sides of firewall.
2. Cut safety wire, unscrew bowl, and remove filter element.
3. Clean filter bowl with suitable cleaning solvent and dry.
4. Replace filter element and O-ring on bowl.
5. Half fill filter bowl to minimize trapped air in hydraulic system and replace bowl.
6. Safety filter bowl with safety wire (MS20995C20) and replace cowl.
7. After running engine, check for leaks.
HYDRAULIC PUMP OPERATIONAL CHECK
To determine operational condition of each hydraulic pump, conduct following check:
1. Start one engine and allow to stabilize at idle.
2. With engine operating at 52% gas generator speed, move gear selector handle to gear down position. One
pump must build up pressure in hydraulic system and return selector handle to neutral position within 3 to 9
seconds. Again select down position and check handle return time.
3. Shut engine down and repeat preceding steps for other engine.
4. If selector handle does not return to neutral during operation check for one pump, but does return within
required time during check of other, remove pump and determine cause of malfunction.
PROCEDURE AFTER HYDRAULIC PUMP FAILURE
If pump breakage occurs, metal particles could exist in hydraulic system. To rectify condition, flush hydraulic
system as follows:
1. Replace defective engine-driven hydraulic pump and prime it. Do not connect pump to hydraulic system
until system is flushed.
2. Flush system.
3. Remove filter elements and check for metal particles. If metal particles are found in filter, clean filter bowl
with dry cleaning solvent. Dry with compressed air and install new filter elements.
REMOVAL OF HYDRAULIC PUMP
1. Remove upper and lower engine cowls by releasing skin fasteners and separating two halves.
2. Place drip pan under engine to catch spillage.
3. Disconnect two hydraulic hoses from end of pump. Cap hoses to prevent contamination.
4. Disconnect drain hose from bottom of pump.
5. Remove four nuts, lock washers, and flat washers from base of pump.
6. Remove pump from engine housing.
7. When removing pump from drive gear; remove, destroy, or discard gasket from pump mounting face.
Replace gasket and all seal rings with new parts upon reassembly. Never reinstall an old gasket or seal ring.
3D8
29-10-00
Page 37
29-10-00
Page 38
PIPER AIRCRAFT
PA-42/42-720
1. DRIVE SHAFT
2. DRIVE PIN
3. RETAINER RING
4. SEAL - WITHOUT GARTER SPRING
5. SEAL - WITH GARTER SPRING
6. GASKET
7. DRIVE SIDE ASSEMBLY
8. LOCKNUT
9. O-RING
10. CENTER PLATE ASSEMBLY
11. DOWEL (4)
12. SCREW, SOC. HD. CAP.
13. REAR SIDE ASSEMBLY
14. STUD
15. O-RING
16. DRIVE PIN
17. SECONDARY SHAFT
18. SECONDARY GEAR
19. DRIVE GEAR
Figure 29-15. Hydraulic Pump
3D9
PIPER AIRCRAFT
PA42/42 720
DISASSEMBLY OF HYDRAULIC PUMP (Figure 29-15)
1. Clean outside of pump thoroughly.
2. Mark line with blue Dykem or some equivalent removable substance from rear side, across centerplate to
drive side for proper reassembly.
-CAUTION-
DO NOT USE SCREWDRIVER OR SHARP TOOL TO
SEPARATE PARTS DURING DISASSEMBLY.
3. Remove four socket head cap screws securing rear side, centerplate, and drive side. Screws are threaded
into drive side.
4. Remove four locknuts from studs extending out of drive side flange which mates with centerplate.
5. Remove rear side by rocking it side to side and sliding in from four dowels. If it sticks, tap gently with
plastic or rubber hammer.
6. Remove four studs from rear side. Remove and discard large O-ring seal from rear side. Pull drive and
secondary shafts until drive pins clear gears. Remove drive pins.
7. Remove drive gear, secondary gear, and secondary shaft by pulling from centerplate.
8. Remove drive shaft by pushing it out of drive side. Remove centerplate and dowels by rocking it from side
to side.
9. Remove large O-ring seal from drive side; discard.
10. Remove retainer ring securing seal in drive side seal bore. Note proper position of seal during disassembly.
Remove and discard two part seal.
CLEANING, INSPECTION, REPAIR OF HYDRAULIC PUMP
1. Immerse and wash all metallic parts in trichlorethylene (Military Specification MIL-T-7(03) or equivalent
commercial cleaning solvent. Clean all openings and passages with fine fiber brush dipped in solvent. Do
not scrub surfaces with tool that will cause scratches.
-WARNING-
GOGGLES AND RUBBER GLOVES MUST BE WORN AND
ADEQUATE VENTILATION PROVIDED WHEN USING
TRICHLORETHYLENE OR CLEANING SOLVENTS.
REPEATED CONTACT OF SOLVENT WITH SKIN CAN CAUSE
IRRITATION. IF VAPORS ARE INHALED, SERIOUS DAMAGE
CAN RESULT.
3010
29-10-00
Page 39
PIPER AIRCRAFT
PA42/42 720
2. Dry all parts thoroughly with clean, lint-free cloth, or dry, filtered, compressed air at maximum 20 psi.
Blowout all parts, bores, and passages with compressed air.
3. Under strong light and magnification, inspect all parts for scoring, nicks, scratches, pitting, corrosion,
cracks, and excessive wear. Inspect all threaded surfaces for chipped, crossed, or stripped threads. Ensure
all parts conform to information in Chart 2903.
-NOTE-
When pump operates under conditions where parts exceed wear
limits, pump will not produce rated capacity and system will not
function properly. Repair or replace parts not within stated limits.
ASSEMBLY OF HYDRAULIC PUMP (Figure 29-15)
Soak seal and seal rings in Hydraulic (MIL-H-5606) fluid for minimum 2 hours before installation.
1. Replace drive shaft seal into drive side seal bore. Be sure to install drive shaft seal back to back.
2. Replace retainer ring into drive side seal bore.
3. Install new O-ring seal on drive side.
4. Mate centerplate assembly with drive side assembly. Align dowel pins.
5. Install drive shaft from engine side of drive side assembly.
6. Install secondary shaft into centerplate. Install drive and secondary gears onto drive and secondary shafts.
Ensure drive pin counter bore on drive gear faces pump rear side. Install drive pins.
7. Install four studs and new O-ring seal on rear side assembly.
8. Lightly oil gear teeth with hydraulic fluid before completing assembly.
9. Mate rear side assembly with centerplate, aligning drive and secondary shafts with respective holes in rear
side assembly.
10. Replace four locknuts on studs extending out of drive side flange mating with centerplate.
11. Replace four socket head cap screws securing rear side, centerplate, and drive side assemblies. Torque
socket head cap screws and locknut to 60 inch-pounds.
12. When pump is assembled, tum drive shaft by hand and ensure pump turns freely. If sticking or binding
exist, disassemble pump and determine problem. Do not apply power to pump until it turns freely by hand.
29-1000
Page 40
3011
PIPER AIRCRAFT
PA42/42720
CHART 2903. INSPECTION AND REPAIR, HYDRAULIC PUMP
ITEM INSPECTION REPAIR
(Figure 29-15)
Rear Side Visually inspect lapped face Lap surface to remove any
for scratches or scoring. scratches.
Centerplate Visually inspect two lapped Lightly stone any burrs around
faces for scratches or scoring. gear pockets. Lap faces, but
Inspect gear pockets for deep do not remove more than 0.0001
scratches. inch total metal from both sides.
Drive Side Visually inspect lapped Lap surface to remove any
surface for scratches or scratches. If deep scratches
scoring. exist, replace part.
Secondary Shaft Inspect shaft for deep If deep scratches exist,
scratches in bearing area. replace secondary shaft.
Gears Visually inspect gears for If gears are not within
chipped teeth or cracks tolerance, or if any cracked
around bore. Measure teeth exist, replace pump.
gear O.D., which must be
1.1646 - 1.1644 inch.
Bearings Visually inspect bearing If badly scored, replace pump.
bores for scratches or
scoring.
-NOTE-
Use PA-42 Parts Catalog to obtain repair kits for servicing pump.
3012
29-10-00
Page 41
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF HYDRAULIC PUMP
1. Place new gasket on base of housing.
2. Lubricate pump shaft splines with Molybdenum Disulfide type G paste lubricant.
-NOTE-
Drain fitting must face to lower right in downward position when
installing pump.
3. Install pump on housing.
4. Line up shaft splines with gear inside engine housing.
5. Install flat washers, lock washers, and nuts on base of pump; tighten.
6. Install two hydraulic hoses and prime pump before completing hookup to firewall fittings.
7. Ensure system reservoir contains proper amount of clean hydraulic fluid.
8. Change system fluid fIlters.
PRIMING HYDRAULIC PUMP
When pump is serviced or replaced, prime hydraulic pump to assure it does not operate in dry condition as
follows:
1. Remove hydraulic suction and pressure lines from firewall fittings.
2. Install caps on suction and pressure fitting at firewall to prevent fluid loss prior to hookup of hydraulic lines.
3. Hold both lines higher than pump. Pour hydraulic fluid (MIL-H-5606) into lines.
4. One by one, remove caps from firewall fittings and connect appropriate line to fitting. Do not spill
hydraulic fluid previously put in lines.
5. After operating engine, check hookup for leaks.
29-10-00
Page 42
3013
PIPER AIRCRAFT
PA42/42720
HAND PUMP (EMERGENCY)
REMOVAL OF HAND PUMP
1. Remove pump access panel aft of control pedestal.
2. Disconnect hydraulic pressure and suction lines from forward end of pump.
3. Remove pump from mounting bracket by removing attachment bolts.
4. Remove pump from airplane.
5. Cover pressure and suction lines to prevent contamination.
DISASSEMBLY OF HAND PUMP (Figure 29-16)
1. Remove plunger and component parts by removing quick click pin and four screws. Allow bracket to
separate from pump body.
-NOTE-
To remove quick click pins, use hollow steel rod with outside
diameter of 0.186 - 0.184 inch and inside diameter (bore) of 0.166
inch.
2. Pull plunger assembly from pump body.
3. Slide scraper and gland from plunger.
4. Remove check valve assembly from plunger by removing snap ring from plunger cavity. Inject low charge
of air into hole in plunger side to remove seat, ball, and spring.
5. Remove check valve assembly in pump body suction port by removing snap ring. Inject low charge of air
into pump body plunger bore to remove seat, ball, and spring.
3014
29-10-00
Page 43
1. SNAP RING
2. O-RING
3. SEAT
4. BALL
5. SPRING
6. BODY, PUMP
7. SNAP RING
8. O-RING
9. SEAT
10. BALL
11. SPRING
12. GT-RING
13. PLUNGER
14. QUICK CLICK PIN
15. O-RING
16. GLAND
17. BACK UP
18. BACK UP
19. O-RING
20. SCRAPER
21. BRACKET
22. QUICK CLICK PIN
23. LINK
24. QUICK CLICK PIN
25. SCREW
26. LEVER
27. GRIP
28. ROLL PIN
29. HANDLE
30. STOP
31. ROLL PIN
32. SPRING
33. DRIVE SCREW
PIPER AIRCRAFT
PA42/42 720

32 tj' 28"\.-
2- 'J1 'I' 30 L29 " ' 27
eo 26 Gr----+--.. gr
\':tl 1\0 0--
24
30 / 23
&& 14 6
:
a
25
J
34. HANDLE ASSEMBLY
2910-00
Page 44
Figure 29-16. Hand Pump
3015
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION, AND REPAIR OF HAND PUMP
1. Clean pump parts with suitable solvent and dry thoroughly.
2. Inspect plunger for enlarged pinholes and inspect surface area for scratches, burrs, etc, which could damage
O-ring.
3. Inspect check balls and seats for damaged seating areas and corrosion.
4. Check general condition of all other parts.
S. Repairs to pump are limited to polishing out small scratches, burrs, etc. Replace worn O-rings and damaged
parts.
ASSEMBLY OF HAND PUMP (Figure 29-16)
Lubricate all parts with oil (MIL-H-S606) prior to assembly as follows:
1. Lubricate O-ring and install on seat.
2. Install spring, ball, and lubricated seat into plunger. Retain with snap ring.
3. Install GT-ring on plunger.
4. Install O-ring and back up into inside groove of gland.
S. Install O-ring and back up onto outside groove of gland.
6. Lubricate entire gland and slide it onto plunger with recessed end on outside.
7. Lubricate pump body bore and slide plunger and gland into pump body.
8. Install scraper onto gland recess by sliding scraper over plunger with tapered lip of scraper facing outward.
9. Attach bracket to pump body with four screws. Torque to 70 inch-pounds.
to. Position link and install quick click pin.
11. Lubricate O-ring and install on seat.
12. Install spring, ball, and lubricated seat into pump body suction port. Secure with snap ring.
INSTALLATION OF HAND PUMP
1. Position hand pump on mounting bracket and secure with bolts.
2. Connect hydraulic pressure and suction lines to forward end of pump.
3. Bleed hand pump and test hand pump operation.
4. Install access panel.
S. Ensure reservoir is filled with hydraulic fluid.
3016
291000
Page 4S
PIPER AIRCRAFT
PA-42/42-720
BLEEDING HAND PUMP
Purge hand pump by operating pump until all air is expelled from pump. This usually requires approximately
15 pump cycles.
HAND PUMP TEST
1. Ensure reselVoir is filled with hydraulic fluid.
2. Remove cap from door-open port. Operate emergency hand pump until fluid flows from port with no
evidence of air in system. Replenish reselVoir with clean hydraulic fluid.
3. Remove fitting and install 2100 psi gauge at door-open port.
4. Operate emergency hand pump very slowly until pressure on gauge stops increasing, indicating hand pump
relief valve has opened.
-CAUTION-
WHEN BLEEDING HAND PUMP RELIEF VALVE, HAND
PUMP MUST BE OPERATED VERY SLOWLY AS PRESSURE
IS INCREASED. IF OPERATED RAPIDLY, DAMAGE TO
VALVE CAN OCCUR, AS AIR WILL SLAM PARTS AGAINST
EACH OTHER.
5. Ensure maximum gauge complies with those in Chart 2902. During pumping operation, emergency hand
pump must not feel spongy during up or down stroke.
6. Crack gauge in door-open port to release pressure; remove gauge. Reinstall fitting at door-open port.
-NOTE-
After completing test, reinstall line and check reselVoir fluid level.
29-10-00
Page 46
3017
5
~ I
3
1 2 4
1. ROD END
2. LOCKNUT
3. GT-RING
4. END CAP
5. SAFETY WIRE
6. PISTON
7. BALL
8. GT-RING
9. O-RING
10. BACK UP
11. NUT
1. CYLINDER BODY
2. GT-RING
3. PISTON
4. O-RING
5. BACK UP
6. END CAP
7. GT-RING
8. SCRAPER
PIPER AIRCRAFT
PA42/42720
I
6
~ m l
8 1011 12
12. BARREL
13. NUT
14. BACK UP
15. O-RING
16. RACE
17. O-RING
18. BACK UP
19. PLUNGER
20. SPRING
21. SAFETY WIRE
22. CLEVIS
Figure 29-17. Gear Door Actuating Cylinder
21
n'-rrrrnHT
4 5 6 7 8 9 10 14 15 12
162 3
9. STOP
10. NUT
11. NUT
12. ROD END
13. KEY
14. WIRE, SAFETY
15. KEY
16. WIRE, SAFETY
Figure 29-18. Gear Actuating Cylinder (Nose Gear)
3018
29-10-00
Page 47
291000
Page 48
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3D19 TURU 3D21
3019
CHAPTER
ICE AND RAIN PROTECTION
3022
SYSTEM
SUB-SYSTEM
3 0 0 0 ~ 0 0
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
3 0 ~ 1 0 o o .
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
3 0 1 0 ~ 0 0
3 0 ~ 1 O o o
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
30-10-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 30 - ICE AND RAIN PROTECTION
SUBJECT
GENERAL
AIRFOIL DEICING SYSTEM
Troubleshooting
Operational Check
Electrical Check
Pressure Leakage Test
Pneumatic Regulator Adjustment
Timer Maintenance
Inspection
Ground Test Procedure
100 - Hour Inspection
Removal of Boots
Repair of Boots
Cold Repair
Vulcanized Repair
Materials for Vulcanized Repairs
Definition of Tenns
General Procedure
Curing
Surface Scuffs
Deep Scuff Through Neoprene Surface
Holes or Tears Through Surface Side of Tube Area
Holes or Tears Through Backside of Tube Area
Holes or Tears Through Two Sides
Holes Through Deicer Extending from One
Tube Into Another
Hole Through Deicer Outside of Tube Area
Installation
Preparation of Leading Edges
Preparation of Deicer
Mounting Deicer on Leading Edge
Adhesion Test
Maintenance
Icex Application
Resurfacing Conductive Cement
3023
GRID
NO. EFFECTIVITY
3E2
3E2
3E2
3E2
3E5
3E5
3E5
3E9
3ElO
3E1O
3ElO
3ElO
3Ell
3E12
3E12
3E16
3E17
3E17
3E18
3E19
3E20
3E20
3E22
3E22
3E22
3E22
3E24
3E24
3E24
3E24
3E24
3F4
3F4
3F6
3F6
30 - Cont.lEffect.
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 30 - ICE AND RAIN PROTECTION (continued)
SYSTEM GRID
SUB-SYSTEM SUBJECT NO.
30-20-00 AIR INTAKES 3F8
30-20-00 Description and Operation 3F8
30-20-00 Troubleshooting 3F8
30-20-00 Air Inlet Deicer System Operational Check 3F16
30-20-00 Removal of Inlet Deicers 3F17
30-20-00 Installation of Inlet Deicers 3F17
30-20-00 Electrical Check of Inlet Deicers 3F18
30-20-00 Engine Air Inlet Ice Protection System 3F22
30-20-00 Removal of Ice Deflector Door Transmission 3F22
30-20-00 Cleaning. Inspection and Repair of Ice Deflector Door 3F22
30-20-00 Installation of Ice Deflector Door Transmission 3F22
30-20-00 Adjustment of Engine Ice Protection System 3F23
30-20-00 Removal and Installation of Generator Inlet Scoop 3F23
30-40-00 WINDOWS AND WINDSHIELDS 3F23
30-40-00 Heated Windshield Check 3F23
30-40-00 Copilot's Heated Windshield 3F24
30-40-00 Windshield Wiper Mechanism 3F24
30-40-00 Electrical Windshield Wipers 3F24
30-40-00 Removal of Wiper Mechanism 3F24
30-40-00 Installation of Wiper Mechanism 3F24
30-40-00 Wiper Blade and Arm Removal 3G2
30-40-00 Wiper Blade and Arm Installation 3G2
30-40-00 Wiper Blade and Arm Adjustment 3G2
30-60-00 PROPELLERS 3G3
30-60-00 Description and Operation 3G3
30-60-00 Maintenance Practices 3G5
30-60-00 Deicer System Operational Check 3G5
30-60-00 Using the Ammeter 3G8
30-60-00 Helpful Tips 3G8
30-60-00 50 - Hour Inspection 3GW
30-60-00 100 - Hour Inspection 3G10
30-60-00 Checking for Brush Wear 3G12
30-60-00 Replacement of Brushes 3G13
30-60-00 Alignment of New Brushes 3G13
30-60-00 Replacement of Brush Block Modular Brush Assemblies 3G14
30-60-00 Brush Module Replacement 3G14
30-60-00 Slip Rings 3G16
30 - ContJEffec.
Page 2
3024
EFFECTIVITY
SYSTEM
SUB-SYSTEM
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
30-60-00
PIPER AIRCRAFT
PA42/42720
CHAPTER 30 - ICE AND RAIN PROTECTION (continued)
SUBJECT
PROPELLERS (continued)
Machining of Slip Rings
Replacement of Slip Rings
Deicer Boots
Resistance Check of Deicer Boots
Replacement of Deicer Boots
Repair of Propeller Deicer Lead Strap
Removal of Deicers
Preparation of Surface Prior to Installation of Deicer
Application of Cement
Installation of Deicers and Required Materials
Preparation and Application of Sealer
Wrinkled Deicers
Installation of Propeller Deicer Straps and
Wire Harness
Balancing
Final Electrical Check
Other Components
Power Control and Relays
Removal of the Power Control Relays
Installation of Power Control Relay
Removal of Deicer Timer
Installation of Deicer Timer
Timer Test
3E1
GRID
NO. EFFECTIVITY
3G16
3G16
3G17
3G17
3G17
3G17
3G18
3G18
3G20
3G21
3G21
3G23
3G24
3G24
3H1
3H1
3H2
3H2
3H2
3H4
3H4
3H4
30 - Cont.lEffec.
Page 3
PIPER AIRCRAFT
PA42/42720
GENERAL
AIRFOIL DEICING SYSTEM
Each deicer boot is essentially a fabric reinforced rubber sheet containing built-in inflation tubes. The deicers
are attached by cement to the surface leading edge.
The deicers are installed along the leading edges of the wings, both inboard and outboard of the engine
nacelles, and on tail surfaces. Upon actuation of the deicer switch, the outboard wing boots, the tail, and inboard
boots inflate for 6 0.5 seconds. There are flexible air connections on the back side of the deicers called air
connection stems. Each stem projects from the underside of the boot into the leading edge through a hole in the
metal skin and connects to the airplane air supply system.
TROUBLESHOOTING
When using troubleshooting charts, ensure engine bleed air system and airplane electrical system are
operational.
3E2
30-10-00
Page 1
PIPER AIRCRAFT
PA42/42-720
CHART 3001. TROUBLESHOOTING (PNEUMATIC AIRFOIL DEICER SYSTEM)
Trouble
Deicers do not inflate.
Pneumatic pressure
gauge in green.
Deicers inflate slowly
(Inflation time - 6 .5
seconds.)
System does not achieve
operating pressure. (Leak
test shows no sign.)
30-10-00
Page 2
Cause
Open circuit breaker.
System connection loose or
wire broken.
Timer not functioning.
Deicer valves not
functioning.
Lines blocked or
not connected.
Lines partially blocked or
not connected securely.
Deicer valve not
functioning.
System pressure not
being reached.
Deicer puncture.
Inflation time inadequate;
timer not functioning
properly, solenoid valve
not open for six seconds.
3E3
Remedy
Push circuit breaker to
reset.
Tighten or repair as
required.
Test and replace if
required.
Make electrical test. Check
for sticking poppet. Clean.
Blowout lines and inspect
connections. Make air
leakage test.
Blowout lines and inspect
connections. Make air
leakage test.
Test or replace as
required.
Check pneumatic system
performance to manu-
facturers specifications.
Repair per specification
or replace.
Test and replace as required.
Clean or replace valve.
PIPER AIRCRAFT
PA42/42 720
CHART 3001. TROUBLESHOOTING (PNEUMATIC AIRFOIL DEICER SYSTEM) (continued)
Trouble Cause
Deicers deflate slowly. Pressure regulator set too
low.
Lines partially blocked.
Overboard line from
control valve partially
blocked.
Leakage in system
plumbing.
3E4
Remedy
Readjust pressure
regulator.
Inspect and blowout
lines.
Inspect and blowout
lines.
Leak check and correct
leaking.
30-10-00
Page 3
OPERATIONAL CHECK
PIPER AIRCRAFT
PA-42/42-720
Check pneumatic deicing system on the ground at least every 100 hours including a visual inspection of the
deicer boots.
With one engine operating at 80% Ng, tum on deicing system. The pressure will fluctuate as tubes inflate and
deflate. Check pneumatic pressure gauge. If pressure is satisfactory, check operation of deicers for a malfunction
and look for tubes which leak or fail to inflate and deflate properly. Repeat procedure for other engine.
ELECTRICAL TEST
With engines off, tum airplane battery switch on.
1. Deicer Valves. Check valves beneath center floorboard aft of Fuselage Station 154.00. Tum system switch
on. One valve must actuate immediately for 6 0.5 seconds with an audible click which can be felt if a
hand is placed on valve. The other valve must actuate 6 0.5 seconds after the first and remain actuate for
6 0.5 seconds. If either valve does not function, follow instructions below:
a. Disconnect wires at valve. Attach test light or other suitable test equipment to connector and reactuate
system switch. If test equipment does not indicate complete circuit, complete the following checks:
(1) Check circuit from timer to valve connector to ground.
(2) Replace timer (refer to PA-42 Parts Catalog).
b. Use an ohmmeter to check valve for an open circuit. If valve circuit is open, replace valve.
PRESSURE LEAKAGE TEST (Figures 30-1 and 30-2) PPS60067D
1. Remove appropriate floor panels to gain access to deicer solenoid valves under floor at Fuselage Station
157, near center of fuselage.
2. Disconnect pressure!vacuum line from outboard boots valve. Connect test apparatus to line (shown in
Figure 30-2)
-NOTE-
Use only clean and oil-free shop air. Shop air source must be capable
of applying at least 18 psig.
3. Attach shop air to test apparatus with control valve closed. Adjust regulator unti119 psig registers pressure
gauge (number 1) ahead of control valve.
4. Slowly open control valve to inflate outboard wing deicer boots.
30-10-00
Page 4
3E5
PIPER AIRCRAFT
PA42/42720
PILOTS TURN & BANK
ENGINE BLEED PORT INDICATOR
ENGINE BLEED PORT
......--1f-- DIRECTIONAL GYRO
I\. .... HORIZON
DEICE BOOT
1. BLEED AIR CHECK AND SHUTOFF VALVE (N.O.) 9. PRESSURE SWITCH (N.O.) 15 1 PSI
2. INTERCOOLER 10. PRESSURE SWITCH (N.O.) 15 1 PSI
3. BLEED AIR OVERTEMPERATURE SWITCH (N.O.) 11. CHECK VALVE
4. PNEUMATIC SYSTEM CHECK VALVE 12. VACUUM REGULATOR (4.5 TO 5.2 IN. HG)
5. PRESSURE REGULATOR AND RELIEF VALVE 13. INLET FILTER
6. EJECTOR 14. PRESSURE GAUGE
7. DEICER SOLENOID VALVE (N.C.), OUTBOARD BOOTS 15. SUCTION GAUGE
8. DEICER SOLENOID VALVE (N.C.), INBOARD AND TAIL BOOTS 16. DOOR SEAL SOLENOID VALVE (N.C.)
Figure 30-1. Pneumatic Deicing System Schematic (PA-42)
3E6
30-10-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
ENGINE BLEED PORT
PILOTS TURN & BANK
INDICATOR
15
1. BLEED AIR SHUTOFF/REGULATOR VALVE
2. BLEED AIR INTERCOOLER
3. BLEED AIR OVERTEMPERATURE SWITCH
4. PRESSURE SWITCH
5. PNEUMATIC PRESSURE GAUGE
6. PNEUMATIC SYSTEM CHECK VALVES
7. PRESSURE REGULATOR/RELIEF VALVE
8. EJECTOR
ENGINE BLEED PORT
DIRECTIONAL GYRO
GYRO HORIZON
TO CABIN PRESS
CONTROL SYS.
(SEE FIG 7-47) 1
DEICE BOOT
. k"
I
- ~ I DEICE BOOT
:r "
. 2
9. DEICE VALVE (N.O.) 15 1 PSI
10. DEICE VALVE (N.O.) 15 1 PSI
11. GROUND BLEED AIR BYPASS VALVE
12. DOOR SEAL SOLENOID VALVE (N.C.)
13. VACUUM REGULATOR (4.5 TO 5.2 IN. HG)
14. CHECK VALVE
15. INLET FILTER
16. SUCTION GAUGE
Figure 30-1. Pneumatic Deicing System Schematic (continued) (PA-42-720)
30-10-00
Page 6
3E7
PIPER AIRCRAFT
PA42/42 720
5. Allow system to stabilize and close control valve. With pressure trapped in system, check pressure gauge
(number 2) downstream of control valve. Ensure leakage rate does not exceed 3 psig per minute.
a. If system does not hold required pressure, use soapy water to find leaks.
b. If connections leak excessively, tighten as much as possible. Replace as necessary. Do not use thread
sealants on threaded fittings.
6. Relieve pressure in system by slowly opening fitting at test apparatus.
7. Retighten fitting and tum on aircraft electrical power.
8. Slowly open control valve and increase pressure to 14 - 16 psig. Ensure wing boot indicator light on copilot
circuit breaker panel comes on at 15 1 psig. Replace pressure switch by removing turtleback cowl on left
nacelle.
9. Release system pressure. Remove test apparatus.
10. Reconnect system pressure line to solenoid valve.
11. Complete same test for inboard wing and tail boots solenoid control valve.
CLEAN
OIL FREE
AIR SUPPLY
0-100 PSIG
PRESSURE GAUGE
MANUAL
REGULATOR
15-30 PSIG
(SYSTEM PRESSURE) CONTROL VALVE
GAUGE NO.
GAUGE NO.2
(LEAK PRESSURE)
PRESSURE GAUGE
0-100 PSIG
Figure 30-2. Boots Test Apparatus
3E8
TO AIRCRAFT
SYSTEM CONNECTION
30-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
PNEUMATIC REGULATOR ADJUSTMENT PPS60067D
To gain access to the pneumatic pressure regulator on the right of the fuselage centerline, remove the floorboard
access panel at Fuselage Station 156.0.
The adjustable regulator provides appropriate pressure for the pneumatic system. An adjustment screw on the
outboard end of the valve body is accessible by removing the thermoplastic vent cap from the outboard end of the
regulator. Proceed as follows to check regulator operation:
-WARNING-
ALL SAFETY PRECAUTIONS MUST BE OBSERVED WHEN
STARTING AND OPERATING ENGINES. ENSURE AIRCRAFT
IS PROPERLY RESTRAINED WHEN USING FULL POWER
SETTINGS. REFER TO PILOT'S OPERATING HANDBOOK
FOR OPERATING INFORMATION.
1. Start both engines and place both right and left engine bleed air switches in the ON position. Establish
steady airflow in cabin. If door is closed, ensure door seal inflates.
2. Cycle deicer boots and observe system pressure on cockpit pneumatic gauge. With engines at maximum
power 90% Ng, the pressure must not exceed 20 psig. With one engine operating at 85% Ng, pressure must
not go below 16 psig.
3. To adjust regulator, proceed as follows:
a. Remove appropriate floor access panel.
b. Loosen clamp and slide plastic vent cap off outboard end of regulator, exposing adjustment screw.
c. Loosen jam nut on screw and rotate screw clockwise to increase pressure, counterclockwise to decrease
pressure.
d. Lock screw in position with jam nut.
e. Reinstall plastic vent cap on regulator and tighten clamp.
30-10-00
Page 8
-CAUTION-
ENSURE VENT CAP IS REINSTALLED PROPERLY ON
REGULATOR. ENSURE HOSE FROM CAP TO FUSELAGE
IS SECURE AND IN GOOD CONDITION. IF CAP IS LEFT
OFF OR NOT PROPERLY SECURED, REGULATOR IS
REFERENCED TO CABIN PRESSURE, NOT AMBIENT
PRESSURE, CAUSING REGULATOR TO ALLOW
EXCESSIVE PNEUMATIC PRESSURE TO BUILD UP IN
DEICERS AND DOOR SEAL.
-NOTE-
New aircraft contain a pressure regulator incorporating an overboard
vent fitting, eliminating the vent cap used on earlier aircraft.
Regulator adjustment is unaffected.
3E9
PIPER AIRCRAFT
PA42/42720
TIMER MAINTENANCE
No field maintenance is recommended. See parts catalog for replacement or vendor for repairs.
INSPECTIONS
Complete a ground check of entire deicer system at least every 100 hours. To ground check system without
operating engine, disconnect pneumatic system line (3/4-inch branch line upstream of bleed air shutoff valve) at
engine and connect hose from shop air to pneumatic line with air regulated to 22 psig. The shop air supply must
be capable of delivering air 3 pounds per minute at 22 psig.
Before checking system, inspect all deicers for damage and repair according to cold patch or vulcanized repair
procedures in this section. To check system, use deicer piping diagram drawing to determine the operating
pressure and inflation time allotted for deicers.
GROUND TEST PROCEDURE
After establishing test pressure range, connect an external air pressure source to the 3/4-inch engine pneumatic
line. A check valve in the line prevents air from being forced back through the opposite engine bleed air ports.
Activate system and check operating pressure. The pressure must be within 1 psig of the recommended operating
pressure with each inflation.
If deicers do not reach operating pressure, check solenoid valves. If boots deflate slowly, lines or ejectors could
be plugged. Ensure system inflates in approximately 6 0.5 seconds. (See Outboard Wings, Inboard Wings and
Empennage section.)
CHART 3002. OPERATING PRESSURES
Recommended Operating Pressure
PSIG
18
lOO-HOUR INSPECTION
At each loo-hour inspection, inspect and operate deicer boots as follows:
MIN.
16
Test Pressure
in PSIG
MAX.
20
1. Carefully inspect deicers for damage or deterioration. Repair or replace damaged boots.
2. Replace boots showing considerable wear or deterioration.
3. Inspect all hose connections comprising the pneumatic deicing system. Replace deteriorated sections of
non-kink hose.
3E10
301000
Page 9
PIPER AIRCRAFT
PA-42/42-720
Figure 30-3. Pneumatic Deicer Boots Operation
4. Check operation of boots and operating pressure of system.
S. If new boots are installed, check tube inflation to ensure air connection stems are properly connected.
6. Check on-off control switch for proper operation and wiring.
REMOVAL OF BOOTS
-WARNING-
DEICER BOOTS MUST BE REMOVED IN A WELL
VENTILATED AREA TO AVOID INHALATION OF TOXIC,
SOLVENT FUMES. TO REMOVE BOOTS, USE TURCO 388 OR
KELITE 21; TO REMOVE DRIED CEMENT, USE MEK
(METHYLETHYLKETONE) IN SQUIRT CAN.
-NOTE-
Disconnect line fittings from boot fittings.
1. Starting at one corner of deicer upper trailing edge, apply minimum amount of solvent to seam line while
applying tension to peel back corner of deicer.
2. Separate deicer boot from surface for 4 inches along upper trailing edge using a pressure handle squirt can
filled with solvent.
3. Pull deicer down towards leading edge with uniform tension.
4. Use pressure handle squirt can from centerline of leading edge to lower trailing edge of deicer to soften
bond between deicer and wing skin.
S. Use Kelite 21 or Turco 388 to clean dry cement off exposed wing area. Oean area thoroughly with MEK
(Methylethylketone ).
30-10-00
Page 10
3E11
PIPER AIRCRAFT
PA42/42720
REPAIR OF BOOTS
Deicer repairs are classified as cold when made on boot still on airplane or vulcanized when boot is taken off
airplane.
COLD REPAIR
-NOTE-
Materials and supplies required for cold repairs are listed in Chart
3003.
1. Scuff Damage - Repairs are only necessary when scuff is severe and entire thickness of surface ply is
removed in spots (brown natural rudder underneath is exposed). Proceed as follows:
a. Clean damaged area with cloth slightly dampened with solvent. Buff area around damage with PIN 74-
451-75 emery buffing stick. Wipe buffed area with clean cloth dampened slightly with solvent to
remove all loose particles.
b. Select ample size patch to cover damaged area. Apply one even coat of cement (PIN 74-451-20) to
patch and correspond damaged area. Allow cement to set a few minutes until tacky.
c. Apply patch to deicer with an edge or the center adhering first. Carefully push down remainder of
patch to avoid trapping air pockets. Thoroughly roll patch with stitcher-roller (PIN 74-451-73) and
allow to set for 10 to 15 minutes.
d. Wipe patch and surrounding area from center outward with cloth dampened slightly with solvent.
Apply one light coat of A-56-B conductive cement (PIN 74-45-11) to patched area.
e. Proper adhesion of patch to deicer is reached in 4 hours. To check repair, inflate deicer after 20
minutes.
2. Tube Area Damage - Repair cuts, tears, or ruptures with fabric reinforced patches. (PIN 74-451-16, -17,
-18, or -19, depending on size of damage.)
a. Select patch which extends at least 5/8-inch beyond ends and edges of cut or tear.
-NOTE-
Patches are manufactured to stretch in one direction only. Be sure to
cut and apply selected patch so it stretches in the widthwise direction
of the inflatable tubes.
3E12
30-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
b. Buff area around damage with buffing stick (PIN 74-451-75).
c. Apply patch to deicer wit stretch widthwise of inflatable tubes. With sticky edge of patch in place,
work remainder down with slight pulling action to close injury. Do not trap air between patch and
deicer surface.
3. Loose Surface Ply in Dear Area (Non-Inflatable Area) - Peel and trim loose surface ply for proper adhesion
of surface ply to deicer.
a. Scrub (roughen) area where surface ply was removed with steel wool. Ensure scrubbing motion is
parallel to cut edge of surface ply to prevent loosening. Buff edges of adjoining surface ply lI2-inch
with PIN 74-451-75 buffing sticks and taper down to tan rubber ply. Remove loose particles with
solvent and rag.
b. Cut piece of surface ply material (PIN 74-451-23) to extend at least 1 inch in all directions past damage.
c. Mask off damaged boot area l/2-inch larger in length and width than the size of surface ply patch.
Apply one coat of cement (PIN 74-451-11) to damaged area and one coat to patch. Allow cement to set
until tacky. Roll surface ply to deicer with 2 inch rubber roller (PIN 74-451-74). Roll edges with
stitcher-roller (PIN 74-451-73) and apply enough tension on surface ply to prevent wrinkling and
trapping of air. If air blisters appear after surface ply is applied, remove them with hypodermic needle.
d. Clean excess cement from deicer with solvent.
4. Loose Surface Ply In Tube Area - Loose surface ply in tube area usually indicates deicer starting to flex fail.
This failure is easily detected as a blister under the surface ply when deicer is pressurized. If detected while
still a small blister (about 1/4 to 3/8 inch diameter) and patched immediately, service life of deicer will be
extended. Apply repair patch as outlined in paragraph 2a.
5. Damage To Fabric Back Ply Of Deicer During Removal - If cement has pulled loose from wing skin and
adhered to the back surface of deicer, remove with clean rag and MEK. In spots where coating has pulled
off fabric, leaving bare fabric exposed, apply at least two additional coats of cement (PIN 74-451-24) and
allow each coat to dry thoroughly.
30-10-00
Page 12
3E13
PIPER AIRCRAFT
PA-42/42-720
CHART 3003. MATERIAL AND SUPPLIED FOR COLD REPAIR
Part No. Quantity
74451-C 1
(FSNI650-856-7939)
74-451-11 1/1 pt. can
74-451-16 30pcs.
74-451-17 30 pes.
74-451-18 10 pes.
74-451-19 3 pes.
74-451-20 (2) 1/2 pt.
74-451-70 2
74-451-73 1
74-451-75 6
74-451-87 1
* This cement will give best results with the patches in this kit.
The following items may be procured from the B. F. Goodrich Co.,
Akron, Ohio, or other manufacturer, as required:
74-451-21 6 ft. roll x 6 in. wide
74-451-22 15 ft. roll x 2 in. wide
74-451-23 4 ft. roll x 8 in. wide
74-451-24 1 quart
(FSN 8040-628-4199 and/
or FSN8040-S 141880)
74-451-74 1
74-451-100 1
Minnesota Mining and Manufacturing Company, Adhesives Division,
411 Piquette Ave., Detroit, Michigan.
3E14
Description
Cold Patch Repair Kit
(B. F. Goodrich Co.)
A-56-B Conductive
Cement
Small oval patch
1 1/4 x 2 1/2 in.
Medium oval patch
21/2 x 5 inch
Large oval patch
5 x 10 in.
Patch 5 x 19 inch.
*No. 4 Cement
(patching only)
Cement Brush I j2 in.
1/8 in. Steel Stitcher
Emery Buffing Sticks
Buffing Shield
Type 21 or 22 Fillet
Neoprene coated splicing
tape
Neoprene surface ply
EC-1403 cement and/or
EC-1300L
2 1/2 in. sponge rubber
roller
2 in. dia. x 2 If2 in. rubber
roller
EC-801 filler compound
30-10-00
Page 13
PIPER AIRCRAFT
PA42/42 720
CHART 3003. MATERIAL AND SUPPLIED FOR COLD REPAIR (continued)
Part No. Quantity Description
Thc following materials may be obtained from local supply:
Toluol
As required Clean, Lint-Free Ooths
(preferably cheese cloth)
Rolls I in. Masking Tape
1 Sharp Knife
6 ft. long Steel Measuring Tape
1 Fine Sharpening Stone
As required Steel Wool Pads
As required Hypodermic needles
(22 gauge or smaller)
Methylethylketone (MEK) can be used instead of Toluol, however MEK causes very rapid drying and -
provides only 10 seconds working time compared with 40 seconds for Toluol.
CHART 3004. MATERIALS FOR VULCANIZED REPAIRS
Part No. Description
74-451-B SUPPORT KIT, High pressure Deicer vulcanized repairs .......
74-451-B-l MATERIALS KIT ..................................................................
74-451-2 . NON-STRETCH FABRIC, Uncurred rubber coated ...........
74-451-3 . FABRIC TAPE, Uncured rubber coated ..............................
74-451-4 . TUBE FABRIC, Uncured ....................................................
74-451-5 . GUM, 0.005 Uncured ...........................................................
74-451-6 . GUM, 0.020 Uncured ...........................................................
74-451-7 . TREATED PAPER, Holland or silicone ..............................
74-451-8 . VULCANIZING CEMENT, No. 60 ....................................
74-451-9 .. VULCANIZING CEMENT, No. 61 ....................................
74-451-10 . SOAPSTONE .......................................................................
74-451-11 .. CONDUCTIVE CEMENT, "'A-56-B ..................................
74-451-12 . "'NEPORENE PUTTy .........................................................
"'These cements have an extended shelf life, if kept under refrigeration, from 0 to 40F.
30-10-00
Page 14
3E15
Qty.
1
1
15 ft x 8 in.
15 ft x 1 in.
15 ft x 8 in.
15 ft x 2 3/4 in.
15 ft x 8 in.
30 ft x 8 in.
1 qt
1 qt
1 qt
1/2 pt
1/2 pt
PIPER AIRCRAFT
PA-42/42-720
CHART 3005. EQUIPMENT FOR VULCANIZED REPAIRS
Part No.
74-451-B
74-451-B-2
74-451-B-3
74-451-40
74-451-41
74-451-42
74-451-B-4
74-451-70
74-451-71
74-451-72
74-451-73
74-451-74
74-451-75
74-451-76
74-451-77
74-451-78
74-451-79
74-451-80
74-451-81
74-451-82
74-451-83
74-451-84
74-451-85
VULCANIZED REPAIR
Description
SUPPORT KIT, High pressure Deicer vulcanized repairs ...... .
.. Tool Kit, Complete ............................................................ .
.. Tool Kit, Special ................................................................ .
.. VULCANIZER, Large 2 1/3 x 8 ....................................... .
.. PADS, Sponge rubber, 3 1/2 x 11.. .................................... .
.. CURING METAL, 6 x 10 ................................................. .
.. Tool Kit, Standard ............................................................. .
.. BRUSH, Cement, 1/2 in. . ................................................ .
.. BRUSH, Cement (Artist) .................................................. .
... SHEARS, 10 in ............................................................... .
.. STITCHER, 1/8 in. Steel .................................................. .
.. ROLL, Sponge rubber 2 1/2 in. . ...................................... .
.. STICKS, Emery buffing .................................................... .
.. KNIFE HANDLE ............................................................. .
.. KNIFE BLADE ................................................................. .
.. WHETTING STONE ........................................................ .
.. HYPODERMIC NEEDLE ............................................... ..
.. ELECTRIC BUFFER ...................................................... ..
.. MANDREL (for felt wheels) ........................................... ..
.. WHEELS (felt buffing) ..................................................... .
.. STONE, Grinding, pointed .............................................. ..
.. STONE, Grinding, flat ..................................................... ..
... NUT, Hex .......................................................................... .
Qty.
1
1
1
1
3
2
1
2
2
1
1
1
6
1
3
1
6
1
3
24
3
4
3
Vulcanized repairs must be made at an approved deicer installation station. Careful consideration must be
given to overall condition of deicer. If large parts of deicer stretch area are cracked or checked to a depth of over
0.005 inch, do not repair. Deicers with slight checks in stretch area can be coated with conductive cement. If
checking is deep but restricted to small area, repair damaged area. Deicers swelled or softened by contact with
oil or other harmful agents must be scrapped. Determine if damage is repairable by depending upon careful
judgment of inspector and experience and training of workman.
3E16
30-10-00
Page 15
PIPER AIRCRAFT
PA42/42720
MATERIALS FOR VULCANIZED REPAIRS
The effectiveness of any repair depends on an analysis of damage and selection of correct repair material.
Deicers are compounded to resist sunlight and weather, and retain flexibility. Use only materials listed in Chart
3004 when making vulcanized repairs. Select materials specified for each repair and avoid substitution. Since
many materials are dusted with soapstone, wash all materials carefully with washing or cleaning solvent before
use. Chart 3005 lists tools and equipment suitable for repair work.
DEFINITION OF TERMS
Tenns in the following instructions are explained below:
1. Wash - Clean surface with clean cloth moistened with Toluol or MEK. (Benzine or nonleaded gas can be
used in place of cleaning solvent. Do not pennit free solvents to remain on surfaces.)
2. Route - Remove rubber surfaces with hex nut on shaft attached to electric buffer.
3. Buff - Roughen surfaces with Carborundum buffing sticks or abrasive paper.
4. Cement - Apply two light coats of a fifty-fifty mixture of number 60 and 61 vulcanizing cements, unless
otherwise specified. Let each coat dry before proceeding.
5. Gum - Uncured rubber stock.
6. Face Side of Deicer - Side exposed when installed or conductive surface side.
7. Restore Conductive Surface - After curing repair on surface side, apply two coats of A-56-B conductive
cement.
-NOTE-
Do not apply A-56-B conductive cement to any electrical transmitting
or receiving equipment.
8. Stitch - Force fabrics or gum elements together with metal or rubber roller. Stitch from center toward edges
to prevent trapping air between elements.
30-10-00
Page 16
3E17
GENERAL PROCEDURE
PIPER AIRCRAFT
PA42/42720
Ensure repair room has adequate ventilation and is free of dust and foreign matter. Keep work bench clean so
foreign objects do not contaminate cement and solvents, or damage deicers. Perform the following steps:
1. Before starting vulcanized repair, thoroughly clean large area surrounding damaged portion and damage
portion of grease, dirt, or talc. Use neutral soap and water solution, rinse clean, and dry with clean cloth.
2. Wash repair area carefully with clean cloth moistened in Toluol or Methylethylketone (MEK), Federal
Specification IT-M-261.
3. When routing around deicer injury, remove or cover all cement containers to prevent particles from grinding
stone from contaminating cement.
4. After buffing or routing an area, remove all dust from deicer and table surfaces.
5. Protect all completed repairs from dust and dirt with clean piece of holland cloth. Hold cloth in place with
marking tape. Remove masking tape before curing.
6. Release all air trapped between gum, fabric, and deicer surfaces by inserting hypodermiC needle through ply
to air pocket.
7. Remove all excess cement and dust particles by washing with solvent.
8. Use clean brushes when making repairs. Clean cement brushes with Benzine or non-leaded gasoline.
9. Use approved safety can for Toluol or MEK. Remove spring and screen out of solvent cans before filling.
10. Ensure cements are applied in a thin smooth coating. If partially set up or lumpy, addition of proper solvent
restores usable characteristics.
11. Do not attempt repairs in temperature under 40F,
12. When humidity is high, wipe moisture off with a solvent dampened clean cloth before proceeding with
repair.
13. When repairing deicers, keep material, tools, equipment, and hands clean at all times.
3E18
30-10-00
Page 17
CURING
PIPER AIRCRAFT
PA-42/42-720
The vulcanizer listed in chart 3005 is adjusted at the factory to heat to 285 5F, using line voltage specified
on the name plate. All curing times in this manual are for 285F. If line voltage is low, the vulcanizer will not
heat to 285F and curing times are longer than specified.
Since curing time varies with type and position of repair, times are given for each specified type of repair.
Cure repair as follows:
-NOTE-
Over-curing destroys the flexibility of deicer. Under-curing prevents
proper bonding. Always watch cure time and temperature carefully.
1. Preheat vulcanizer.
2. Place sponge pad over bottom of unheated plate.
3. Place piece of clean, unwrinkled (or silicone treated) paper over sponge pad and deicer over holland with
area to be cured centrally located over bottom platen. (Repair side up.)
4. Place another piece of smooth, clean holland over area.
-NOTE-
If holland or silicone treated paper is not available, spread thin coat of
soapy water over surfaces of metal curing sheet and sponge pad.
Allow to dry thoroughly.
5. Place metal curing sheet over holland and clamp heating element in place. Ensure metal curing plate is at
least 1 inch larger overall than heating plate. Hand tighten heater firmly.
6. Cure full allotted time for each repair.
7. Test each repair thoroughly after it has cured. Flex and stretch area by hand several times and in a tube;
inflate to 25 psig.
30-10-00
Page 18
3E19
SURFACE SCUFFS
PIPER AIRCRAFT
PA-42/42-720
1. Wash surface, apply one coat of conductive cement, and allow to dry thoroughly. Add another coat and
allow to dry. Dip finger in conductive cement solvent (Isopropyl Acetate) and rub down with light circular
movement.
2. Wipe surface lightly with Isopropyl Acetate moistened cloth.
3. Allow to dry thoroughly. Dust lightly with soapstone.
DEEP SCUFF THROUGH NEOPRENE SURFACE
1. Mark area and carefully cut 0.010 inch Neoprene surface ply with knife. Prevent surface ply from peeling
beyond marked area when using buffer. Ensure area includes full width of tube and approximately I/2-inch
beyond scuff.
2. Using buffer, route down until all pits are removed. Buff lI8-inch around outer edge of routed area. Mask
off outside of buffed area and cement.
3. Using mill or putty knife, apply Neoprene putty. Fill cavity flush with surface and ensure cavity is
completely filled. Remove masking tape and cure for 20 minutes.
4. Restore conductive surface.
3E20
30-10-00
Page 19
PIPER AIRCRAFT
PA42/42720
Figure 30-4. Marking and Cutting Scuff Figure 30-5. Routing Scuff
Figure 30-6. Buffing Edge of Repair
301000
Page 20
Figure 30-7. Hole Through Surface of Tube
3E21
PIPER AIRCRAFT
PA-42/42-720
HOLES OR TEARS THROUGH SURFACE SIDE OF TUBE AREA
1. Mark off area and carefully cut O.OlD inch surface ply with knife. Prevent surface ply from peeling beyond
marked area when using buffer. Ensure area includes full width of tube and approximately l/2-inch beyond
cut.
2. Using buffer, route down to tube fabric. Be careful while using buffer not to loosen surface ply beyond
repair area and ensure that tube fabric is not injured. Wash out area.
3. Cut tube fabric patch slightly larger than cavity size, ensuring fabric stretch is across width of tube.
4. Cement buffed area and contact surface of tube fabric patch. Apply tube fabric to entire cavity and stitch.
Remove trapped air using hypodermic needle. Roll up small piece of 0.005 inch gum (about 1/32-inch
diameter and 3/4-inch long) and work in around edge of tube fabric using sharp pointed object (shears, etc).
Stitch gum and cure for 20 minutes.
5. Scratch shine off gum using Carborundum stick. Buff surface ply lI8-inch around repair. Wash repaired
area and apply cement.
6. Mask off 1/16-inch beyond repair. Using mill or putty knife, apply Neoprene putty filling cavity flush with
surface. Ensure cavity is completely filled. Remove masking tape and cure for 15 to 20 minutes.
7. Restore conductive surface.
HOLES OR TEARS THROUGH BACKSIDE OF TUBE AREA
1. Route off coating down to fabric at least 3/4-inch beyond cut, wash entire buffed area and cement.
2. Cut fabric patch, wash, cement, apply fabric patch, and stitch. Remove trapped are using hypodermic
needle.
3. Wash and cement repaired area, apply thin coat of Neoprene putty with mill knife and cure for 22 minutes.
HOLES OR TEARS THROUGH TWO SIDE
Repair one side at a time referring to paragraphs titled Holes or Tears Through Surface Side of Thbe Area and
Holes or Tears Through Backside of Thbe Area in this chapter.
HOLE THROUGH DEICER EXTENDING FROM ONE TUBE INTO ANOTHER
1. Route and buff one side at a time.
2. Working on surface side, route in between tube tape 3/4-inch in each direction from tear. Route out in
between tube fillet. Do not damage tube fabric wall.
3. Slit fabric on backside of deicer, in between tubes, and 3/4-inch beyond tear.
4. Cut two fabric patches to extend l/2-inch beyond tear. Ensure stretch of fabric patches are with width of
tube.
5. Wash and cement entire buffed area of deicer and one side of fabric patches.
6. Apply patches for each tube, inserting each patch through slit, with uncemented patches sides back to back.
Stitch each patch to surface side first. Tension other ends slightly and stitch on backside.
7. Wash and cement exposed surfaces of fabric patches.
8. Replace gum in between tubes and apply patch to backside.
9. Mask off the repaired area on surface side. Fill flush with Neoprene putty.
lD. Cure surface side first for 22 minutes and backside for lD minutes.
11. Restore conductive surface on surface side of boot.
3E22
30-10-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
~ ......... .
'<: ,
~ "
Figure 30-8. Rotating to Tube Fabric Figure 30-9. Cutting Surface of Tube
Figure 3 ~ - t o . Cementing Buffed Area and Patch
30-10-00
Page 22
Figure 30-11. Applying and Stitching Fabric
3E23
PIPER AIRCRAFT
PA-42/42-720
HOLE THROUGH DEICER OUTSIDE OF TUBE AREA
1. Repair surface side and patch backside (see paragraph titled Holes or Tears Through Backside of Tube
Area). Cure complete repair-for 22 minutes. Restore conductive surface (see paragraph titled Resurfacing
Conductive Cement).
INSTALLATION
The following procedure for installing deicers requires that airplane have provisions for air connections, etc.
PREPARATION OF LEADING EDGES PPS50032
If leading edges are painted, remove all paint including zinc chromate primer.
1. With one inch masking tape, mask off leading edge boot area, following l/2-inch margin for non-recessed
boots. Ensure tape is masked accurately to eliminate cleaning off excess cement later.
2. Clean metal surfaces at least twice with MEK or acetone. For final cleaning, wipe off solvent film quickly
with clean, dry cloth before it dries.
-NOTE-
If desired, reapply zinc chromate primer over bare leading edges.
When hard, scuff sand chromate surfaces and clean before applying
cement.
Deicers can be installed on alodined or anodized surfaces.
3. Fill gaps of skin splices that lead under deicers with sealing compound EC-801.
4. Remove sump plugs from air connection grommets. Remove sections of doped fabric used to cover the air
connection holes, if necessary. Draw out ends of non-kink hose section to protrude through connection
holes in leading edge. If hole is cracked or deteriorated. replace hose.
PREPARATION OF DEICER
Moisten clean cloth with MEK or acetone. Carefully clean rough, back surface of boot at least twice. Change
cloths frequently to avoid recontamination of cleaned areas.
MOUNTING DEICER ON LEADING EDGE
Thoroughly mix EC-1300L cement before using. Brush on one even coat to cleaned back surface of boot and
to cleaned metal surface. Allow cement to air dry for a minimum I hour. Apply second coat to both surfaces and
allow to air dry another hour. Keep ambient installation temperature between 40 and 110
0
E Longer drying time
for cement coats may be required as humidity approaches 99%. Deicer and leading edge can be cemented a
maximum 48 hours before actual installation if cemented parts are covered and kept clean.
Snap a chalk line along leading edge of airfoil section. Darken chalk line on leading edge and white reference
line on boot with a ball point pen. Most boots are made with excess material at inboard and outboard edges for
final trimming after installation. Some recessed boots trim on upper and lower edges.
3E24
30-10-00
Page 23
PIPER AIRCRAFT
PA42/42720
Using clamps or safety wire, attach hose to deicer connections as follows:
1. Holding backside of boot close to leading edge, fasten end of each non-kink hose to corresponding air
connection stem. Use tinnennan or other suitable non-kink hose clamps. Tighten each clamp using slip
joint pliers. Do not over squeeze clamp, damaging hose.
2. Push hose connections into either leading edge grommets or seals. (Limit handling cemented side of boot.)
Reactivate cement along centerline leading edge surface and boot in spanwise strips, approximately 6 inches
wide. Rubber roll deicer finnly against leading edge, being careful not to trap air under deicer. Always roll
parallel to inflatable tubes. Position deicer centerline to coincide with leading edge centerline. Hold boot in
position while reactivating about 3 inches around connections and corresponding holes in leading edge,
using a clean, lint-free cloth moistened with Toluol. Insert connections in leading edge holes after cement
has dried to a tacky state and rubber roll boot to leading edge of tacky area.
3. If deicer attaches off line, use MEK to remove and reposition properly. Avoid twisting or sharp bending of
deicer.
4. Rubber roll, applying pressure over entire deicer surface parallel to inflatable tubes. Roll edges with narrow
stitcher-roller.
-CAUTION-
AVOID EXCESSIVE SOAKING OR RUBBING OF CEMENT,
WHICH COULD REMOVE CEMENT FROM SURFACE.
5. Remove all masking tape and clean surfaces carefully with MEK. Prevent solvent from running under
deicer edges.
6. Apply masking tape to deicer edges where exposed trimmed ends or gaps between sections must be filled
with MMM EC-80l sealing compound.
7. Apply masking tape to deicer approximately 1/4-inch in from trailing edges and to wing skin approximately
l/4-inch from trailing edges, both fonning a neat, straight line.
8. Apply brush coat of A-56-B cement to surfaces between tapes and to EC-801 seams. Ensure conductive
coating (A-56-B) is continuous from deicer surface to wing painted surface.
9. Remove tape immediately after applying A-56-B cement (before cement dries).
10. Install flow strips onto leading edge using 3M EC1300L cement as shown on Figures 30-12 and 30-14.
-NOTE-
Application of A-56-B conductive cement is not necessary on deicers
containing CONDUCTIVE labels.
-WARNING-
CEMENTS AND SOLVENTS USED ARE FLAMMABLE AND
THEIR FUMES TOXIC. CONDUCT ALL WORK IN A WELL
VENTILATED AREA AWAY FROM SPARKS OR FLAMES.
(USE OF SOLVENT RESISTANT GLOVES IS
RECOMMENDED.)
If boots must be removed or loosened, use MEK to soften the adhesion line. Apply a minimum of solvent to
seam line while applying tension to peel back boot. Remove slow enough to allow solvent to undercut cement
preventing damage to part. Avoid excessive quantities of solvent.
30-10-00
Page 24
-NOTE-
Refer to Figures 30-12, 30-13, and 30-14 for flow strip and deicer
boots locations.
Reissued: December 31, 19R9
3F1
PIPER AIRCRAFT
PA42/42720
Figure 30-12. Pneumatic Boot and Flow Strip Locations
3F2
30-10-00
Page 25
30-10-00
Page 26
FLOW STRIP
O.060
TOLERANCE
PIPER AIRCRAFT
PA-42/ 42-720
Figure 30-13. Pneumatic Boot Flow Strip Locations (continued)
WING
LEADING EDGE
VIEW A
r---- WING LEADING EDGE CENTERLINE
WING
LEADING EDGE
VIEW B
Figure 30-14. Pneumatic Boot Flow Strip Locations (continued)
3F3
(
ADHESION TEST
PIPER AIRCRAFT
PA-42/42-720
Using excess boot material trimmed from ends of wing and empennage deicers, prepare a test specimen for
each deicer installed. The specimen must be a 1 x 8 inch thick strip of boot material cemented to wing skin
adjacent to installed boot. Leave 1 inch of strip uncemented to attach clamp. Four hours or more after
installation, attach spring scale to uncemented end of each strip and measure force required to remove strip at rate
of 1 inch per minute. Apply pull 180 degrees to surface.
A minimum of 5 pound tension (pull) is required to remove test strip. If less than 5 pounds is required,
acceptance of boot adhesion is based on the following tests:
1. Carefully lift one comer of boot enough to attach spring clamp.
2. Attach spring scale to clamp. Pull up 180 degrees to surface to boot is removed diagonally.
3. If a force of 5 pounds per inch of width can be exerted, the installation is considered satisfactory. (Width
increases as comer peels back.)
4. Re-cement comer.
-NOTE-
Reasons for improper adhesion are dirty surfaces and cement not
reactivated properly or mixed thoroughly. Corrosion of metal skin
can occur if proper adhesion is not attained, especially around rivet
heads and metal skin splices.
If adhesion requirements are met, airplane can be flown immediately. Do not inflate deicers within 12 hours of
installation or until adhesion strength of 8 - 10 pounds is obtained.
MAINTENANCE
Clean deicers with mild soap and water solution. In cold weather, wash boots in warm hanger, if possible. If
cleaning is done outdoors, use heated soap and water solution. If water freezes on boots, use portable ground
heater to thaw.
Use Benzol or non-leaded gasoline as alternatives. Moisten cleaning cloth in solvent. Scrub lightly and with
clean, dry cloth, wipe before cleaner soaks into rubber. Sparingly use petroleum products which damage rubber.
3F4
30-10-00
Page 27
PIPER AIRCRAFT
PA42/42720
Figure 30-15. Placing and Stitching Gum
30-10-00
Page 28
Figure 30-17. Masking Repair
Figure 30-16. Removing Trapped Air
Figure 30-18. Applying Neoprene Putty
3F5
ICEX APPLICATION
PIPER AIRCRAFT
PA-42/42-720
B.P. Goodrich Ices is a silicone base material specifically compounded to lower adhesion strength between ice
and rubber surfaces of deicers. Icex will not harm rubber and offers added ozone protection.
Properly applied and renewed at recommended intervals, Icex provides a smooth polished film which evens out
microscopic irregularities on rubber parts surfaces. Ice formations also have less chance to cling and ice is
removed faster and cleaner when deicers are operated.
Icex will not prevent or remove ice formations, but keeps it from getting a strong foothold.
Before applying Icex, thoroughly clean deicer or other rubber surfaces with rag dampened with non-leaded
gasoline followed by scrub wash of mild soap and water. Allow time for surfaces to dry.
Shake Icex can well. Hold nozzle approximately 12 inches from surface and spray sparingly. If application is
too heavy, resulting sticky surface picks up runway dust and inhibits ice removing efficiency.
Due to natural abrasive effects on leading edges of deicers during flight, reapply Icex to wings and empennage
deicers every 150 flight hours.
RESURFACING CONDUCTIVE CEMENT
The following materials are required to remove and replace damaged coating:
1. Fine grit sandpaper.
2. Two inch paint brush.
3. One inch masking tape.
4. Conductive Neoprene cement (No. A-56B, B.P. Goodrich Co.).
5. Isopropyl Acetate, Federal Specification IT-I-720.
6. Alternate solvent - (Toluol or Toluene).
-CAUTION-
CEMENTS AND SOLVENTS USED FOR RESURFACING ARE
FLAMMABLE AND FUMES ARE SLIGHTLY TOXIC.
CONDUCT ALL WORK IN A WELL VENTILATED AREA
AWAY FROM SPARKS OR FLAMES.
3F6
30-10-00
Page 29
PIPER AIRCRAFT
PA-42/42-720
During cold weather, place airplane in wann hanger and position boots in line with one or more blast heaters.
Complete resurfacing before other work to allow time for new coat to cure.
1. Clean deicer thoroughly with Isopropyl Acetate.
2. Roughen entire surface of boot with fine grit sandpaper.
3. Clean surface again with clean, lint-free cloth moistened with cleaning solvent.
4. Apply masking tape beyond upper and lower trailing edges leaving 1/4-inch gap of bare metal.
5. Mask off any legible deicer brands.
6. Apply one brush coat of A-56-B cement to deicer. Allow to dry at least 1 hour. Apply second coat and
allow to dry at least 4 hours before operating deicers. Plane can be flown as soon as cement is dry.
30-10-00
Page 30
-NOTE-
If A-56-B cement is 3 months old or more, dilute cement with
Isopropyl Acetate to obtain proper brushing consistency. Mix
thoroughly with approximately 5 parts cement to 1 part Isopropyl
Acetate.
3F7
PIPER AIRCRAFT
PA42/42720
AIR INTAKES
The PA-42 contains an engine inlet Lip Deice and Generator Inlet deice system in the nacelle. The PA-42-720
only contains engine inlet Lip Deice.
Heat is provided to each generator inlet scoop through wires imbedded in the leading edge and roff and a steel
plate on the floor of each scoop. Power, provided to each scoop through its Ice Deflector control switch, is
supplied either the right main or left main buss (see Ice Protection wiring diagrams in Chapter 91).
The lip deicer system consists of two individual systems one for each engine linked together an ammeter and a
selector switch that enables it to monitor operation of either left or right system.
Each lip deice system consists of an electrically heated lip, a timer shunt, circuit breakers, and a switch to
control system operation.
To conserve electrical power drawn from aircraft electrical system, current is cycled to deicer heaters at timed
intervals, not ocntinuously.
-NOTE-
Heating can begin at any phase in the cycle depending on timer
position when switch was turned off from previous use.
TROUBLESHOOTING
Problems peculiar to deicing system are listed in Chart 3006 along with probable causes and suggested
remedies.
3F8
30-20-00
Page 1
PIPER AIRCRAFT
PA .. 421 42 .. 720
CHART 3006. TROUBLESHOOTING (ENGINE DEICING SYSTEM)
Trouble Cause
Ammeter shows zero Tripped circuit breaker.
current. (All 4 phases
of the 2 minute cycle.)
Defective power source.
Ammeter select switch
faulty.
Ammeter faulty. (If some
or all deicers heat with
ammeter at zero, replace
the ammeter.)
Break between ammeter
and timer.
3F9
Remedy
Locate and correct short
before setting circuit
breaker.
If no voltage into switch,
locate and correct break.
If no voltage at switch output
with voltage at switch input,
replace the switch. If voltage
is satisfactory at switch output,
go to next step.
Test for voltage up to and out
of ammeter. If low or zero
output and input satisfactory,
replace ammeter. If no voltage
to ammeter, locate and fix
break between switch and
ammeter.
Disconnect harness at timer
and check voltage at Pin B
(of harness) to ground. If
none, locate and correct
break.
30-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHART 3006. TROUBLESHOOTING (ENGINE DEICING SYSTEM) (continued)
Trouble Cause
Ammeter shows nOllllal Open circuit between timer
current part of cycle, and heating element.
zero current rest of
cycle.
Burned out lip deicer.
Break between brush block
assembly and prop deicer
lead straps.
No ground circuit, one
engine.
3F10
Remedy
Use heat test to find deicers
not heating and test for
voltage on that contact of
wire harness plug. (At
brush block assembly or
connector.) If zero over 2
minutes, locate and fix
break in wiring from timer
to wire harness plug.
Replace.
If there is voltage to brush
block wire harness plug,
try voltage at junction of
deicer lead and slip ring
lead. If no voltage, find
and correct break in wiring
within brush block or no
contact of brush to slip ring.
If voltage is found at deicer
leads, locate and fix break
from deicer to ground.
30-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
Trouble
Ammeter shows nonnal
current part of cycle,
low current rest of cycle.
Ammeter show low current
over entire cycle.
30-20-00
Page 4
Cause
Elements of different phases
heating in the same phase.
Break in deicer or slip ring
leads.
High resistance in circuit
with low current.
Shedding Area I and/or
Shedding Area II phases
oflip deicer inoperative
but Parting Strip heater
working.
Aircraft voltage low.
Ammeter faulty.
3F11
Remedy
Locate and repair incorrect
connections.
Disconnect deicers to
check heater resistance.
If satisfactory, locate and
fix break in slip ring leads.
If not in contact of brush
to slip ring (including
ground brush), trace wiring
to deicer and to timer to fix
partially broken wire, loose
or corroded connection.
Replace deicer if current
exists at all tenninals
during a cycle.
Check voltage into switch.
Test for voltage up to and
out of ammeter. If low
or zero output and input
satisfactory, replace ammeter.
If no voltage or ammeter,
locate and fix break between
switch and ammeter.
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
Ammeter shows low current High resistance up to
over entire cycle. (continued) timer.
Ammeter shows excess Ammeter faulty.
current over entire cycle.
Ground between ammeter
and timer.
Ammeter shows normal Ground between timer and
current part of cycle, brush block.
excess current rest of
cycle.
3F12
Remedy
Check for partially broken
wire, loose or corroded
connection in wiring from
aircraft supply to timer
input.
Test for voltage up to and
out of ammeter. If low or
zero output and input
satisfactory, replace
ammeter. If no voltage
to ammeter, locate and
fix break between switch
and ammeter.
and with ohmmeter check
from Pin B (or harness)
to ground. If ground is
indicated. locate and correct
short.
Disconnect leads at brush
block and, with ohmmeter,
check from power leads to
ground. If ground is indi-
cated' locate and correct
short.
30-20-00
Page 5
PIPER AIRCRAFT
PA42/42 720
Trouble
Ammeter shows nonnal
current part of cycle,
excess current rest of
cycle. (continued)
Ammeter does not
"flick" approximately
every 34 seconds.
30-20-00
Page 6
Cause
Ground between brush
block and deicers.
(Excluding ground
brush circuit.)
Short between two
adjacent circuits.
Timer faulty.
Timer ground open.
Timer contacts are welded
(caused by short circuit
in system).
3F13
Remedy
If no short exists at
brush-slip ring contact
check for ground from
slip ring lead to propeller
assembly while flexing
slip ring and deicer leads.
If a ground is indicated,
locate and correct short.
Check for cuts or low
resistance between circuits.
If any, locate and correct.
Test timer.
and check with ohmmeter
from Pin G (of harness) to
ground. If no circuit, fix
break per schematic diagram.
Test timer. If timer does not
cycle with voltage at Pin B,
replace timer but be sure
short causing original failure
has been locate and corrected.
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
Ammeter flicks between Loose connection between
34 second phase periods. aircraft power supply
and timer output.
Loose or poor connection
timer to deicers.
Timer cycles erratically.
Radio noise or interference Brushes "arching."
with deicers on.
3F14
Remedy
If trouble occurs over entire
cycle, trace wiring from
power source to timer input
to locate and tighten loose
connection.
If trouble occurs in part of
cycle, find which deicers
are affected and check for
rough or dirty slip rings
causing brush to "skip" or
poor connection at plug.
If not this, trace circuits
to locate and fix loose or
poor connection. (If all
heaters on one deicer are
affected, check the ground
circuit.) Flex deicer straps
for break in deicer straps.
Test timer.
Check brush alignment as
shown in Figures 30-28 and
30-30. Look for rough or
dirty slip rings. If this is
the cause, clean machine or
replace slip ring assembly,
as required. Check slip ring
alignment.
30-20-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
Trouble
Radio noise or interference
with deicers on. (continued)
Cycling sequence not
correct.
Rapid brush wear or
frequent breakage.
30-20-00
Page 8
Cause
Loose connection.
Switch faulty.
Wiring located within 8
inches of radio equipment
wiring.
Crossed connections.
Brush block out
alignment.
Slip ring wobbles.
3F15
Remedy
Refer to Ammeter flicks
between 34 seconds phase
periods.
Try jumper wire across
switch if radio noise
disappears, replace the
switch.
Relocate at least 8 inches
away from input wiring to
radio equipment.
Check system wiring circuit
diagram for improper con-
nections. (Refer to Chapter
91, Electrical Schematics.)
Check brush alignment.
Check slip ring alignment
with dial indicator as
shown in Figure 30-27.
PIPER AIRCRAFT
PA42/ 42 720
AIR INLET LIP DEICER SYSTEM OPERATIONAL CHECK
1. Remove top engine cowl. Unplug lip deicer boot at plug and ground dead disconnect.
2. With auxiliary power plugged in and deicer switch on, check for proper operation of ice deflector door
underneath air inlet screen by looking back through air inlet and down around each engine side. Also check
operation of bypass door on underside of bottom engine cowl at rear of engine.
-CAUTION-
THE LIP CAN BE DESTROYED WITH THE COMBINATION
OF THE PARTING STRIP ELEMENT BEING ON
CONTINUOUSLY AND THE HEAT INTENSITY OF THE LIP
DEICER ELEMENTS. OBSERVE LIP CLOSELY WHILE
TESTING FOR OVERHEATING.
3. Three ways to safety check operation of the lip deicer are as follows:
a. Disconnect deicer plug. Using a precision meter, check the following resistances for each heating
element.
(1) Shed Area I Resistance is approximately 1.10 ohms.
(2) Shed Area II Resistance is approximately 1.10 ohms.
(3) The parting strip resistance is approximately 1.00 ohms.
b. Obtain 28 Vdc power source capable of supplying 30 amps. Connect negative lead to deicer ground
leads and touch positive lead individually to 3 terminals of deicer plug.
c. Have 1 person in the cockpit position master with deicer switches on. Activate ground test switch while
an assistant connects deicer plug to mating plug. Supply system power long enough to complete check.
Finally, disconnect plug and wait until second lip deicer phase begins.
-CAUTION-
DO NOT HOLD CONNECTION SO DEICER BECOMES TOO
HOT TO TOUCH.
-NOTE-
The timer only operates as long as the ground test switch is activated.
4. Temperature rise of the boots must be noticeable. If local hot spots are apparent, boot is damaged and must
be replaced.
3F16
30-2000
Page 9
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF INLET DEICERS
If inlet deicer lip becomes damaged or defective, requiring removal of unit from lower cowl assembly, proceed
as follows:
1. Remove upper and lower engine cowling (see Chapter 71).
2. Locate inlet deicer cannon plug connector. Remove wires from connector.
3. Remove clamp securing inlet deicer wire harness to lower cowl assembly.
4. Remove machine screws from inner and outer edges of inlet deicer.
5. Pull inlet deicer away from lower cowl assembly far enough to allow access to wire harness.
6. Gently pull inlet deicer wire harness through fireshield tube. Remove deicer assembly from aircraft.
INSTALLATION OF INLET DEICERS
1. While holding inlet deicer in position, run end of inlet deicer wire harness through fireshield tube.
2. Position inlet deicer assembly on cowl assembly. Secure with appropriate machine screws.
3. Secure wire harness to cowl assembly with clamp.
4. Reattach inlet deicer wire harness to cannon plug connector.
5. Install lower and upper cowl assemblies (see Chapter 71).
TO
POWER L t ~ ~ m : t ~ ~
CONTROL _
PROP
DEICER
SHUNT
(FOR REFERENCE ONLY)
RELAY -
L..---T
L..---'T
AMMETER
THERMO
OVERLOAD
RELAY
TO
POWER
CONTROL
RELAY
TO
OPPOSITE
SHUNT
Figure 30-19. Wiring Diagram, Left Propeller and Engine Air Inlet Lip Deicing System
30-20-00
Page 10
3F17
PIPER AIRCRAFT
PA-42/42-720
ELECTRICAL CHECK OF INLET DEICERS
1. Check air inlet deicers by disconnecting harness plug and ground connection inside lower engine cowl and
removing upper cowl.
2. Check electrical resistance of each element between each pin in plug and ground lead. Pin C and E is the
parting strip element; Pin D and F is shedding area (1) element and Pin Band F is the shedding area (II)
element. (See Figure 30-19 and Chart 3007.)
3. Check system power cycle time and sequence with a voltmeter and pins in connector on aircraft harness
with system power on.
4. When electrical check is completed, reconnect circuit and install engine cowl.
5. Lip deice thermo switch opens at 150 and resets at 100 +/- 10.
CHART 3007. INLET DEICERS ELECTRICAL SPECIFICATIONS
TIMER
SEQUENCE
Cont.
Shedding Area I
Shedding Area II
TO
POWER
CONTROL
RELAY
TO
ELEMENT
HEATED ZONE
Parting Strip
Shedding Area
Shedding Area
THERMO
OVERLOAD
RELAY
5A
TIME LOAD AMPS
SEC. @28VDC
Cont.
34-0N
102-0FF
34-0N
102-0FF
D
TO
POWER
_ CONTROL
RELAY
T--....I
T-----l
28.6
25.5
25.5
SHUNT
RESISTANCE
OHM
1.0
1.1
1.1
PROP
DEICER
OPPOSITE '-+--f-'
SHUNT 1--______ ----.
(FOR REFERENCE ONLY)
AMMETER
Figure 30-19. Wiring Diagram, Right Propeller and Engine Air Inlet Lip Deicing System (continued)
3F18
30-20-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
VIEW A
SIDE VIEW OF
ICE DEFLECTOR DOOR (OPEN)
4 5
3
2
SHIMS 73050-2 OR 73050-3 MAY BE
ADDED HERE TO MAINTAIN CONTOUR
WITH COWL.
6
16
19
17
18
------------- T
-11-12 1.35.12
VIEWB _l
SIDE VIEW OF BYPASS DOOR (OPEN)
8
9
20
Figure 30-20. Engine Air Inlet Ice Protection System
30-20-00
Page 12
3F19
10
12
22
2
4
5
1. PARTING STRIP (ZONE A)
2. SHEDDING AREA (ZONE B)
3. SHEDDING AREA (ZONE C)
4. HEATER WIRE
5. URETHANE EROSION COAT
6. GLASS EPOXY
7. FIBERGLAS LIP
8. THERMOSWITCH
PIPER AIRCRAFT
PA42/42720
\
3
A-A
Figure 30-20. Engine Air Inlet Ice Protection System (continued)
3F20
30-20-00
Page 13
HEATED
ZONE
(INLET)
PIPER AIRCRAFT
PA-42/42-720
HEATED
ZONE
(ROOF)
HEATED FLOOR
30-20-00
Page 14
VIEW A-A
Figure 30-20a. Generator Inlet Scoop (PA-42 Only)
3F21
PIPER AIRCRAFT
PA42/42720
ENGINE AIR INLET ICE PROTECTION SYSTEM
REMOVAL OF ICE DEFLECTOR DOOR TRANSMISSION (Figure 30-20)
To remove transmission from aircraft, proceed as follows:
1. Remove engine cowling.
2. Disconnect electrical leads from transmission assembly.
3. Disconnect transmission clevis end from torque tube assembly.
4. Disconnect transmission from engine mounting bracket. Remove complete assembly from engine
compartment.
CLEANING, INSPECTION AND REPAIR OF ICE DEFLECTOR DOOR (Figure 30-20)
1. Remove engine cowling (see Chapter 71).
2. Clean transmission assembly with suitable solvent.
3. Inspect transmission screw shaft for excessive back lash as follows:
a. Disconnect transmission from ice deflector door torque tube lever.
b. Clamp pliers (vise grips) to screw shaft using light pressure on transmission screw.
c. Move pliers to rotate screw shaft and ensure slight movement is felt (not to exceed 0.312 inch on a 6
inch radius from shaft).
4. Check transmission sleeve, screw shaft, and rod ends for distortion.
S. Clean and dry transmission screw shaft and sleeve. Apply coating of Aircraft Actuator Grease (MIL-G-
23827) to transmission shaft.
6. Repack transmission, if disassembled, 75 percent full with Dukes grease (PIN 2196-74-1).
INSTALLATION OF ICE DEFLECTOR DOOR TRANSMISSION (Figure 30-20)
-NOTE-
To facilitate installation, ensure ice door and transmission are in
closed position.
1. Position transmission assembly on engine mounting bracket. Secure with proper hardware. Allow
transmission to rotate on mounting bolt.
2. Attach transmission clevis to torque bolt with clevis pin, washers, and cotter pin.
3. Connect electrical leads to transmission assembly.
4. Check adjustments using paragraph titled Adjustment of Engine Ice Protection System in this chapter.
3F22
30-20-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF ENGINE ICE PROTECTION SYSTEM
1. Remove vane interconnect rod.
2. Adjust rear micro switch contact screw to trigger switch when linkage is locked in down position. Tum
screw out four full turns.
3. Adjust forward micro switch contact screw to trigger switch at vane UP position (vane parallel and flush
with forward duct). Tum screw out one full tum.
4. Run extension motor to full vane UP position. Adjust bypass door to seal.
5. Install cowl with ice vane in up position (parallel and flush with forward duct). Adjust interconnect rod to
allow retaining pin to slip into position.
6. Test run ice vane, bypass door system, and recheck up and down positions.
REMOVAL AND INSTALLATION OF GENERATOR INLET SCOOP (PA-42 Only)
1. Remove exhaust fairings and louvers.
2. Detach strip and latch assemblies from cowling. Disconnect compressor bleed air louvers from upper cowl.
3. Loosen camloc fasteners securing generator outlet duct and generator inlet scoop to upper cowl.
4. Loosen fasteners securing upper cowl to turtle back cowl. Remove cowl.
5. Disconnect electrical connector from underside of inlet scoop.
6. Loosen hose clamp (SAE TYF-52) and withdraw generator inlet scoop from inlet hose.
7. To install scoop, reverse above instructions.
WINDOWS AND WINDSHIELDS
HEATED WINDSHIELD CHECK
The following steps determine if windshield heating element and timer are functioning properly:
1. Connect 24-volt test light to positive and negative terminals of windshield.
2. Set switch marked Windshield Heat to ON position. Test light must indicate current being delivered to
windshield.
3. Place hand against windshield to determine if windshield heating element is operating.
4. Ensure test light extinguishes before windshield is too hot to hold hand against it. This indicates that
temperature sensing element is operating properly and has passed through thermostatic on-off cycle.
-CAUTION-
USE CAUTION DURING GROUND OPERATION TO
PREVENT OVERHEATING AND POSSIBLE DAMAGE TO
WINDSHIELD.
5. After completing check, set Windshield Heat to OFF position. Remove test light.
6. See Chapter 56 for additional service data.
3F23
30-40-00
Page 1
PIPER AIRCRAFT
PA42/42720
COPILOT'S HEATED WINDSHIELD
Windshield is identical to pilot side and is serviced like standard left windshield.
WINDSHIELD WIPER MECHANISM
ELECTRICAL WINDSHIELD WIPERS
Windshield wipers are standard equipment on left and right windshield. To operate windshield wipers, tum
switch on lower right side of instrument panel to HIGH or LOW position. When turning wipers off, tum switch
to OFF or PARK position. The OFF position stops blades in place while PARK position returns blades to center
post position.
-WARNING-
NEVER OPERATE WINDSHIELD WIPER ON DRY
WINDSHIELD. IT CAN SCRATCH GLASS AND SHORTEN
LIFE OF WIPER BLADES.
The windshield wiper motor is located forward of bulkhead at Station 57.00, on upper left portion of fuselage
skin. A flexible shaft runs from electric motor and transmission to a converter (from which wiper runs) on right
side of same bulkhead.
REMOVAL OF WIPER MECHANISM (Figure 30-21)
1. Remove access panel on left and right sides of nose section.
2. Cut lockwire at bolt securing ann to serrated converter shaft and remove bolt.
3. Loosen adjustment nut. Lift wiper ann off converter shaft.
4. Remove two screws from shaft cover around converter shaft. Remove cover and old sealant from shaft.
S. Disconnect electrical connection to wiper motor and flexible drive shaft from converter.
6. Remove remaining screws holding motor and converter to aiIplane. Remove complete assembly.
INSTALLATION OF WIPER MECHANISM (Figure 30-21)
1. Time wiper motor and converter before connecting two units together, as follows:
a. Rotate drive shaft in converters to end of travel (or park position) and at serrated converter shaft.
30-40-00
Page 2
3F24
PIPER AIRCRAFT
PA-42/42-720
WIRE WRAPPED AROUND NUT
WIRE - PIN 151 295 (MS20995-C20)
TWISTED WIRE CENTERED ARM
WIRE WRAPPED AROUND ARM
WIPER BLADE
WIPER BLADE ARM
TYPICAL WINDSHIELD WIPER BLADE
NOTE
ON SIN 42-8001093 AND UP DRIVE
ASSEMBLY (8) IS NOT USED. MOTOR IS
MOUNTED DIRECTLY TO UH CONVERTER.
4
1. COVER, WIPER SHAFT
2. BRACKET ASSEMBLY, WIPER MOUNTING
3. BRACKET ASSEMBLY, WIPER MOUNTING
4. MOTOR
5. CONVERTER
6. ARM, LEFT, RIGHT
7. BLADE
8. DRIVE ASSEMBLY (SEE NOTE)
9. DRIVE ASSEMBLY
10. SCREW
11. BOLT, LOCKWASHER, WASHER
12. BOLT, WASHER, NUT
Figure 30-21. Windshield Wiper Installation
3G1
30-40-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
b. Temporarily connect electrical connector to wiper motor and operate motor until switch ends in PARK
position. Disconnect electrical connector.
2. Assemble wiper motor and converter by screwing units together with flexible drive assembly; back off for
bracket alignment.
3. Assemble units slowly until flexible drive assembly engages converter shaft. Alignment must be automatic.
If severe binding occurs, back off and reassemble.
4. Install assembled units into ai1plane and secure to mounting brackets. Do not install seal covers at this time.
S. Apply bead of RTV sealer around converter shafts extending through fuselage. Position and secure shaft
cover in place with retaining screws.
6. Connect electrical connector to wiper motor and replace access panels. Tum wiper switch momentarily to
PARK position.
WIPER BLADE AND ARM REMOVAL
1. Cut lockwire at bolt securing arm to serrated converter shaft; remove bolt.
2. Loosen adjustment nut to relieve arm tension. Remove wiper arm from converter shaft.
3. Pull out lock on wiper blade to remove blade from arm assembly.
WIPER BLADE AND ARM INSTALLATION (Figure 30-21)
1. Install wiper blade to assembly. Ensure blade is locked to arm.
2. Tum wiper switch momentarily to PARK position. Place arm and blade assembly on serrated converter
shaft so wiper blade clears windshield center post centerline by approximately 2.00 to 2.25 inches.
3. Install bolt through wiper arm into converter shaft. Tighten and safety with MS20995-C4110ckwire.
WIPER BLADE AND ARM ADJUSTMENT (Figure 39-21)
1. Adjust wiper blade height on windshield by unlocking blade height adjustment cam.
2. Adjust blade height on windshield so bottom of blade clears windshield collar by 2.50 0.50 inches. Lock
adjustment cam.
3. Adjust wiper blade angle by loosening nut on wiper blade attachment stud. Rotate blade until it is parallel
with windshield center post. Tighten nut on stud.
4. Adjust nut on wiper arm adjustment stud for tension of 3 - 4 pounds with blade pivot point in PARK
position.
30-40-00
Page 4
-NOTE-
Check that the base of the adjustment stud is in the recess provided in
the wiper arm.
3G2
PROPELLERS
PIPER AIRCRAFT
PA-42/42-720
The propeller deicer system consists of two individual systems. One for each engine is linked together by an
ammeter containing a selector switch which enables it to monitor operation of the left or right system.
For propeller deicer cycling sequence, see cycle sequence (Figure 30-25). The system can be used
continuously in flight, if needed.
-NOTE-
Heating can begin at any phase in cycle depending on timer position
when switch was turned off previously.
3G3
30-60-00
Page 1
PIPER AIRCRAFT
PA42/42720
6
7 8
1 2 3 5 4
1. HEATED ENGINE AIR INLET
2. PROPELLER DEICER BOOT
3. HEATED GENERATOR INLET LIP
4. DEICE TIMER
5. DEICE POWER CONTROL RELAYS
6. ENGINE ICE PROTECTION SWITCHES
7. RIGHT CIRCUIT BREAKER PANEL
8. LEFT CIRCUIT BREAKER PANEL
Figure 30-22. Propeller and Engine Air Inlet Lip Deicer System
30-60-00
Page 2
3G4
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCE PRACTICES
DEICER SYSTEM OPERATIONAL CHECK
-CAUTION-
THE LIP CAN BE DESTROYED WITH THE COMBINATION
OF THE PARTING STRIP ELEMENT BEING
CONTINUOUSLY ON THE HEAT INTENSITY OF THE LIP
DEICER ELEMENTS. OBSERVE BOOT CLOSELY WHILE
TESTING FOR OVERHEATING.
1. Chock wheels and operate engine at near takeoff power.
2. Turn deicer system switch on for side being checked. Activate ground test switch.
3. With ammeter selector switch in proper position, observe ammeter for at least 2 minutes.
4. Ensure ammeter needle flickers approximately every 34 seconds when operating timer step switch. Ensure
needle is in green arc during all four cycle phases.
5. Stop engine, remove top engine cowl, and unplug lip deicer boot at plug and ground lead disconnect.
6. Plug auxiliary power in, tum deicer switch on, and check operation of ice deflector door underneath air inlet
screen by looking back through air inlet and down each engine side. Also check operation of bypass door
on underside of bottom engine cowl at rear of engine.
7. Have assistant activate ground test switch. Adjust propeller deicer boot outboard elements followed by
inboard elements.
-NOTE-
Because the lip deicer is inoperative, the ammeter does not read
through two phases of the two minute cycle and reads slightly lower
than that observed with engine running, during two prop deicer
phases.
8. Two ways to safety check operation oflip deicer are as follows:
a. Obtain 28 Vdc power source capable of supplying 30 amps. Connect negative lead to deicer ground
lead and touch positive lead individually to three terminals of deicer plug.
b. Connect deicer ground wire at quick-disconnect terminal, position cockpit master and deicer switches
on, and activate ground test switch. Have assistant connect deicer plug to mating plug supplying system
power long enough to notice temperature rise in boots. Finally, disconnect plug and wait until second
lip deicer phase begins.
-WARNING-
DO NO HOLD CONNECTION SO DEICER BECOMES TOO
HOT TO TOUCH.
-NOTE-
The timer only operates as long as ground test switch is activated.
9. Temperature rise of boots must be noticeable. If local hot spots are apparent, boot is damaged and must be
replaced.
3G5
30-60-00
Page 3
30-60-00
Page 4
PIPER AIRCRAFT
PA42/42 720
SHUNT
SEE CHAPTER 91 FOR COMPLETE
SYSTEM SCHEMATIC
TO
POWER
CONTROL _
RELAY -

'----T
'-----T
AMMETER
THERMO
OVERLOAD
RELAY
TO
POWER
CONTROL
RELAY
TO
OPPOSITE
SHUNT
Figure 30-23. Electrical Diagram Showing Cycle Sequence
SHUNT
SYSTEM SCHEMATIC
TO
POWER
CONTROL _
RELAY -
'----T
'----"T
THERMO
OVERLOAD
RELAY
TO
POWER
CONTROL
RELAY
1-------oO"5ALJ=>-+--'
AMMETER
TO
OPPOSITE
SHUNT
3G6
PIPER AIRCRAFT
PA42/42720
SHUNT
SYSTEM SCHEMATIC
TO
POWER C ~ ~ ~ ~ ~ ~
CONTROL _
RELAY -
L-. __ T
L-.---T
AMMETER
THERMO
OVERLOAD
RELAY
SA
TO
POWER
CONTROL
RELAY
TO
OPPOSITE
SHUNT
SHUNT
SYSTEM SCHEMATIC
TO
POWER C ~ ~ ~ ~ ~ ~
CONTROL _
RELAY -
'-----T
'-------'T
AMMETER
THERMO
OVERLOAD
RELAY
SA
TO
POWER
CONTROL
RELAY
TO
OPPOSITE
SHUNT
3G7
306000
Page 5
PIPER AIRCRAFT
PA42/42 720
USING THE AMMETER
In flight or during ground testing. use ammeter to indicate condition of most electrical problems. The
troubleshooting chart is based on ammeter results.
HELPFUL TIPS
-NOTE-
When troubleshooting, use ammeter and heat test to determine
circuits involved. Use circuit diagram to check voltages or continuity.
1. If ammeter reading drops to one-third normal current, one heater circuit is open.
2. Excess current reading on ammeter always indicates power lead is shorted to ground. Locate and correct
grounded power lead immediately.
30-60-00
Page 6
-NOTE-
Many timers are returned for repair and found fully workable when
tested. Complete test described in Timer Test before discarding timer.
3GB
PIPER AIRCRAFT
PA-42/42-720
Figure 30-27. Suggested Use of Dial Indicator
NOTCH WORN IN BRUSH
DUE TO MISALIGNMENT
Figure 30-28. Centering of Brushes on Slip Rings
3G9
BRUSH LOCATED
INCORRECTLY ON
SLIP RING
30-60-00
Page 7
50-HOUR INSPECTION
PIPER AIRCRAFT
PA42/42720
1. Perform entire deicer system operational check for each engine.
2. Remove spinner dome and upper engine cowl. With assistant observing deicer ammeter and deicer switch
on and ground test switch activated, flex all accessible wiring. (particularly deicer lead straps, leads from
slip ring assembly and firewall electrical connectors and wiring.) If any movement of ammeter needle,
other than 34 second flicker of cycling exists, locate and correct short or break immediately. Perform test
for left and right systems.
lOO-HOUR INSPECTION
2. Conduct 50-hour inspection.
3. Check for radio noise or radio compass interference by operating each engine at near takeoff power with
radio gear on, while turning each deice switch on and off. If noise or interference occurs with deicer switch
on and disappears when switch is off, see Chart 3006 to troubleshoot.
4. Ensure all clamps, clips, mountings, and electrical connections are tight. Check for loose, broken, or
missing safety wire.
5. Check deicer boots for wrinkled, loose, tom, or cut areas around ends of boots, where propeller boot strap
passes under strap retainer, especially along leading edges and flat or thrust face propeller boots. If heater
wires are exposed in damaged areas, or if rubber is tacky, swollen or deteriorated, replace damaged deicer.
-NOTE-
Ensure strap restrainers are properly positioned and secured. Look for
cracks or other damage. Operate propeller from full pitch to
feathering and ensure deicer lead straps are not tensioned or pinched
by propeller blade.
6. Check slip rings for gouges, roughened surface, cracks, burned or discolored areas, and deposits of oil,
grease or dirt as follows:
a. Clean greasy or contaminated slip rings with CRC-2-26 solvent. (See Chapter 91, Chart 9105, List of
Consumable Materials for vendor information.)
b. If uneven wear exists or if wobble is noticed, set up dial indicator (Figure 30-27) to check slip ring to
propeller shaft alignment.
7. Examine brush block mounting brackets and housing for cracks, deformation, or other physical damage.
a. Ensure each brush rides fully on its slip ring over 360
0
(see Figure 30-28). If alignment is off, shim
where brush block attaches to mounting bracket. (Shim is a series of laminates and can be peeled for
proper alignment.) If old shim is not thick enough, install new one.
b. Check for proper brush block to slip rings clearance (Figure 30-30). If incorrect, loosen mounting
screws, place in proper elongated holes, and tighten securely.
c. Check brushes for wear limitation (figure 30-29).
d. Visually check block for approximately 2
0
angle of contact (Figure 30-30). If incorrect, loosen
mounting screws, twist block, and ensure proper clearance limits when tightening.
30-60-00
Page 8
3G10
PIPER AIRCRAFT
PA42/42720
1. BRUSH GUIDE BLOCK
2. BRUSHES
3. RECEPTACLE
4. SPRING
5. BRUSH RETAINER BLOCK
5
6. TUBING
-NOTE-
MEASURE BRUSH WEAR AS
SHOWN, X-DIMENSION (INCHES)
GIVEN INDICATES WHEN
BRUSHES MUST BE REPLACED.
DURING MEASUREMENT, ONLY
1/16 INCH OF BRUSH SHOULD
BE ALLOWED TO PROTRUDE
FROM BRUSH BLOCK. THIS IS
THE NORMAL POSITION OF THE
BRUSH WHEN INSTALLED ON
THE AIRCRAFT.
IX
4
1---
i-
I
BRUSH BLOCK ASSEMBLY X DIMENSION (INCHES)
MUST REPLACE
4E1311-2 1 9/16
3E2044-1
BRUSHES WITH RODS 1 23/64
BRUSHES WITHOUT RODS 1 25/64
2
MEASURING BRUSH WEAR
Figure 30-29. Brush Block Assembly and Brush Wear Check
3G11
30-60-00
Page 9
PIPER AIRCRAFT
PA42/42720
-CAUTION-
DO NOT HOLD GROUND TEST SWITCH ON FOR ANY
LENGTH OF TIME WHICH COULD CAUSE
OVERHEATING.
8. Operate deicer systems and while assistant obselVes ammeter, inspect and physically flex wiring from brush
block through firewall, to timer, to ammeter, to switch, and to aircraft power supply. The ammeter must
flicker as timer switches approximately every 34 seconds in cycle. Jumps or flickers at other time intelVals
indicate loose or broken wiring. Check continuity in affected harness while flexing and prodding each wire
in area causing problem. Use Wiring Diagram, Figure 30-19, to trace circuitry. Perform same test on
engine inlet lip deicers with systems switches on and an assistant pressing ground test switch.
CHECKING FOR BRUSH WEAR
Insert small diameter wire through hole in rear of brush retainer assembly (Figure 30-29). Replace brushes if
length of inserted wire measures more than 1.562 inches.
SLIP RING
ROTATION
BRUSH BLOCK ASSEMBLY
Figure 30-30. Angle of Contact - Brushes to Slip Rings
30-60-00
Page 10
3G12
PIPER AIRCRAFT
PA42/42720
REPLACEMENT OF BRUSHES
1. Disconnect terminal leads on brush retainer assembly.
2. Remove brush retainer assembly from mounting bracket by removing attaching screws.
3. Separate brush retainer assembly as follows (Figure 30-29):
a. Remove terminal block by removing four attaching screws.
b. Move guide block laterally to disengage dowel pins from retainer block.
c. Heat terminal stud to melt solder. Remove brush leads from stud.
4. Reassemble brush retainer assembly as follows:
a. Install insulation on A and B brush leads.
b. Solder brush leads to terminal stud.
-NOTE-
Always use new springs when replacing brushes.
c. Position brushes and spring into guide block. Engage guide block onto dowel pins in retainer block.
d. Position terminal block on brush retainer. Assemble with four attaching screws.
-CAUTION-
AVOID SIDE LOADS ON BRUSHES TO PREVENT BRUSH
DAMAGE.
6. Attach electrical lead to terminal studs ensuring lead is connected to proper stud.
7. Ensure free movement of brushes by pushing them into block and allowing spring pressure to return them.
Do not allow brushes to snap. If free movement is impaired, correct restriction and recheck.
8. Reinstall brush block to mounting bracket using hardware previously removed.
-NOTE-
Run new deicer brushes within 2 hours of engine operation prior to
energizing deicer boots. Check brushes for proper seating and
alignment after break in period.
ALIGNMENT OF NEW BRUSHES
Whenever brush block is dismounted, check alignment at reinstallation.
3G13
30-60-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
REPLACEMENT OF BRUSH BLOCK MODULAR BRUSH ASSEMBLIES
Instructions for replacing brush block assemblies with modular brush assemblies are given in B. F. Goodrich
Service Bulletin E-77-54.
BRUSH MODULE REPLACEMENT
Replace brush modules when 0.265 inch of brush material remains (Figure 30-29). Replace brush modules as
follows:
-NOTE-
When brush wears out, replace entire module.
1. Remove modular brush assembly from aircraft by removing attachment hardware and disconnecting engine
wire harness.
2. Remove assembly screws, separate modules, and spacers.
-NOTE-
The part number of each module is etched into surface of plastic
housing. Replace modules with same part number.
3. Restack modules and spacers (Figure 30-33). If interference exists between adjacent ring terminals, reorient
center module (Figure 30-32).
-NOTE-
Ensure flat washer is positioned between star washer and housing.
4. Reconnect aircraft wire harness. Ensure adjacent ring terminals are not touching.
5. Install assembly on aircraft and check adjustments.
30-60-00
Page 12
3G14
PIPER AIRCRAFT
PA-42/42-720
3
1. BRUSH MODULE ASSEMBLY
2. NYLON SPACER 3E2011-28 - 4 ONLY
3. WIRE MARKER:
"A" -1 & 4 ASSEMBLY
"B" - 2 ASSEMBLY
"C" - 3 ASSEMBLY
Figure 30-31. Brush Module Assembly (3E2011)
1. BRUSH MODULE ASSEMBLY 3E2011-1
4. SPACER
5. SCREW
6. WASHER
7. LOCK WASHER
8. NUT
6
-NOTE-
THE ALTERNATE STACKING ARRANGEMENT IS
USED WHEN THERE IS INTERFERENCE BETWEEN
ADJACENT MODULE RING TERMINALS.
Figure 30-32. Alternate Module Stacking
Arrangement
(f)o
PIN 3E2044
2
~
Figure 30-33. Modular Brush Assembly (3E2044-1)
3G15
30-60-00
Page 13
SLIP RINGS
PIPER AIRCRAFT
PA42/42720
MAcmNING OF THE SLIP RINGS
Slip rings, with roughened or damaged surfaces, can be machined for prolonged service life as follows:
1. Remove slip ring assembly from propeller hub.
2. Mount assembly in lathe not exceeding 0.002 inch run-out over 360
0
rotation, with respect to mounting
surface of assembly.
3. Make light cut to remove surface damage.
4. Ensure contact surfaces of three slip rings are parallel and flat to within 0.002 inch overall of each other.
(Deviation from flat cannot exceed 0.002 inch over four inch arc.)
5. If necessary, undercut insulation between slip rings 0.02 to 0.03 inch below contact surface of slip rings.
6. Ensure minimum distance, for refacing slip ring assemblies is not less than 1.160 inch between copper
surfaces and legs of assembly.
-NOTE-
If solder or braze connection on underside of slip ring is exposed
while machining, replace slip ring assembly.
REPLACEMENT OF SLIP RINGS
Replace slip ring assemblies that are open or shorted electrically, cracked or damaged structurally, or which
have surfaces damaged beyond minor repair.
30-60-00
Page 14
1300L CEMENT
DEICER LEAD STRAP NEOPRENE PATCH
I '/ /' '/';1'// ;;l CEMENTED OVER
t I ' -( I 'f (,'t '\ EXPOSED FABRIC
SECTION A-A WOODEN BLOCK OR BUCKING
BAR MAY BE USED WHEN
NECESSARY FOR SUPPORT
Figure 30-34. Repair of Lead Strap
3G16
DEICER BOOTS
PIPER AIRCRAFT
PA42/42720
RESISTANCE CHECK OF DEICER BOOTS
To check for incorrect resistance, short or break circuit at brush-to-slip ring contact, disconnect harness at each
timer and use an ohmmeter to read resistance from each deicer circuit lead (pins A, B, and C of harness plug or
modular brush block) to ground.
REPLACEMENT OF DEICER BOOTS
If test shows deicer boots have an open circuit, incorrect resistance, or are visible damaged beyond repair,
replace deicer boot.
REPAIR OF PROPELLER DEICER LEAD STRAP (Figure 30-34)
For repairs, use B. F. Goodrich Field Repair Kit No. 77-802, which contains rubber patch material for several
repair jobs. Cements and solvents specified in directions are not included in kit.
1. Clean repair area with MEK or acetone to remove all grease and dirt. After last wipe with cleaner, quickly
wipe surface with clean, dry, lint-free cloth, remove solvent film.
2. Apply one even coat of EC1300L or EC1403 cement (Minnesota Mining and Mfg. Co.) to repair area.
Allow to dry approximately 1 hour above 40F. Apply second even coat of cement and allow to dry.
3. Cut patch (0.020 inch thick rubber about 1/4 inch larger on all sides of repair area). Ensure protective paper
is on cemented side and apply masking tape on open side to prevent patch from curling as cement dries.
Strip off protective paper and apply EC1300L and EC1403 cement in smooth, even coat; allow to air dry.
After 1 hour, apply second coat and allow to air dry.
4. With cement surfaces dry or slightly tacky, apply light coat of MEK or Toluol over surfaces and quickly
complete cementing as specified. Allow 1 hour to air dry before peeling off masking tape or mylar coating
on air side. Rub edges and center of patch to ensure proper adhesion. (Approximately 24 hours.)
-NOTE-
Do not touch cemented surface with dirty or oily fingers.
3G17
30-60-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DEICERS
1. Disconnect propeller deicer tenninals at studs on spinner bulkhead and lip deicer tenninals at boot.
2. Use MEK or Toluol to soften adhesion line between boot and mounting surface.
3. Starting at one comer of deicer, loosen deicer enough to grasp with vise grips pliers or similar tool.
4. Apply steady pull on deicer to pull it off mounting surface. Continue using MEK or Toluol to soften
adhesion lines. Unless deicer is damaged beyond repair, cushion jaws of pulling tool to prevent damage to
deicer surface. Remove slowly and carefully.
5. Remove residual cement from blade using Turco 3 or equivalent.
PREPARATION OF SURFACE PRIOR TO INSTALLATION OF DEICER
Prepare propeller blade surface for proper deicer boots installation as follows:
Propeller Blade Protection
1. Mark and cut masking tape same size as propeller deicer including first inch of lead strip (Figure 30-35).
2. Place mark at blade hub end in line with blade leading edge. (Location of mark is detennined by sighting
along leading edge.) Starting at hub, center tape on mark and stick tape leading edge. Mark position of
deicer lead strap where it crosses hub.
-NOTE-
All deicers on single propeller must be equally distant from hub or
rational balance.
3. Remove tape and paint in marked off area down to bare metal. Clean area thoroughly with MEK or
acetone. For final cleaning, wipe solvent off quickly with clean, dry, lint-free cloth to avoid leaving film.
-CAUTION-
METAL AND RUBBER PARTS MUST BE CLEAN TO
ASSURE MAXIMUM ADHESION.
4. Mark centerline at propeller blade hub and on tape at outboard edge of marked area.
30-60-00
Page 16
3G18
PIPER AIRCRAFT
PA42/42 720
CENTER LINE
MASKING TAPE
Figure 30-35. Propeller Deicer Installation
3G19
30-60-00
Page 17
PIPER AIRCRAFT
PA-42/42-720
APPLICATION OF CEMENT
To apply cement on boots and mating surface, proceed as follows:
1. Mark centerline on glossy side of deicer with silver pencil.
2. Moisten clean cloth with MEK or acetone and clean unglazed surface of deicer, changing cloth frequently to
avoid contamination of clean area.
3. Thoroughly mix EC1300L or EC1403 cement and apply one even brush coat to unglazed back surface of
deicer. Cement one inch of deicer lead strap. Allow to air dry for minimum 1 hour at 40
0
P or above with
relative humidity less than 70%. If humidity is 75% to 90%, allow 2 hours drying time. Do not apply
cement if relative humidity is higher than 90%. Apply second even brush coat of cement.
-NOTE-
If deicer edges curl, apply masking tape to edges of glazed side before
applying cement to unglazed side. Remove tape before installing
deicer.
4. Apply even brush coat of EC1300L or EC1403 cement on cleaned surface of propeller blade immediately
after application of second coat of cement of deicer. (Timing is important as cement on both surfaces must
reach tack stage at same time.)
CHART 3008. REQUIRED MATERIALS FOR REPAIR OF DEICERS
The materials and tools listed below are commercially available and
are not supplied by B. F. Goodrich in kit form.
Item
Cement EC-1300L or EC-1403 (3M Mfg. Co.)
Sealer A56B (B. F. Goodrich)
Cleaning Solvent MEK (Methylethylketone) or Acetone
B. F. Goodrich Filler 82-075A and B or 3M Sealer
EC-80 1 and EC-1 031
B. F. Goodrich Sealer 82-076-1 and -2 or Lowe
Brothers' paint C-19861, C21871 and C-16176
Cleaning Cloth - any clean, lint-free cloth
2 inch Rubber Hand Roller
1/4 inch Metal Hand Stitcher
Scissors
Turco #3 (Turco Products Co.)
Masking Tape
30-60-00
Page 18
3G20
Amount
1 1{2 pt. for six blades
1 pt. for six blades
1 1{2 pt. for six blades
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF DEICERS AND REQUIRED MATERIALS
-CAUTION-
TO ENSURE MAXIMUM ADHESION TO MOUNTING
SURFACE, FOLLOW INSTRUCTIONS PRECISELY.
Proceed as follows when cement coats are tacky dry on both deicer and mounting surfaces: (It is recommended
two persons perform the following procedures.)
1. Position deicer on propeller leading edge (using centerlines which start from hub) after tackifying cement in
area with clean, lint-free cloth dampened (not saturated) with Toluol (Figure 30-35). Ensure strap falls into
position previously marked. Working toward tip, tack deicer centerline to leading edge of propeller blade.
Tackify cement as necessary. If deicer is off line, pull up with quick motion and remove deicer. Replace if
necessary, before proceeding. Roll firmly along center line with rubber roller (Figure 30-35).
2. Roll tapered edges (especially inboard edge) of deicer with narrow, steel stitcher roller.
-CAUTION-
DO NOT USE METAL STITCHER ON DEICER BODY TO
AVOID DAMAGING RESISTANCE WIRES.
3. Apply one even brush coat of sealer around edges of installed deicer.
4. Remove masking tape from blade immediately after applying sealer.
5. Allow cement to cure 24 hours before turning up propeller. Allow 72 hours curing time before operating
deicers. Handle propeller carefully to prevent damaging deicers.
PREPARATION AND APPLICATION OF SEALER
Propeller deicers loosened due to adhesive bond breakdown by lubricants will not recement properly. Remove,
clean, and reinstall deicers as follows:
1. Clean 0.500 inch wide area around circumference of propeller deicer down to bare metal using MEK or
acetone.
2. Clean outer 0.500 inch and 0.250 inch under deicers on all sides past loosened areas with MEK or acetone.
For fmal cleaning, quickly wipe off solvents with clean, dry, lint-free cloth to avoid leaving film.
3. Recement loosened deicers surfaces.
4. Thoroughly mix filler, sealer, or paint in proper proportions by weight as follows:
a. 82-075A/B: one part None part B.
b. 82-076-1/2: twelve parts l/one part 2.
c. EC-1 031/EC-801: twelve parts 1 03l/one hundred parts 801.
d. C-1986l/C21871/C-16176: one part 19861/seven parts 2187l/two and two-thirds parts 16171.
3G21
30-60-00
Page 19
PIPER AIRCRAFT
PA-42/42-720
82-076-1/-2 SEALER
OR C-19861/21871/16176 PAINT
1/8
1/8
DEICER
Figure 30-36. Sealer Application (Prop Boot)
SPECIAL ATIENTION SHOULD BE GIVEN TO THIS
DISTANCE WHEN LOCATING THE BOOT FOR FINAL
BONDING TO PROPELLER.
SEAL-----'
Figure 30-37. Sealer Application (Lead Strap)
5. Place masking tape approximately 0.125 inch beyond cemented area around propeller deicer to allow
application of filler directly to metal. Apply one even brush coat of 82-075A filler (or EC-801 sealer) over
0.125 inch of bare metal, cemented area, and boot for propeller deicers.
6. Ensure fillet filler completely covers area between propeller deicer strap and blade (Figure 30-36).
Immediately remove marking tape from propeller. Allow filler to dry for 6 hours.
7. Apply new marking tape approximately 0.125 inch beyond filler to allow application of sealer directly to
mounting surface. Apply one even brush coat of 82-076-1/2 sealer (or C-19861/C16176 paint) over 0.125
inch of mounting surface and 0.250 inch of deicer (Figure 30-36).
8. Ensure sealer completely covers area between deicer strap and blade on propeller (Figure 30-37). Remove
masking tape immediately. Allow sealer to dry for 24 hours before starting engine.
30-60-00
Page 20
3G22
PIPER AIRCRAFT
PA42/42720
WRINKLED DEICERS (Figure 30-38)
If deicer edge is wrinkled or loose, recement edge. Use MEK or Toluol to loosen bond 1/4 inch beyond loose
or wrinkled area. Apply one coat of EC1300L or EC1403 cement to deicer and bonding surfaces and allow to air
dry for 1 hour. Apply second coat of EC1300L or EC1403 cement to both surfaces. Allow to dry. Retackify
with MEK or acetone and press down with fingers to work out wrinkles or secure loose edges. If material has
stretched and will not cement flap, replace deicer.
Figure 30-38. Wrinkled Deicer
When performing resistance check, electrically isolate propeller deicer circuits (if prop is installed) from rest of
airplane wiring as follows:
1. Remove brush block and disconnect timer and engine wire harness at convenient location or retract brushes.
Slip sheet of paper between brushes and slip rings.
-NOTE-
Resistance values below apply only to deicers completely disconnect
from terminal studs and electrical connectors.
2. Check electrical resistance of each element within deicer by checking between terminals. (See Figure 30-19
and resistance readings in Chart 3009.)
3. Check electrical resistance of elements in parallel, by cheching between slip rings (Figure 30-19 and Chart
3009).
-NOTE-
Electrical continuity checks must be made without rotating propellers,
with boot switch on.
CHART 3009. PROPELLER DEICER ELECTRICAL SPECIFICATIONS
TIMER ELEMENT TIME
SEQUENCE HEATED ZONE SEC.
E Outboard 34
F Inboard 34
LOAD AMPS RESISTANCE CHECK AND VALUES
@28VDC
13.7
1 blade each
element
3 blades in
13.7 parallel
3G23
MAX MIN.
OHMS OHMS
5.26 4.58
1.78 1.55
30-60-00
Page 21
PIPER AIRCRAFT
PA42/42720
4. Check for intermittent open circuits by tensioning deicer strap slightly while measuring resistance. Press
lightly on deicer surface adjacent to strap retainer. Ensure resistance does not vary.
-NOTE-
Identify circuits in element by referring to resistance valves (Figure
30-19). Identification is necessary to cycle system properly and
obtain correct amperage values during system operation. Minimum
and maximum ohms between common ground and other terminals is
4.58 to 5.26 ohms.
5. Reconnect disconnected circuits and remove any paper shims.
INSTALLATION OF PROPELLER DEICER STRAPS AND WIRE HARNESS
1. Fasten deicer lead strip to bulkhead.
2. Attach deicer strap to studs on spinner bulkhead.
-CAUTION-
NEVER USE TYPE B STAR WASHER (TEETH ON OUTER
DIAMETER) ADJACENT TO TONGUE OF DEICER
TERMINALS.
3. Ensure no slack exists in deicer lead strap between terminals and clip. Conduct test on each propeller
deicing system to ensure deicer lead straps are installed so propeller can be moved from full low pitch
through feathering position without placing tension on straps.
-NOTE-
Deicers must have plastic bonded to air side (shiny side) of deicer
strap (Figure 30-39).
4. If damage occurs to slip ring wire harness, rubber spacers, or hose clamps, replace damaged parts.
BALANCING
To assure a balanced propeller assembly, reinstall original balancing weights or equivalents. Position weights
in original position on propeller hub. Ensure restrainer and weights do not interfere with propeller assembly. If
balance weights are removed, reinstall safety wire on screws.
30-60-00
Page 22
3G24
PIPER AIRCRAFT
PA-42/42-720
Figure 30-39. Propeller Lead Strap Installation
FINAL ELECTRICAL CHECK
1. Ensure all tenninals are tight, not over-torqued.
2. Ensure all wires are properly insulated, especially in engine compartments.
3. Ensure all wire ties are tight and positioned to prevent chafing or stoppage of moving parts.
4. Ensure all wires are tightened in connectors and ensure no bare wires will short on nearby objects.
5. Ensure installed wires are not sharply bent. pinched, or pulled tight.
OTHER COMPONENTS
Do not attempt internal repairs of timer, ammeter, or switches. If inoperative, replace components with proper
parts. For other repair or maintenance problems not covered in this manual, inquire at Aerospace and Defense
Products Division of the B. F. Goodrich Company, Akron, Ohio 44318.
3H1
30-60-00
Page 23
PIPER AIRCRAFT
PA42/42720
POWER CONTROL RELAYS (Figure 30-40)
Both left and right power control relays set are mounted in the accessory section of engine nacelles.
REMOVAL OF THE POWER CONTROL RELAYS
1. Remove top cowls from nacelle.
2. Relays are mounted in accessory compartment on bulkhead by motor control relay. Identify wire codes and
note attachment points; disconnect them from desired relay. (See Chapter 91 for appropriate wiring
diagram.)
3. Remove appropriate relay be unscrewing two screws fastening unit to firewall.
INSTALLATION OF POWER CONTROL RELAY
1. Reposition relay and secure with proper screws.
2. Reconnect wires to appropriate terminal.
3. Complete following test to determine proper installation and operation of relay:
a. Tum on ice protection switch. Push ground test switch.
b. Ensure relay actuates, causing timer to start cycling and deicers to heat.
30-60-00
Page 24
3H2
PIPER AIRCRAFT
PA42/42720
1. ENGINE AIR INLET
2. PROPELLER DEICE BOOT
3. GENERATOR LIP DEICE
4. ENGINE ICE PROTECTION SWITCH
5. CIRCUIT BREAKER PANELS
VIEW A
DEICER POWER CONTROL RELAYS
LEACH RELAY COMPANY
KC-D4A
(AFT OF FIREWALL)
1 2 3
4
1 2 3
VIEWB
PROPELLER DEICER TIMER
B.F. GOODRICH
3E1150-12
(FORWARD OF FIREWALL)
Figure 30-40. Power Control Relays and Deicer Timer Installation
3H3
30-60-00
Page 25
PIPER AIRCRAFT
PA42/42720
REMOVAL OF DEICER TIMER (Figure 30-40)
Remove deicer timers on forward side of engine nacelle firewall as follows:
1. Remove cowl.
2. Disconnect electrical plug from top of timer.
3. Remove four screws securing timer to firewall; remove timer.
INSTALLATION OF DEICER TIMER
1. Position deicer timer on firewall. Secure deicer timer with four screws previously removed.
2. Connect electrical plug to top of timer.
3. Check operation of new timer to ensure proper installation and operation.
4. Install cowls and secure with screw type fasteners.
TIMER TEST
Before removing timer, perform the following test:
1. Disconnect wire harness at timer and with deicer switch on, check voltage from pin B of harness plug to
ground. If no system voltage exists, fault is not with timer. If system voltage exists at pin B, check ground
circuit from pin G to ground using ohmmeter. If no continuity exists, fault is in ground lead not timer. If
ground connection is open, timer step switch will not change position.
2. Connect jumper wire from pin B of harness to B contact of timer socket and from pin G of harness to G
contact of timer socket to complete power circuit. Hook-up voltmeter from ground to timer socket and
ensure timer is cycling and delivering system voltage to C, D, E, and F contacts. (Starting point is not
important, but sequence must be as stated.) All four contacts must deliver voltage for approximately 34
seconds each with zero voltage on three contacts not energized.
3. If timer meets all requirements of test, problem exists elsewhere. If timer does not meet test requirements,
replace it.
30-60-00
Page 26
3H4
PIPER AIRCRAFT
PA42/42720
GRIDS 3HS THRU 3H7
3H5
30-60-00
Page 27
CHAPTER
LANDING GEAR
3Ha
SYSTEM
SUB-SYSTEM
32-00-00
32-00-00
32-00-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-10-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
32-20-00
PIPER AIRCRAFT
PA42/42 720
CHAPTER 32 - LANDING GEAR
SUBJECT
GENERAL
Troubleshooting
MAIN GEAR AND DOORS
Disassembly of Main Gear Oleo
Cleaning, Inspection and Repair of Main Gear Oleo
Assembly of Main Gear Oleo
Removal of Main Landing Gear
Cleaning, Inspection and Repair of Main Landing Gear
Installation of Main Landing Gear
Adjustment of Main Landing Gear
Alignment of Main Landing Gear
Removal of Main Gear Door Assembly
Cleaning, Inspection and Repair of Main Gear Door
Assembly
Installation of Main Gear Door Assembly
Adjustment of Main Gear Doors
NOSE GEAR AND DOORS
Disassembly of Nose Gear Oleo
Cleaning, Inspection and Repair of Nose Gear Oleo
Assembly of Nose Gear Oleo
Removal of Nose Gear
Cleaning, Inspection and Repair of Nose Gear
Installation of Nose Gear
Adjustment of Nose Gear
Alignment of Nose Gear
Adjustment of Landing Gear Propeller Reverse Switch
Removal of Nose Gear Door Assembly
Cleaning, Inspection and Repair of Nose Gear Door
Assembly
Installation of Nose Gear Door Assembly
Adjustment of Nose Gear Door
Replacement of Wiper Strip on Gear Struts
3H9
GRID
NO. EFFECTIVITY
3H13
3H13
3H13
3Hl8
3H18
3H2l
3H21
3H21
311
312
313
316
317
317
317
318
318
318
319
319
3112
3115
3116
3117
3120
3121
3121
3121
3122
3122
3122
32 - Cont.iEffect.
Page 1
SYSTEM
SUB-SYSTEM
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-30-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32 - ContJEffec.
Page 2
PIPER AIRCRAFT
PA-42/ 42-720
CHAPTER 32 - LANDING GEAR (continued)
SUBJECT
EXTENSION AND RETRACTION
Emergency Extension System (EES)
Functional Proof Pressure and Leak Test for EES
Testing of Emergency Blowdown System
Testing of Explosive Valve
Servicing After Activation of Emergency Gear
Extension System
Removal of Main Gear Actuating Cylinders
Disassembly of Main Gear Actuating Cylinders
Cleaning, Inspection and Repair of Main Gear
Actuating Cylinders
Assembly of Main Gear Actuating Cylinders
Installation of Main Gear Actuating Cylinders
Removal of Gear Door Actuating Cylinders
Disassembly of Gear Door Actuating Cylinders
Cleaning, Inspection and Repair of Gear Door
Actuating Cylinders
Assembly of Gear Door Actuating Cylinder
Installation of Gear Door Actuating Cylinder
Removal of Nose Gear Actuating Cylinder
Disassembly of Nose Gear Actuating Cylinder
Cleaning, Inspection and Repair of Nose Gear
Actuating Cylinder
Assembly of Nose Gear Actuating Cylinder
Installation of Nose Gear Actuating Cylinder
WHEELS AND BRAKES
Removal and Disassembly ofB. F. Goodrich
3-1392 Main Wheel
Cleaning and Inspection of Main Wheel Assembly
Repair of Main Wheel Assemblies
Assembly and Installation of B. F. Goodrich
3-1392 Main Wheel
Nose Wheel Assembly
Removal and Disassembly of Nose Wheel
(B. F. Goodrich)
3H10
GRID
NO. EFFECTIVITY
3123
3123
3J2
3J2
3J4
3J4
3J5
3J5
3J5
3J5
3J7
3J7
3J7
3J9
3J9
3J9
3J10
3J10
3J10
3JlO
3J12
3J12
3J12
3J14
3J15
3J17
3J19
3J19
SYSTEM
SUB-SYSTEM
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-40-00
32-50-00
32-50-00
PIPER AIRCRAFT
PA42/42 720
SUBJECT
WHEELS AND BRAKES (cont)
Inspection of Nose Wheel Assembly (B. F. Goodrich)
Repair and Replacement of Nose Wheel Assembly
(B. F. Goodrich)
Assembly and Installation of Nose Wheel
(B. F. Goodrich)
Removal and Disassembly of Nose Wheel (Cleveland)
Inspection of Nose Wheel Assembly (Cleveland)
Assembly and Installation of Nose Wheel (Cleveland)
BRAKE ASSEMBLIES
Removal and Disassembly of Brake and Disc
Carrier Assembly
Troubleshooting Brake System
Cleaning and Inspection of Brake Assembly
Wear Limits
Assembly and Installation of Brake Assembly
Removal of Brake Master Cylinder
Disassembly of Brake Master Cylinder
Cleaning. Inspection and Repair of Brake Master
Cylinder
Assembly of Brake Master Cylinder
Installation of Brake Master Cylinder
Parking Brake Valve
Removal of Parking Brake Valve
Disassembly of Parking Brake Valve
Cleaning, Inspection and Repair of Parking
Brake Valve
Assembly of Parking Brake Valve
Installation of Parking Brake Valve
Bleeding Procedure
STEERING
Removal and Installation of Nose Gear Steering
Installation
3H11
GRID
NO. EFFECTIVITY
3J20
3J20
3J20
3J21
3J22
3J22
3J22
3J22
3K1
3K1
3K2
3K2
3K3
3K3
3K3
3K3
3K6
3K7
3K7
3K7
3K8
3K8
3K8
3K8
3K10
3KlO
32 - Cont.lEffec.
Page 3
SYSTEM
SUB-SYSTEM
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32-60-00
32 ContJEffec.
Page 4
PIPER AIRCRAFT
PA-42/42-720
SUBJECT
POSITION AND WARNING
Adjustment of Nose Gear Up Light Switch
Adjustment of Nose Gear Down Light Switch
Adjustment of Main Gear Up Light Switch
Adjustment of Main Gear Down Light Switch
Adjustment of Main Inboard Gear Door Ajar
Switches
Adjustment of Landing Gear Safety Switch
Removal of Gear Warning Switches
Installation of Gear Warning Switches
Adjustment of Gear Warning Switches
3H12
GRID
NO.
3K13
3K13
3K13
3Kl4
3K14
3Kl5
3K16
3K16
3K17
3K18
EFFECTIVITY
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PA-42 uses a tricycle landing gear design, incorporating air oleo shock struts and is fully retractable with
covered gear doors. The nose gear retracts aft into the nose section, pulling mechanically interconnected gear
doors closed. The main landing gears retract inboard into each wing and are covered by hydraulically actuated
doors and those mechanically connected to each gear.
The gear operating mechanisms use two systems. The primary system uses hydraulic power during normal
operations and is covered in Chapter 29. A secondary or redundant system, incorporated into each gear operating
mechanism, provides a way of extending the required gear if any part of the hydraulic system fails. The
secondary system, incorporated as an emergency backup for the hydraulic system, only moves the affected gear
to the down position.
The landing gear operating controls are located on the pilot's side of the instrument panel. The gear selector,
with the indicator lights to its right, is situated on the bottom of the panel directly under the column of engine
instruments. The emergency extension button is also mounted on the pilot's side of the instrument panel, just
below the oxygen pressure gauge, to the right of the alternate static source selector.
Two means of emergency extension are available. The emergency blowdown system (previously mentioned)
employs a logic circuit which senses gears not extended. When the button is pushed, the remaining gears are
extended and locked in place. Besides the emergency blowdown system, the gear can also be pumped down. A
hand pump found under a floor access panel between the pilot's and copilot's seat can be used to extend the gear
if the hydraulic pump system fails. If a problem does develop, and time permits, use the hand pump first because
once the emergency extension system is activated, the affected mechanism and hydraulic system must be purged
and serviced.
An Anti-retraction System is installed to guard against inadvertent retraction of the landing gear when the
airplane is on the ground, a solenoid latch is positioned just above the control lever. A squat switch on the
landing gear and a dynamic pressure q sensor must operate this latch before the landing gear selector control can
be moved upward. The landing gear control knob is in the shape of a wheel to differentiate it from the flap
control, which has a knob in the shaft of an airfoil.
A differential pressure q sensor is installed in the copilot's pitot/static system which senses dynamic pressure,
q. The sensor is set to actuate at 100 plus 4 KlAS on increasing airspeed and 100 plus 4 KlAS minus 10 KIAS on
decreasing airspeed. The q sensing system is provided as an alternate (backup) means of controlling major
circuits which are operated through the landing gear squat switches; ground cooling fan solenoid, cabin pressure
dump solenoid, ice protection selector switch, gear lock solenoid and high/low selection for the stall recognition
system lift detector heat.
The brakes are hydraulically actuated by individual master cylinders mounted on the left and right sets of
rudder pedals. The brake reservoir is accessible through an access door on the upper right portion of the nose
section.
For further information on servicing of brakes, refer to front of manual for vendor publications list.
TROUBLESHOOTING
Mechanical and electrical switch troubles peculiar to the landing gear system are listed in Chart 3201. When
troubleshooting, first eliminate hydraulic malfunctions listed in Chapter 29. Proceed to switch malfunctions and
mechanical operation of the gear itself. Always place airplane on jacks before attempting any troubleshooting of
system.
3H13
32-00-00
Page 1
PIPER AIRCRAFT
PA42/42720
CHART 3201. TROUBLESHOOTING (LANDING GEAR SYSTEM)
Trouble
Landing gear selector handle
fails to operate to gear up
position.
Gear retracts or extends
before the doors open.
Doors come open in
flight.
Doors fail to close.
32-00-00
Page 2
Cause
Selector lever cannot be
moved to the gear up
position while the LEFT
main gear strut is com-
pressed or with the power
off.
Faulty safety switch on
left main gear.
Priority valve leaks in
power pack.
closed position.
Doors are rigged too
tight.
Light switch out of
adjustment.
Gear not fully retracted.
Cannon plug on power
pack loose.
door open position.
3H14
Remedy
Ascertain that the LEFT main
gear strut is extended and that
the power is on.
Adjust or replace safety
switch.
Check priority valve
cracking pressure.
Tum off power and hand
pump doors open.
Check for bent bracket or
loose mounting or wire
and adjust.
Adjust rigging of doors.
Adjust micro switch.
Check circuit breaker.
Adjust limit switch.
Check adjustment.
Tighten plug.
Check wiring to solenoid
valve.
PIPER AIRCRAFT
PA-42/42-720
CHART 3201. TROUBLESHOOTING (LANDING GEAR SYSTEM) (continued)
Trouble Cause
Nose gear fails to lock Not enough actuator
up when handle returns stroke.
to neutral.
Gear doors pinching.
Main gear fails to lock Uplock rod out of
up. adjustment.
Actuator out of
adjustment.
No red light on panel Circuit breaker out
when gears are in
transit.
Indicator light burned
out.
Circuit wire broken.
No green light on panel Circuit breaker out.
when gears are down.
Indicator light burned
out.
Lock switch defective
or out of adjustment.
Gear not locked in down
position.
Gear refuses to retract "q" pressure switch
above 1 00 + 4 knots inoperative - stuck in
increasing, 100 + 4 -10 closed position.
knots decreasing.
Gear selector refuses to Failure of K2 relay.
unlock above 100 + 4
knots.
3H15
Remedy
Increase the actuator
stroke.
Relieve door pinch
by lengthening door
operating rods.
Adjust rod.
Adjust actuator.
Replace indicator light.
Check wiring.
Replace indicator light.
Replace and/or adjust
lock switch.
Adjust the gear.
Replace component.
32-00-00
Page 3
PIPER AIRCRAFT
PA42/42 720
Trouble
Flashing red indicator light
or warning hom sounding
when power from one or
both engines is above 150
foot-pounds of torque.
Red indicator light stays
on with gear up and
locked.
Flashing red light and
warning hom fail to
operate when power
from both engines is
reduced below 150
foot pounds of torque.
Nose gear shimmies during
fast taxi, takeoff and landing.
32-00-00
Page 4
Cause Remedy
Power lever switches are Replace switches.
faulty.
Power lever switch out of Adjust throttle switches.
adjustment.
Doors could be open. Adjust doors.
Switch defective. Replace defective
switch.
Power lever switches out Adjust throttle switches.
of adjustment.
Power lever switches are Replace switch.
defective.
Hom or light defective. Replace defective part.
Defective wiring. Check wiring.
Internal wear in shimmy Replace shimmy dampener.
dampener.
Shimmy dampener or Replace necessary parts
bracket loose at and bolts.
mounting.
Tire out of balance. Check balance and replace
tire if necessary.
3H16
PIPER AIRCRAFT
PA-42/42-720
Trouble Cause
Nose gear shimmies during Worn or loose wheel
fast taxi, takeoff and landing. bearings.
(continued)
Worn torque link bolts
and/or bushings.
Main landing gear shimmies Tire out of balance.
during fast taxi, takeoff and
landing.
Worn or loose wheel
bearings.
Worn torque link bolts
and/or bushings.
Strut bottoms on nonnal Insufficient air and/or
landing or when taxiing fluid in strut.
over rough ground.
Defective internal parts
in strut.
Excessive or uneven Incorrect operating
wear on main tires. pressure.
Wheel out of alignment
(toe-in or toe-out).
Nose gear fails to steer Oleo cylinder binding in
properly. strut housing.
One brake dragging.
Steering ann roller
sheared at top of
strut.
3H17
Remedy
Replace aml/or adjust
wheel bearings.
Replace bolts and/or
bushings.
Check balance and replace
tire if necessary.
Replace and/or adjust
wheel bearings.
Replace bolts and/or
bushings.
SelVice strut with air
and/or fluid.
Replace defective parts.
Inflate tire to correct
pressure.
Check wheel alignment.
Lubricate strut housing.
Detennine cause and
correct.
Replace defective roller.
32-00-00
Page 5
MAIN GEAR AND DOORS
PIPER AIRCRAFT
PA42/ 42 720
DISASSEMBLY OF MAIN GEAR OLEO (Figure 32-1)
The main gear oleo assembly is removed and disassembled from the gear oleo housing with the gear removed
or installed on the airplane as follows:
1. Place airplane on jacks. (Refer to Jacking, Chapter 7.)
2. Place a drip pan under main gear to catch spillage.
3. Remove air and fluid from oleo. (Refer to Oleo Struts.)
4. To remove piston tube assembly from oleo housing, remove upper and lower torque link connecting bolt
assembly and separate links. Note number and thickness of spacer washers between two links.
5. Compress piston tube, reach up along the tube, and release the retainer ring from the annular slot at the
bottom of oleo housing.
6. Pull piston tube with component parts from housing cylinder.
7. The fork tube components are removed by reaching in the tube and pushing out the upper bearing retaining
pins. Slide off the upper bearing, spacer, lower bearing with O-rings or dynamic seal and wiper, washer,
and retainer ring.
8. To remove orifice tube from the oleo housing, cut safety wire and remove cap bolt and washer from top of
housing.
9. The orifice plate is removed from the orifice tube by releasing the retainer ring holding the plate in position.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR OLEO
Instructions for cleaning, inspecting, and repairing of the main gear oleo are identical to those for the nose gear
oleo.
ASSEMBLY OF MAIN GEAR OLEO (Figure 32-1)
1. Ensure all parts are cleaned and inspected.
2. To assemble and install the orifice tube, insert orifice plate into the bottom of the tube, with countersunk
side of the orifice hole exposed. Secure plate with retainer ring. Lubricate and install O-ring on the upper
end of the tube and insert tube up through the bottom oleo housing.
3. The piston tube assembly is assembled to the oleo housing by installing tube components on the tube. Slide
the retainer ring, washer, lower bearing with inner and outer O-rings, spacer, and upper bearing onto the
tube. Align lockpin holes of the upper bearing and tube; install retainer pins.
-NOTE-
Refer to parts catalog for correct part number when replacing O-rings
and wiper strip.
4. Carefully insert piston tube assembly into the oleo housing, guiding the orifice tube into the piston tube,
until retainer ring can be installed in the annular slot at the lower end of the housing. Install wiper strip,
slide washer into position and secure assembly with retainer ring. At the top of the housing, tighten cap
bolt.
5. Install upper and lower torque links. (Use same thickness spacer washers between the two links removed,
to maintain correct wheel alignment.)
6. Lubricate gear assembly. (Refer to Lubrication Chart, Chapter 12.)
7. SelVice oleo strut with fluid and air (refer to Oleo Struts, Chapter 12) and safety with MS20995C40 wire
between filler plug and cap bolt.
8. Check gear alignment and gear operation.
3H18
32-10-00
Page 1
1. BOLT, ORIFICE TUBE
2. WASHER
3. O-RING, PACKING
4. TUBE, ORIFICE
5. PLATE, ORIFICE
6. RING, RETAINER
7. PIN, RETAINER
8. BEARING, UPPER
9. SPACER
10. O-RING GASKET
11. BEARING, LOWER
12. O-RING, PACKING
13. WIPER STRIP
14. WASHER
15. RING, RETAINER
16. O-RING, PACKING
17. PLUG
18. GREASE FiniNG
19. VALVE, AIR
20. PLUG, FILLER
21. HOUSING, OLEO
22. TUBE, PISTON
23. BOLT ASSEMBLY
24. FORK
25. PIN, conER
26. NUT, AXLE
27. BOLT ASSEMBLY
28. PIN, conER
29. BOLT ASSEMBLY
30. BEARING, UP LOCK
31. TORQUE LINK, LOWER
32. BOLT ASSEMBLY
33. TORQUE LINK, UPPER
34. BOLT ASSEMBLY
35. WASHER, SPACER
PIPER AIRCRAFT
PA-42/42-720
36. CONTACT, SAFETY SWITCH
37. BUSHING
38. PLACARD, SERVICE (REF. S.L. NO. 954)
39. SAFETY WIRE
40. SCREW
41. AXLE
42. SEAL
43. WIPER
321000
Page 2
Figure 32-1. Main Gear Oleo Strut Assembly
3H19
37
41
10
I: I
11 -----1..;. i
42 ---41 i ....... " ..

VIEWA
PIPER AIRCRAFT
PA-42/42-720
10
11
12
13
14
15
Figure 32-1. Main Gear Oleo Strut Assembly (continued)
3H20
32-10-00
Page 3
PIPER AIRCRAFT
PA42/42720
REMOVAL OF MAIN LANDING GEAR (Figure 32-2)
-NOTE-
PA-42 series 8001105 and below contains a down lock rod in the
upper side brace link arm at the main landing gear. For PA-42 series
8001106 and up, a down lock cable has replaced the rod. All PA-42-
720 models contain the new cable assembly. Refer to the appropriate
maintenance procedures in the manual for each particular series
model.
2. Remove two access plates forward and two access plates aft of the outboard wheel door.
3. With the hand pump, retract main gear slightly to relieve gear from its down locked position and to lower
inboard gear door out of the way.
4. Disconnect brake line.
5. To remove side brace link assembly, use the following procedure:
a. Disconnect actuating cylinder and down lock rod or cable from upper side brace link ann by removing
the clevis bolt. Disconnect other end of the down lock rod or cable at the down lock hook.
b. Remove down lock hook and spring by removing pivot bolt.
c. Remove down lock switch by removing the four screws attaching the bracket between the forward and
aft side brace links. Remove clamps securing the electrical wiring to the side brace link.
d. Disconnect lower side brace link from gear oleo housing; let link assembly swing down.
e. Remove bolt connecting the upper and lower side brace links.
f. Disconnect aft link from its attachment plate.
g. To remove forward link, remove nut with washers holding the link on its pivot shaft. Slide link from
the pivot shaft.
h. The pivot shaft is removed by reaching through pivot shaft bracket access hole and removing the bolt
securing the shaft to the shaft fitting. Slide the tube through the attachment bracket. The shaft fitting it
attached with cap bolts, washers, and anchor nuts.
-NOTE-
Before removing the pivot shaft attachment fitting from the spar, note
where and how many spacers/shims were used during installation.
Use same number of shims at reinstallation and note bolt sizes at the
locations removed.
6. Disconnect outboard gear door retraction rods at the gear housing. With the lower side brace link
disconnected from the housing, the gear is removed by removing attachment bolt assemblies at the
attachment plates on each side of the gear housing. Note the number and location of spacer washers
between the gear housing and attachment plates. Main landing gear bolt retainers must be removed.
7. The up lock hood and spring is removed by disconnecting up lock rod or cable and blowdown actuator rod
from hook and the hook pivot bolt.
8. The up lock rod or cable is removed by disconnecting it at the lock crank.
9. The landing gear and upper drag link attachment plates are removed by reaching through the access holes in
the nuts securing the plates. While holding the nuts with a wrench, remove attachment bolts.
321000
Page 4
3H21
PIPER AIRCRAFT
PA42/42 720
54
55
-NOTE-
UP LOCK ROD AND DOWN LOCK RODS
USED ON AIC 42-7800001 TO 42-8001105
INCL. UP LOCK AND DOWN LOCK CABLE
USED ON AlC 42-8001106 AND UP.
TORQUE 170 10 IN.-LBS.
Figure 32-2. Main Gear Installation
3H22
29
AFT TRUNNION BOLT
RETAINER PLATE
FORWARD TRUNNION PLATE
RETAINER PLATE
32-10-00
Page 5
PIPER AIRCRAFT
PA42/42 720
1. BRACKET, LOCK CYLINDER
2. LOCK CYLINDER
3. BEARING, HINGE
4. BRACKET, INBOARD DOOR
5. HINGE, INBOARD DOOR
6. BEARING, HINGE
7. DOOR, INBOARD
8. BRACKET, UP LOCK HOOK
9. SPRING, UP LOCK
10. BOLT ASSEMBLY AND BUSHING
11. HOOK, UP LOCK
12. BOLT ASSEMBLY AND BUSHING
13. NUT, LOCK
14. ROD, UP LOCK OR CABLE
15. ACTUATOR
16. SWITCH, UP LOCK
17. WIRE ASSEMBLY
18. BRACKET, SWITCH
INBOARD
DOOR
19. BRACKET, CYLINDER MOUNTING
20. NUT, LOCK
21. CRANK ASSEMBLY
22. ROD END
23. ROD, GEAR LOCK (CABLE ASSEMBLY
ON AlC NO. 42-8001106 AND UP)
24. NUT, LOCK
25. ROD END
26. ARM, GEAR RETRACTION
27. PLATE ATTACHMENT
28. PIVOT SHAFT
29. FITTING, SHAFT
30. FITTING, GREASE
31. SIDE BRACE, UPPER FORWARD
32. SWITCH, DOWN LOCK
33. BRACKET, SWITCH
34. HOOK, DOWN LOCK
35. SIDE BRACE, LOWER
36. SIDE BRACE, UPPER AFT
37. PLATE, MOUNTING
71
38. BOLT ASSEMBLY
39. VALVE ASSEMBLY
40. HOUSING, GEAR
41. SWITCH SQUAT
42. LINK, TORQUE UPPER
43. LINK, TORQUE LOWER
44. LINE, BRAKE
45. STRUT ASSEMBLY
46. VALVE ASSEMBLY, BLEEDER
47. BRAKE ASSEMBLY
48. BOLT ASSEMBLY
49. WHEEL AND TIRE
50. HINGE, OUTBOARD DOOR
51. BEARING, HINGE
52. DOOR, OUTBOARD
53. BRACKET, DOOR
54. ROD, RETRACTION
55. TUBE, PISTON
56. NUT, LOCK
57. WASHER
58. CYLINDER ASSEMBLY
59. VALVE
60. EMERGENCY UP LOCK RELEASE ASSEMBLY
61. DUST BOOT
62. PIN, DOWN LOCK
63. CLEVIS BOLT
64. BUSHING
65. WASHER
66. BOLT, HOOK PIVOT
67. BOLT, AN178-33
68. SPRING, DOWN LOCK
69. DUST BOOT
70. SHUTTLE VALVE
71. DOOR AJAR SWITCH
72. UP LOCK ACTUATOR
73. TRUNNION BOLT RETAINER
74. FORK ANTI-ROTATION STOP (CLIP)
75. FORK
Figure 32-2. Main Gear Installation (continued)
32-10-00
Page 6
3H23
PIPER AIRCRAFT
PA-42/42-720
A
20 14
SKETCH A
---------------------------- ..
"
'"
"
BUSHING
(42129-9)
BUSHING
(42129-10)
WASHER "
"
40559-34 "' .. ........ :, """",
AN5-17A (BOLT)
40559-34 (WASHERS, 2 REO.)
MS20365-524C (NUT) : ,,'
AN6-24A (BOLT)
AN960-616 (WASHER)
MS20365-624C (NUT)
BUSHtG ' ,
(42129-8) /
42129-6 " " , ,
SECTION A-A /24
THESE PARTS TO BE GREASED , "," "'26
BEFORE INSTALLATION -,' 68
.. _____ .. ______ .... ___ ,,' 62
"
""
,
(
,
SKETCH B
72
60 8 9 12

,
,
" ,
,
",
",
""
,,/ /- - - - - - - - - - - - - - - -
58 UNLOCK ROD
28

t )' )
.... /j
. ,'. " .. 4f.

INSTALLATION
UTILIZING UNLOCK
CABLE
FORK ANTI-ROTATION STOP (CLIP) IS
INSTALLED WHEN DOWN LOCK
CABLE IS USED.
Figure 32-2. Main Gear Installation (continued)
3H24
32-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR
1. Clean all parts with a suitable cleaning solvent.
2. Inspect bolts, bearings, bushings, and ball joints for excess wear, corrosion, and damage.
3. Inspect the gear housing, side brace links, idler links, rods, and attachment plates for cracks, bends, or
misalignment.
4. Inspect lock hook for wear and oversized bearing surfaces.
5. Inspect the lock hook springs for the following:
a. Excess wear or corrosion especially around the hook portion of springs. A spring must be rejected if
wear or corrosion exceeds one-quarter the diameter of spring. Clean all corrosion and repaint the
springs.
b. Check lock hook springs for load tensions below the minimum allowable tolerances. The minimum
tension for up lock hook springs is 4 pounds and the down lock hook springs 7 pounds. Perform these
checks by fastening a fish type scale to the particular hook and spring and pulling against the hook and
spring for a reading on the scale.
6. Inspect up lock roller for free movement and minimum wobble.
7. Inspection both up lock and down lock rods sliding surfaces for corrosion, free movement, and lubrication.
8. Inspect general condition of limit switches and wiring for fraying, poor connections, or conditions leading
to failures.
9. Attach upper and lower drag links. Ensure that when stop surfaces of the two links contact, linkage is 0.219
to 0.281 inch through center (Figure 32-2). If this distance exceeds the required through center travel, and if
all bolts and bushings are tight, replace one or both side brace links.
10. Repair of the landing gear is limited to replacing bearings and bushings, smoothing out minor nicks and
scratches, repainting areas where paint has chipped or peeled, and replacement of parts.
11. Inspect landing gear trunnion bolts to ensure proper length bolts are installed. (A minimum of one thread
must be showing beyond the top of the nuts.)
12. Inspect main landing gear forward side braces as follows:
a. Remove paint (see sketch below) on both forward side braces.
32-10-00
Page 8
APPROXIMATE AREA OF CRACKS.
PAINT TO BE REMOVED FOR INSPECTION.
o 0 il
-NOTE-
If alodine is undamaged, repainting is not necessary between
repetitive 50 hour inspection intervals.
311
PIPER AIRCRAFT
PA42/42 720
b. Inspect area for cracks using dye penetrant or Zyglo procedures. Pay particular attention to top surface
of affected parts.
c. If cracks are found, replace affected partes) immediately prior to any further flights.
d. Complete appropriate logbook entry.
INSTALLATION OF MAIN LANDING GEAR (Figure 32-2)
-CAUTION-
WHEN ASSEMBLING ANY UNITS, LUBRICATE BEARINGS,
BUSHINGS, AND FRICTION SURFACE WITH PROPER
LUBRICANT.
1. Position attachment plates of landing gear housing and upper drag links and bolt in place.
2. The up lock hook is installed as follows:
a. Place U end of the up lock spring over the back of the hook with loops toward the back.
b. Spread the spring and fit loops over bushing extending through hook.
c. Slide hook inboard through the bracket until the bracket hole aligns with the bolt hole in hook.
d. Install pivot bolt and tighten so hook rotates freely without side play.
3. Attach up lock rod or cable and blowdown up lock rod with sliding ends attached to the hook and the other
end of their fittings.
4. To install main gear housing assembly, position gear so attachment points on the housing align with
attachment plates. If needed, install spacer washers between attachments to allow a minimum amount of
end play. Tighten nut on each pivot bolt to a snug fit, allowing gear to swing free and safety and install
main landing gear bolt retainers (forward and aft).
5. The upper and lower side brace link assembly is installed as follows:
a. Reinstall pivot shaft (forward upper side brace link) spar attachment fitting as follows:
(1) Slide a washer over each bolt. Insert bolts through appropriate mounting hole in the fitting.
(2) With bolts in their fittings, install the required shims to correctly space fitting away from the spar
for proper positioning of the pivot shaft.
(3) With shims on the bolts of the fitting, carefully insert fitting through access hole and bolt the fitting
to the spar.
(4) After the four bolts are tightened, remove one bolt at a time and reinstall them so only one thread is
engaged in the spar rivnut. Pull on the bolt and check distance between bearing surface of bolt
head and the pivot shaft fitting (or surface of washer). The allowable tolerance of the gap is 0.370
inch minimum to 0.385 inch maximum. One additional 0.03125 (1/32) inch washer can be used
under the bolt head to prevent the unthreaded shank from bottoming in the rivnut. If the gap is not
big enough, use the next size AN-4-##A bolt (see Figure 32-2). Reinstall each bolt and torque to
70 inch-pounds.
b. Slide pivot shaft through attachment plate mounted to the wheel well and into the attachment fitting on
the spar. Secure pivot shaft at attachment fitting.
c. Check that the forward upper arm is installed on the link, install the link on the pivot shaft and secure it
with washers and nut.
d. The aft upper drag link is installed by sliding the link on aft attachment plate pivot bolt. Tighten nut to
allow link to swing free with no side play; safety the nut.
e. Position lower link between upper drag link ends, install the bolt assembly and tighten, allowing the
link to tum free with no side play.
f. Attach lower drag link to landing gear housing; secure and safety. Move gear in and out of the down
lock position several times to ensure no binding exists.
6. Position down lock switch bracket between forward and aft upper drag links and bolt in place.
312
32-10-00
Page 9
PIPER AIRCRAFT
PA42/42720
7. The down lock hook is installed on the drag link assembly as follows:
a. Place U end of down lock spring over the back of the hook with the loops toward the back.
b. Spread the spring and fit loops over bushing extending through hook.
c. Insert ends of spring into holes located in down lock switch bracket on each side of drag link assembly.
Push hook down between two upper drag links until bolt holes in the links align with bushing hole of
the hook.
d. Insert pivot bolt and on each side of the bushing, install spacer washers to maintain a minimum amount
of side play. Secure bolt and safety it.
8. The down lock rod or cable is installed by bolting the sliding end of rod to the down lock hook and the other
end of the upper drag link ann while attaching the landing gear actuating cylinder. Check lubrication of
sliding end of down lock rod.
9. Lubricate landing gear assembly. (Refer to Lubrication, Chapter 12.)
10. Check main gear adjustment, operation, and alignment.
ADJUSTMENT OF MAIN LANDING GEAR (Figure 32-2) PPS60069D
1. With the airplane on jacks and gear extended, disconnect inboard and outboard gear door operating rods,
keeping doors in the open position.
2. Disconnect down lock operating rod or cable from down lock hook.
3. The through-center adjustment of the side brace links is as follows:
a. Maintain gear in down locked position with stop surfaces of the side brace links touching.
b. Check that the linkage is 0.219 to 0.281 of an inch through center.
c. If one side of the stop surfaces does not touch, file it to obtain desired through travel.
-CAUTION-
DO NOT FILE PIN OR LET LINKAGE EXCEED 0.281 INCH
THROUGH CENTER.
-NOTE-
A fabricated tool can be constructed to check through-center travel of
the side brace link assembly while the links are installed. (Refer to
Chapter 95.)
4. Use the fabricated tool in the following procedure:
a. The gear must be down and locked with no hydraulic pressure on system.
-NOTE-
The airplane can either be on or off jacks.
b. Remove cotter pins which safety the nuts securing both upper side brace links to attachment plates.
-NOTE-
On right gear only, remove pin at the nut that securing the lower link
to the gear housing. Do not remove the nuts.
c. Place tool tube through elongated hole in tool plate. Place tube over and between upper link attachment
nuts.
d. Swing plate up against the head of the bolt connecting the upper and lower links. The plate sleeve
slides over the nut on the head of the bolt connecting the lower link to gear housing.
32-10-00
Page 10
313
PIPER AIRCRAFT
PA-42/42-720
e. Look through sight hole in the plate and check that center of bolt is 0.219 to 0.281 inch below centerline
on place.
f. Remove tool and reinstall cotter pins.
S. Operate down lock hook by hand to detennine if it engages freely. Open and close joint several times to
assure the hook is working properly. If the hook does not clear the pin, continue as follows:
a. Ensure side brace stops are both touching.
-CAUTION-
DO NOT FILE PIN OR LET THE LINKAGES EXCEED 0.281
INCHES THROUGH CENTER.
b. If one link's stop is too high, me it down until both sides mate.
6. When the hook is operating properly, proceed as follows:
a. Engage hook over pin.
b. Force side brace linkage upward till the hook strikes the pin and stops movement.
c. Check gap between side brace stop surfaces and ensure it doesn't exceed 0.020 inches. If clearance
between stops exceeds 0.020 inch, the pin shows little or no wear, and the link through travel is within
limits, replace the hook.
7. If the pin requires replacement, cut pin, me off any burrs left by the cut, and drive the pin out from either
side. Install a new pin and flange.
-CAUTION-
DO NOT TRY TO DRILL THE PIN OUT, WHICH COULD
DAMAGE THE LINK.
8. With down lock hook engaged, pull retraction ann located at the top of the forward side brace, towards the
down lock hook to the limit of its travel. Pull down lock operating rod or cable out to its full length and
adjust the rod or cable end until the hook bolt can be freely inserted through hook lugs.
-CAUTION-
DO NOT INSERT ANY TOOL THROUGH HOLE IN ROD
END BALL TO FACILITATE TURNING ROD END. DAMAGE
WOULD RESULT TO THE BRONZE BUSHING. REFER TO
CHAPTER 20 FOR CORRECT METHOD OF INSTALLING
AND ADJUSTING ROD END BEARINGS.
9. Remove bolt, extend rod end one full tum or 1/2 tum if cable is installed, tighten locknut and install
attaching bolt.
10. Partially retract and extend gear several times to see that down lock is operating properly.
-NOTE-
Refer to adjustment of landing gear light switches.
11. Pull retraction arm outboard in its slot. Crank assembly inboard in its slot.
12. With actuator retracted under pressure, adjust actuator rod end until fork bolt slips in easily. Tum actuator
rod end in one tum and install fork bolt.
314
32-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
When installing fork bolt in the actuator rod end, be sure that the
forked end is properly aligned with the down lock operating rod.
13. Partially retract and extend the gear. As the side braces approach the locked position, exert a side force
inboard on the wheel so the hydraulic actuator forces the linkage into the locked position. If gear fails to
lock, adjust actuator rod end inward in half tum increments until gear locks down against the side load.
14. Adjust up lock hook using the following procedure:
a. Disconnect up lock hook operating rod or cable from hook.
b. Retract gear, being careful to keep the rod clear of moving parts.
c. As up lock roller approaches the hook, operate hook by hand until roller is engaged.
-CAUTION-
BE SURE ALL ROD ENDS HAVE SUFFICIENT GRIPPING
THREAD SO A WIRE CANNOT GO THROUGH THE CHECK
HOLE IN THE ROD.
d. To ensure up lock crank remains in its proper position, maintain hydraulic pressure on the actuator and
pull both up lock rods out to full length.
e. Adjust rod ends until the bolt can be freely inserted; tum them out one to three full turns. Install bolt
and spacer and tighten locknuts on rod ends.
f. Increase hydraulic pressure until cockpit handle moves to neutral. Gear must hand on up lock hook.
Adjust gear up switch until red light in cockpit goes out.
-NOTE-
It is necessary to actuate opposite main gear switch and nose gear
switch also to extinguish red light. Refer to Chapter 91 for landing
gear light switches.
g. Adjust outboard door rods to maximum length. Bolt them to door attachment fittings.
-CAUTION-
DAMAGE MAY RESULT TO THE DOORS IF THE RODS ARE
LEFT TOO SHORT.
h. Shorten rods by several turns of the rod ends. Retract gear again.
i. Repeat steps g and h till door closed properly.
j. Adjust inboard doors using same procedure as outboard doors.
k. Adjust safety switches on left and right gear torque links so they actuate in the last 0.25 0.12 inch
travel of the oleo.
1. Operate gear through several cycles to assure all parts are operating properly.
321000
Page 12
315
PIPER AIRCRAFT
PA42/42720
ALIGNMENT OF MAIN LANDING GEAR (Figure 32-3)
The following steps must be completed prior to checking and adjusting main wheel alignment:
1. Ensure the airplane is parked on a level surface and ensure that full weight of airplane is on landing gear.
2. Roll airplane a minimum of two main wheel revolutions using a tow bar. Move airplane in a straight line.
stabilizing landing gear position.
The remaining steps cover alignment procedure:
3. Place a straightedge no less than 20 feet long across the front of both main landing gear wheels. Butt the
straightedge against the tires at the hub level of landing gear. Ensure the straightedge is equally distant from
the forward side of the axle hubs. Devise a support to hold straightedge in position.
4. Fabricate a spacer block (using dimensions given in Figure 95-2) and place spacer block against the wheel
rim at the hub line with the wide end of the spacer towards the front of the wheel.
-NOTE-
The fabricated spacer block is laid out to give the proper toe-in of 0.5
degrees.
FABRICATED
SPACER
-- BLOCK
Figure 32-3. Main Gear Alignment
316
CARPENTER'S
SQUARE
32-10-00
Page 13
PIPER AIRCRAFT
PA42/42 720
s. Set a square against the straightedge and spacer block. Ensure that the outstanding leg bears against the
spacer block.
-NOTE-
A carpenter's square, because of its long legs, is recommended for
checking the main landing gear wheel alignment.
6. If a gap appears at the rear between the block and square, the wheel is toed-out and must be realigned. If a
gap appears at the forward end between the block and the square, the wheel has too much toe-in and must be
realigned for a O.S degree toe-in.
7. To correct toe-in or toe-out conditions, remove the bolt connecting the upper and lower torque links, remove
or add spacer washers to move the wheel in the desired direction, and reinstall the bolt.
8. Recheck wheel alignment. If the alignment is correct, safety the castellated nut with a new cotter pin. If
misalignment still exists, separate the torque links and add or remove a spacer washer. Limit the number of
spacers installed to allow for installation of the cotter pin in the bolt.
REMOVAL OF MAIN GEAR DOOR ASSEMBLY
1. To remove the outboard gear door, disconnect the retraction rods from the door and remove the hinge bolts.
2. To remove the inboard gear door, place the airplane on jacks, retract the gear enough to allow the door to
open, disconnect the actuating cylinder rod, and remove hinge bolts.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR DOOR ASSEMBLY
2. Inspect the outboard or inboard doors for cracks or bent skin, loose hinge brackets, and worn or corroded
bearings.
3. Repair to door assemblies is limited to replacing hinge bearing, bracket or rivets, minor skin repairs, and
painting.
INSTALLATION OF MAIN GEAR DOOR ASSEMBLY
1. Install the inboard gear door by aligning the hinge bracket holes with the bearings and installing and
securing bolt assembly. Install the actuating cylinder rod to the door.
2. Install the outboard gear door by aligning the hinge bracket holes with the bearings and installing and
securing bolt assemblies. Attach the actuating rods between the door and landing gear housing.
321000
Page 14
317
PIPER AIRCRAFT
PA42/42720
ADJUSTMENT OF MAIN GEAR DOORS
1. Check that the main landing gear is properly adjusted.
-CAUTION-
DAMAGE TO THE DOOR CAN RESULT IF RODS ARE TOO
SHORT.
2. Adjust outboard door rods to maximum length and bolt them to bosses on the gear housing. Retract gear
and obselVe the amount of gap. Shorten rods by several turns of the rod ends and retract the gear again.
Repeat until the door closed properly.
3. Adjust the inboard door using same procedure used for the outboard door.
-NOTE-
If it is necessary to fit new doors or refit the present doors, maintain a
gap of approximately 0.062 of an inch except at the hinge side,
between the door, and the skin surface of the wing. A gap of
approximately 0.092 of an inch must be maintained at the hinge side
of the door.
NOSE GEAR AND DOORS
DISASSEMBLY OF NOSE GEAR OLEO (Figure 32-4)
The nose gear oleo assembly is removed and disassembled from the gear oleo housing with the gear removed
from or installed on the airplane.
1. Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
2. Place a drip pan under the nose gear to catch spillage.
3. Remove air and fluid from the oleo. (Refer to Oleo Struts.)
4. To remove complete cylinder and fork assembly from the oleo housing, cut the safety wire and remove cap
bolts attaching the steering arm and aligner guide bracket to the top of the oleo cylinder.
5. Disconnect the shimmy dampener by removing the bolt assembly connecting the dampener to the cylinder.
6. Release and remove the retainer ring at the top of the housing. Pull the complete cylinder assembly from
the bottom of the housing. The upper and lower housing bushings must remain pressed in the housing.
7. To remove the piston tube assembly from the cylinder, separate upper and lower torque links by removing
the connecting bolt with washer, nut, and cotter pin. Note the spacer washer between the two links.
8. Compress the piston tube, reach up along the tube and release the snap ring from the annular slot at the
bottom of the oleo housing.
318
3220-00
Page 1
PIPER AIRCRAFT
PA42/42720
9. Pull piston tube with component parts from cylinder.
10. The piston tube components are removed by reaching in the tube and pushing out the upper bearing
retaining pins. Slide off the tube, the upper bearing, spacer, lower bearing with outer and inner O-rings,
wiper strip, washer, and retainer ring.
11. To remove the orifice tube, remove the large bolt of the orifice tube and lock plate from top of the cylinder.
Pull the tube from the cylinder.
12. The orifice place is removed from the bottom of the orifice tube by releasing the retainer ring holding the
plate in position.
-NOTE-
Do not remove the piston tube plug or O-ring of the piston tube from
the fork.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR OLEO
1. Clean all parts with a suitable dry tube cleaning solvent.
2. Inspect the landing gear oleo assembly component for the following:
a. Bearings and bushings for excess wear, corrosion, scratches, and overall damage.
b. Retaining pins for wear and damage.
c. Lock rings for cracks, burrs, etc.
d. Cylinder, cylinder steel insert, and orifice tube for corrosion, scratches, nicks, and excess wear.
e. Orifice plate for hole restriction.
f. Fork tube for corrosion, scratches, nicks, dents, and misalignment.
g. Air valve general condition.
3. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.
4. Individual replacement of wiper strips is possible.
ASSEMBLY OF NOSE GEAR OLEO (Figure 32-4)
1. Ensure parts are clean and inspected.
2. To assemble orifice tube, insert orifice plate into the bottom of tube with countersunk side of the orifice hole
exposed. Secure the plate with the retainer ring. Lubricate and install the O-ring on the upper end of tube.
3. Insert tube up through bottom of cylinder. With the tube exposed through the top of the cylinder, install
orifice tube bolt finger tight.
4. The piston tube assembly is assembled by installing the tube components on the tube. Slide the retainer
ring, washer, lower bearing with outer and inner seals, spacer, and upper bearing onto tube. Align bearing
retainer pin holes of the upper bearing and piston tube; install pins.
-NOTE-
Refer to parts catalog for correct part number when replacing O-rings
and wiper strip.
5. Lubricate inner wall of cylinder and carefully insert the piston tube assembly into the bottom of the cylinder,
allowing the orifice tube to guide itself into the piston tube, until the retainer ring can be installed in the
annular slot, at the end of the cylinder. Install the wiper strip and slide the washer into position securing the
assembly with the retainer ring.
6. At the top of the cylinder, tighten the orifice tube bolt.
32-20-00
Page 2
319
1. PIN RETAINER
2. BEARING, UPPER
3. SPACER
4. O-RING, OUTER PACKING
5. BEARING, LOWER
6. O-RING, INNER PACKING
7. WIPER STRIP
8. WASHER
9. RING, RETAINER
10. RING, RETAINER
11. BUSHING, HOUSING TOP
12. CYLINDER, OLEO
PIPER AIRCRAFT
PA42/42720
13. BUSHING, HOUSING BOTTOM
14. O-RING PACKING
15. TUBE, ORIFICE
16. PLATE, ORIFICE
17. RING, RETAINER
18. GREASE FITTING
19. FORK
20. BOLT ASSEMBLY
21. FORK ASSEMBLY
22. TORQUE LINK. LOWER
23. WASHER, SPACER
24. BOLT ASSEMBLY
26. TUBE, PISTON
27. SHIMMY DAMPER
28. BOLT ASSEMBLY
29. BOLT ASSEMBLY
30. BOLTS AND SAFETY WIRE
31. BRACKET
32. BUSHING
33. STUD, DOOR UP LOCK
34. PLACARD, SERVICE
35. HOUSING, OLEO
36. BUSHING
37. BOLT, CAP
38. BOLT
39. PLUG, FILLER
40. ALIGNER GUIDE BRACKET
41. VALVE, AIR
42. ARM, STEERING
43. PIN, COTTER
44. SAFETY WIRE (.041)
45. PISTON RING
46. BUSHING, STEERING
47. O-RING, PACKING
48. PLUG, PISTON TUBE
49. SCREW, FLUSH HEAD
50. BUSHING
51. SEAL
52. PIN, METERING
53. NUT, WASHER, O-RING
54. O-RING
-NOTE-
METERING PIN AND MODIFIED PISTON
TUBE PLUG ARE INSTALLED IN PA-42
SIN's 42-8001104 AND 42-8001107 AND
UP; AS WELL AS EARLIER MODELS
MODIFIED BY SERVICE SPARES
LETTER 400A.
Figure 32-4. Nose Gear Oleo Strut Assembly
3110
TORQUE
~ 9 5 1 0 0
IN.-LBS.
32-20-00
Page 3
PIPER AIRCRAFT
PA42/42 720
13
12
2
51

45
!I I
16
17 ,I
3
26
""" SEE VIEW B
S-H---47
, , '\,
\
'.'\,---
25" :, ,:.,;,
, tt q;;
\'1 -4lf 'a !
I .
I
26
4
5
6
7
8
9

7
48
VIEW A
53
VIEWB
SEE NOTE
Figure 32-4. Nose Gear Oleo Strut Assembly (continued)
32-20-00
Page 4
3111
PIPER AIRCRAFT
PA42/42720
7. Install the upper and lower torque links.
8. Check the upper and lower oleo housing bushings are installed and lubricate the bearing surfaces lightly
with Molykote No. 33. Install the cylinder into the oleo housing and secure with retainer ring.
9. At the top of the oleo housing, install the aligner guide bracket and steering ann on the cylinder. Tighten
cap bolts to 30 - 35 inch-pounds and safety with MS20995C41 wire.
10. Install the shimmy damper. For aircraft SIN 42-8001044 and up, which use shimmy damper Piper PIN
73010-2, perfonn the rigging instructions listed below:
a. Rotate the nose gear to full right tow limit and retain.
b. Extend shimmy damper to its full travel.
c. Adjust the rod end bearing until the attachment bolt fits the hole in the bracket.
d. Remove the bolt and tum the rod end bearing out one full tum.
e. Secure the rod end to the bracket with bolt, washer, and self-locking nut.
11. Lubricate the gear assembly. (Refer to Lubrication, Chapter 12.)
12. Service the oleo strut with fluid and air. (Refer to Oleo Struts, Chapter 12.)
13. Check the nose gear for alignment and operation.
REMOVAL OF NOSE GEAR (Figure 32-5)
1. Remove right and left nose section side access panels.
2. Remove lower radios and radio shelf.
3. Remove the ECU assembly. (Refer to Chapter 21.)
4. Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
5. With the hand pump, retract the nose gear slightly to relieve the gear from its down locked position.
6. To remove the drag link assembly, the following procedure is used:
a. Disconnect the gear retraction rod from the upper right drag link.
b. Disconnect the lower drag link from the gear oleo housing.
c. The upper and lower link assemblies are removed as one unit by removing the upper drag links
attachment bolts at their attachment plates.
7. With the lower drag link disconnected from the gear housing, remove the gear by removing the attachment
bolt assemblies at the attachment plates on each side of the gear housing. Note the number and location of
spacer washers between the gear housing and attachment plates.
8. The idler link is removed after disconnecting the gear operating rod as follows:
a. Remove the down lock spring and the eye bolt attached to the idler link.
b. Disconnect the gear actuating cylinder rod from the link.
c. Remove the link pivot bolt by sliding the bolt out of the link allowing the head to enter the hole in the
side of the limit bracket. With the head through the bracket hole, the threaded end of the bolt can
continue out of the link.
d. Remove the idler link.
9. The up lock rod or cable is removed by removing the nut from the actuating cylinder support bolt and
sliding the rod or cable off the bolt. Retain the bolt in place to support the cylinder.
10. The up lock hook is removed after removal of the up lock and blowdown actuating rods and the hook pivot
bolt. Remove the hook with the up lock spring.
-NOTE-
The idler link, up lock rod and up lock hook can be removed with the
support tube as one unit.
3112
32-20-00
Page 5
32-20-00
Page 6
PIPER AIRCRAFT
PA42/42 720
hDY ... ----0
1. DOOR 14. NUT, LOCK
2. HINGE, AFT 15. SWITCH, UP LIMIT
3. BUSHING, STEERING 16. BRACKET, SWITCH
4. ARM, STEERING 17. TUBE, SUPPORT
5. BUSHING ASSEMBLY 18. ROD, UP LOC K OR CABLE
6. BELLCRANK ASSEMBLY 19. BOLT ASSEMBLY
7. ROD END, STEERING 20. BOLT ASSEMBLY
8. NUT, LOCK 21. BRACKET
9. ROD, STEERING 22. SPRING, DOWN LOCK
10. HOOK, UP LOCK 23. FiniNG, GREASE
11. SPRING, UP LOCK 24. LINK, IDLER
12. BOLT, UP LOCK 25. CYLINDER, ACTUATING
13. ROD END, UP LOCK ROD 26. HINGE, FWD
Figure 32-5. Nose Gear Installation
3113
39
54
41
SKETCHC
25 52 57 57
SKETCH B
27. PLATE, DOOR ACTUATOR
28. DOOR ACTUATOR
29. BRACKET
30. STOP BOLT
31. SWITCH, DOWN LIMIT
32. SPRING, DOOR ACTUATOR
33. ROD END, CYLINDER
PIPER AIRCRAFT
PA-42/42-720
62
63
1---1-_- .06 MIN.
43. BOLT ASSEMBLY
44. HOUSING, GEAR OLEO
45. SHIMMY DAMPER
47. TORQUE LINK, LOWER
48. FORK ASSEMBLY
49. TIRE
SKETCH A
59. NOSE GEAR CENTERING
SPRING ASSY
60 NOSE GEAR BLOW DOWN
BOTTLE
61. VALVE
62. BOOT - UP LOCK - BLOW
DOWN ROD
34. ROD END, RETRACTION ROD 50. WHEEL 63. UP LOCK ACTUATOR
35. RETRACTION ROD
36. NUT LOCK
37. DRAG LINK, UPPER LEFT
38. PLATE, ATTACHMENT
39. DRAG LINK, UPPER RIGHT
40. ROD, DOOR RETRACTION
41. DRAG LINK, LOWER
42. STUD, DOOR ACTUATOR
51. BOLT, EYE
52. STOP, STROKE
53. NUT, LOCK
54. BEARING, UP LOCK
55. BOLT ASSEMBLY
56. DUST BOOT
57. KEY, LOCK
64. ROD END - UP LOCK
BLOW DOWN ROD
58. SWITCH, SQUAT (PROPELLER REVERSE)
Figure 32-5. Nose Gear Installation (continued)
3114
322000
Page 7
PIPER AIRCRAFT
PA42/42 720
11. To remove support tube, remove the up limit switch and wire support clamps. Hold support nuts in the nose
section with a wrench while removing bolts and remove support tube.
12. The gear housing attachment plates are removed by grinding the rivet heads flush with the plate and
removing the rivets.
13. The upper drag links and attachment plates are removed by holding the attachment nuts in the nose section
with a wrench and removing the support bolts.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR
2. Inspect bolts, bearings, bushings, and all ball joints for excessive wear, corrosion, and damage.
3. Inspect the gear housing, drag links, idler link, rods, and attachment plates for cracks, bends, or
misalignment.
4. Inspect the down lock spring as follows:
a. Check for excess wear or corrosion, especially around the lock portion of the spring. The spring must
return to complete compression. A spring must be rejected if wear or corrosion exceeds one-quarter the
diameter of the spring. Clean away all corrosion and repaint the springs.
b. Check the right and left gear door actuator springs for load tensions below the minimum allowable
tolerances. The minimum tension for the actuator springs is 10 pounds at 3 inch extension. If one
spring is rejected, replace both springs.
c. Check the down lock spring at the idler link for load tension. The minimum tension is 20.5 pounds at
7.312 inches extension and 47 pounds at 11.312 inches extension.
d. Check the up lock spring at the up lock hook for load tension. The minimum tension is 4 pounds. This
check is performed by fastening a fish type scale to the hook and spring. Pull steadily against the hook
and spring to get a reading.
5. Inspect the up lock hook for wear and oversized bearing surfaces.
6. Inspect the up lock roller for free movement and minimum wobble.
7. Inspect both up lock rod sliding surfaces for corrosion, free movement, and lubrication.
8. Check the general condition of limit switches and wiring for fraying, poor connections, or conditions which
could lead to failures.
9. Attach the upper and lower drag links and check, when stop surfaces touch, that linkage is 0.063 to 0.156
inch through center. Should this distance exceed the required through-center travel and bolt and bushings
are tight, replace one or all drag links.
322000
Page 8
-NOTE-
The shimmy dampener requires no service other than routine
inspection. In case of damage or malfunction, the dampener must be
replaced, not repaired.
Repair to the landing gear is limited to reconditioning of parts, such
as replacing bearings and bushings, smoothing out minor nicks and
scratches, repainting of areas where paint has chipped or peeled, and
replacing of parts.
3115
PIPER AIRCRAFT
PA42/42 720
INSTALLATION OF NOSE GEAR (Figure 32-5)
-NOTE-
When assembling any units of landing gear, lubricate bearings and
friction surfaces with proper lubricant described in Chapter 12.
1. Position right and left upper drag link plates and bolt in place.
2. If previously removed, position right and left gear housing attachment plates and rivet in place.
3. Install support tube and secure. Connect up limit switch and secure electrical wiring to tube.
-NOTE-
The up lock hook, up lock rod or cable, idler link, and retraction rod
can be assembled on support tube as a unit and installed on airplane
(or each component can be installed individually), after support tube
has been installed.
4. The up lock hook with up lock spring are installed as follows:
a. Place U end of up lock spring over back of hook with loops toward the back.
b. Spread spring and snap loops over bushing extending through the hook.
c. Hook ears of spring over aft side of hook bracket and push hook forward until bolt holes in bracket
align with holes in the hook.
d. Bolt hook in position and be sure it rotates freely with no side play, then safety.
5. Install up lock and blowdown actuating rod by attaching and securing sliding end to up lock hook and the
other end on gear actuating cylinder support bolt. Lubricate sliding end of rod per lube chart.
6. The idler link is installed as follows:
a. Align bolt hole in the link with lug holes of support tube and with down limit switch contact boss to the
right.
b. Insert head of pivot bolt into hole in the side of up limit switch bracket far enough to allow threaded end
of the bolt to be inserted into tube lug and link. Tighten nut on bolt, allowing link to tum free with no
side play.
c. Attach retraction and actuating cylinder rod end to idler link. Do not connect retraction rod to drag link
until gear adjustment is completed.
d. The down lock spring is attached after gear check and adjustment is completed.
7. To install gear housing assembly, position gear so attachment points on housing align with attachment
plates. If needed, install spacer washers between attachments allowing a minimum amount of side play.
Tighten pivot bolt nuts to a snug fit allowing gear to swing free; safety wire nuts.
8. The drag links are installed as follows:
a. Align upper and lower drag link bolts holes, install bolt, up lock bearing, and secure.
b. Check that linkage through-center travel is within tolerance.
c. Attach upper drag links to attachment plates, tighten nuts to a snug fit allowing links to swing free, and
safety wire the nuts.
d. Attach lower drag link to landing gear housing and temporarily install bolt. Secure and safety the bolt
after gear is adjusted.
e. Manually retract and extend landing gear several times to check for smooth operation.
f. Attach retraction rod to upper right drag link. Adjust rod to obtain approximately 0.06 of an inch
clearance between lower locknut and link.
3116
32-20-00
Page 9
PIPER AIRCRAFT
PA42/42720
-NOTE-
Be sure locknuts are tightened against retraction rod.
9. Grasp gear fork and rotate to ensure no gaps exist between steering arm travel bushings and steering
bellcrank, which could cause the nose wheel to shimmy. Bushings are available in several different
diameters to establish proper clearance. Adjustment must be made with no load at these points.
10. Lubricate landing gear assembly. (Refer to Lubrication, Chapter 12.)
11. Check nose gear for alignment and operation.
ADJUSTMENT OF NOSE GEAR (Figure 32-5)
-NOTE-
Use emergency hand pump in the cockpit or hydraulic test unit to
supply hydraulic pressure for adjustment operations.
PPS60069D
1. With airplane on jacks and gear extended, disconnect door retraction rods and secure doors in the open
position.
2. To facilitate adjustment of up lock, observe the following:
a. Disconnect lower drag link from gear oleo housing.
b. Disconnect actuating cylinder rod end from idler link.
c. Disconnect end of down lock spring from idler link.
d. Disconnect and slip boot over up lock rod and locknut back along rod until adjustment is complete.
e. Pull actuating cylinder barrel down and forward until actuator attaching bolt is at the bottom of the slots
in attachment bracket.
f. Rotate drag link assembly by hand until up lock hook engages up lock bearing.
g. With both up lock rods fully extended and the hook resting fully on the up lock roller, adjust the rod
ends (up lock and blowdown actuating rod) until the attaching bolt on the hook can be freely inserted.
Remove the bolt, extend the rod ends one full tum and lock. Reinstall the bolt and secure.
-NOTE-
The actuating cylinder's and up lock rod's attaching bolt must remain
in the bottom of the attachment fitting slots during this adjustment.
h. Lubricate as necessary, slip boot over the up lock rod end locknut and secure after the adjustment of
nose gear is complete.
3. Return the drag links to the DOWN position, attach the lower drag link to the landing gear housing; secure
and safety unless checking the link through its travel.
4. The through travel of the link is checked as follows:
a. With the gear in the DOWN position and the stop surfaces of the drag links touching, check the linkage
is 0.063 to 0.156 inches through center.
32-20-00
Page 10
-NOTE-
The linkage must not exceed 0.156 inches through center. A
fabricated tool can be constructed to check through-center travel of
the drag link assembly while the links are installed on the airplane.
(Refer to Chapter 95.)
3117
PIPER AIRCRAFT
PA .. 42/42 .. 720
b. To use the fabricated tool, be sure the gear is in the down locked position with no hydraulic pressure on
the system.
c. Remove cotter pins which safety the nuts securing both upper drag links to their attachment plates and
the lower link to the gear housing.
d. Place the tool tube through the elongated hole in the tool plate. Place the tube over and between the
upper link attaching nuts.
e. Swing the plate up against the head of the bolt connecting the upper and lower links. The plate sleeve
slides over the nut of the bolt connecting the lower link to the gear housing.
f. Look through the right hole in the plate to ensure the center of the bolt is 0.063 to 0.156 of an inch
below the centerline on the plate.
g. Remove tool and reinstall cotter pins.
5. The idler or retraction rod must be adjusted to provide a distinct snap-through action as the idler linkage
passes through center.
6. Adjust the idler link stop bolt on the right side of the wheel so the idler linkage is 0.22 to 0.28 inches
through center. Tighten nuts on idler links.
7. Connect down lock spring to the idler link.
8. Extend actuator piston with hydraulic pressure and adjust rod end until the attaching bolt can be freely
inserted. Release pressure and extend rod end one full tum. Reinstall bolt and secure. Tighten the rod end
locknut and safety wire.
-NOTE-
Rod ends and stroke control are locked with an NAS559 locking key
and safety wire. Use the proper technique.
9. Reinstall attaching bolt and secure. Place key locks between locknuts and the keyway in the rod. Screw
locknut on the rod and keep the key lock centered in the keyway while tightening the locknuts (Figure 32-5
shows proper installation of the locks on the piston rod end).
-NOTE-
It could be necessary to partially retract the gear to tighten the
locknuts.
10. Retract gear and adjust stroke control stop on the actuator until the up lock bearing clears the inside of the
up lock hook surface by 0.030 to 0.060 of an inch. Tighten the locknut on the stroke control stop (Figure
32-5).
11. With the gear up and locked, close one door at a time and adjust door operating rods until bolts can be freely
inserted. Shorten rods one full tum of the rod ends. Do not install bolts.
12. Extend gear and install door operating rod bolts. Adjust door open stop bolts to allow the door linkage to
pass 0.06 to 0.12 inches through center.
13. Retract gear slowly (use hand pump) and ensure all parts are operating satisfactorily.
3118
32-20-00
Page 11
PIPER AIRCRAFT
PA42/42720
14. If gear fails to remain retracted after the cockpit handle returns to neutral, it is necessary to readjust either or
both of the following, until the gear locks up:
a. Increase the actuator stroke by turning out the stroke control stop.
b. Relieve door pinch by lengthening the door operating rods.
-CAUTION-
CHECK ALL ROD ENDS FOR ADEQUATE THREAD
ENGAGEMENT.
15. Adjust the propeller reverse switch, located on the nose gear torque link, to activate when the oleo strut is
within 0.25 inches 0.12 inches of its fully extended position.
a. Extend and compress the strut to ensure switch actuates properly. Connect on ohmmeter to the
electrical switch leads. Measure the strut extension at the point where the switch closes. This distance
must be within the range given.
b. Ensure propellers move into their reverse position during taxi test only.
32-20-00
Page 12
3119
PIPER AIRCRAFT
PA42/42720
ALIGNMENT OF NOSE GEAR (Figure 32-6)
1. Place airplane on a smooth level floor which will show the striking of a chalk line.
2. Place airplane on jacks. (Refer to Jacking. Chapter 7.)
3. Level airplane laterally and longitudinally. (Refer to Leveling, Chapter 8.)
4. From the center of the tail skid. extend a plumb bob and mark the contact point on the floor.
5. Extend and attach a plumb bob from a point approximately 24 inches forward along the bottom-center row
of rivets measured from the wheel well opening. Mark the point of contact on the floor.
6. Using the two plumb bob marks as a guide. snap a chalk line extending several feet beyond each mark.
7. Place the rubber pedals in neutral position (Figure 32-7).
-NOTE-
The rudder control system must be properly rigged before aligning
nose gear steering.
8. Adjust steering rod end bearings to align nose wheel with chalk line. To align nose wheel straight forward,
stand in front of the nose gear, align the center rib of the tire with the chalk line, or lay a straightedge along
the side of the tire parallel and straightedge with the chalk line. One end of the rod must be disconnected
and jam nuts loosened to make this adjustment. Do not attempt to make adjustment with one bearing;
divide the adjustment between the bearings at each end of the rod. Check that rod ends have sufficient
thread engagement, reinstall the rod and secure jam nuts.
P L U M O ~
Figure 32-6. Aligning Nose Gear
3120
..-.-_ ..
CHALK LINE
32-20-00
Page 13
PIPER AIRCRAFT
PA42/42 720
9. To check nose gear steering for 24 degree maximum right and 16 degree left travel, mark a line on each side
of the nose wheel for proper angle from centerline and wheel pivot point. Tum wheel to maximum travel in
both directions to check for allowable travel. Should travel be exceeded in one direction and not enough in
the other direction, check for possible damage to the gear fork, torque links, or steering torque tube.
-NOTE-
To ensure full travel of the nose wheel, ensure no gaps exist at points
where the steering arm travel bushings contact with the steering
bellcrank.
ADJUSTMENT OF LANDING GEAR PROPELLER REVERSE SWITCH
The propeller reverse switch is located on the nose gear torque link.
1. Adjust switch to activate when the oleo strut is within 0.25 0.12 inches of its fully extended position.
2. Extend and compress strut to pressure switch actuates properly. Connect an ohmmeter to the electrical leads
of the switch. Measure the strut extension at the point where the switch closes. The distance must be within
range given in step 1.
3. Check to be sure propellers move into their reverse position during taxi test.
-CAUTION-
DO NOT ATTEMPT TO MOVE THE POWER LEVERS INTO
REVERSE WITH THE ENGINES STATIC, AS DAMAGE
WILL RESULT TO THE LINKAGE.
REMOVAL OF NOSE GEAR DOOR ASSEMBLY
1. To remove gear door, disconnect retraction rod at the door and remove hinge bolts at each side of the wheel
well.
2. To remove door retraction mechanism, be sure retraction rod is disconnected .. Disconnect the down lock
spring and remove the snap ring holding the retraction mechanism on its support shaft. Pull the retraction
mechanism from shaft.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR DOOR ASSEMBLY
2. Inspect door for cracks or bent skin, loose hinge brackets, and worn or corroded bearings.
3. Check retraction mechanism for a worn down lock spring and worn or damaged surfaces.
4. Repair to the door assembly is limited to replacing hinge bearings, rivets, mechanism parts, minor skin
repairs, and repainting.
322000
Page 14
3121
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF NOSE GEAR DOOR ASSEMBLY
1. To install the door retraction mechanism, position and bolt unit in place. Connect the down lock spring.
2. The gear door is installed by aligning the bracket bolt hole with the hinge, installing bolt assembly and
securing it. Attach and secure the retraction rod.
ADJUSTMENT OF NOSE GEAR DOOR
1. Check that nose landing gear is properly adjusted.
2. With gear up and locked, close one door at a time and adjust door operating rods until bolts can be freely
inserted. Shorten rods one full tum of rod end bearings. Do not install bolts.
3. Extend gear and install door operating rod bolts. Adjust door open stop bolts, allowing door linkage to pass
0.060 to 0.120 inches through center.
4. Retract the gear slowly. Ensure all parts are operating satisfactorily.
S. If gear fails to remain retracted after the cockpit handle returns to neutral, it is necessary to readjust either or
both the following items until gear locks up:
a. Increase actuator stroke by turning out the stroke control stop.
b. Relieve door pinch by lengthening the door operating rods.
REPLACEMENT OF WIPER STRIP ON GEAR STRUTS
2. Jack airplane high enough to take weight off gear.
3. Release air pressure from strut by depressing the valve core pin until pressure has diminished.
4. Using snap ring pliers, disengage snap ring from annular slot in the oleo housing, allowing it to lay at the
lower end of the piston tube along with the wiper strip retainer washer.
S. Remove old wiper strip from housing and clean and inspect the housing to ensure no pieces remain.
6. Wipe piston tube and check it for any abrasions which could damage the new wiper. Polish tube to remove
any abrasions.
7. A new wiper strip must be cut with a 30 degree bevel, a little longer than needed, to circle the piston tube.
8. Insert new wiper strip up into the oleo housing with the tapered edge down. Slide the retainer washer and
snap ring up the piston tube. Insert them into the oleo housing. Using snap ring pliers to compress the snap
ring, install it into the annular slot in the oleo housing.
9. Inflate the oleo strut according to instructions given in Oleo Struts. Remove airplane from jack.
3122
32-20-00
Page 15
FUSELAGE
STATION
57.00
PIPER AIRCRAFT
PA-42/42-720
------ TOOL PIN L-72233
Figure 32-7. Rudder Pedals Neutral Position
EXTENSION AND RETRACTION
EMERGENCY EXTENSION SYSTEM (EES) (Figure 32-8)
RUDDER
PEDAL
ASSEMBLY
The emergency extension system (EES) consists of three individual systems tied into a logic circuit. The
system works so if one or more gears fail to extend and the emergency extension button is pushed, the logic relay
allows electrical power to ignite an explosive charge on the affected gear's system. After the charge is blown,
compressed dry nitrogen is released through its own system of tubing and into the working actuators. Each
individual system uses a gas supply bottle, shuttle valve, and up lock-unlocking actuator, all of which are gas
operated.
3123
32-30-00
Page 1
2
SEE FOLLOWING
PAGE FOR CALLOUTS
32-30-00
Page 2
14
10
PIPER AIRCRAFT
PA42/42720
I
L _______________ s __
o
6
16
9 9
BULKHEAD TEE & CAP (TEST PORT)
Figure 32-8. Emergency Extension System Installation
3124
4
15
14
PIPER AIRCRAFT
PA-42/42-720
1. PUMP - ENGINE DRIVEN
2. FILTER
3. CHECK VALVES
4. HAND PUMP
5. SELECTOR HANDLE
6. RESTRICTOR VALVE
7. ACTUATOR. NOSE GEAR
8. ACTUATOR. MAIN GEAR
9. ACTUATOR. MAIN GEAR DOOR
10. POWER PACK ASSEMBLY
A. MAIN RELIEF VALVE
B. ENGINE PUMP CHECK VALVE
C. PRIORITY VALVE
D. DOOR SOLENOID VALVE
E. VENT VALVE
F. TIME DELAY CHECK VALVE
G. TIME DELAY VALVE
H. HAND PUMP RELIEF VALVE
J.K.M. FILTER
N. RESERVOIR
P. LANDING GEAR SELECTOR VALVE
Q. SELECTOR VALVE DETENT
R. SELECTOR VALVE SPRING RETURN
S. ELECTRICAL SWITCH
T. ELECTRICAL CONNECTOR
11. PRESSURE PORT VALVE
12. SUCTION PORT TOGGLE VALVE
AA.CYLINDER
BB. EXPLOSIVE VALVE
CC. FILL VALVE
DD. BURST DISC
EE. GAGE
15. UN-LOCK ACTUATOR
16. SHUTTLE VALVE. MAIN GEAR
17. SHUTTLE VALVE. NOSE GEAR
BOTTLE FILL PRESSURES
FILL PORT - DRY NITROGEN ONLY
SEE SERVICE MANUAL
FOR INSTRUCTIONS
TEMP. - PRESSURE RANGE
of
-40 -20 0 +20 +40
PSIG 1585 1560 1735 1815 1890
OF
+60 +70 +80 +100 +120
PSIG 1960 2000 2035 2110 2185
Figure 32-8. Emergency Extension System Installation (continued)
3J1
32-30-00
Page 3
PIPER AIRCRAFT
PA42/42 720
FUNCTIONAL PROOF PRESSURE AND LEAK TEST FOR EES
1. Support aircraft on jacks.
2. Disconnect nose gear and main gear strut doors. Secure them in full OPEN position.
3. Connect a hydraulic test cart (refer to Chapter 29) to the hydraulic system service ports.
4. Loosen caps from the tee test ports installed in the EES lines left and right main gears and on the explosive
valve on the nose gear storage bottle.
5. Activate hydraulic system through the test cart and cycle the gear six times to ensure shuttle valve is in the
hydraulic mode. On the last cycle, leave gear in the UP and locked position and place gear selector handle
in the neutral, DOWN position.
6. Remove cap from tee test port at the left main gear. Connect a nitrogen source of 4000 to 5000 psi (Figure
32-9).
7. Carefully pressurize system to 2000 50 psi.
8. Ensure left main gear door opens fully. the gear unlocks from the UP position, and lowers to the DOWN and
locked position.
9. Slowly increase pressure in the system to 3000 50 psi and maintain for 3 minutes while checking the
shuttle valves, the unlock, gear door, and gear actuators for leakage and deformation.
10. Depressurize the system, disconnect alternate nitrogen source, and screw cap on tee fitting so excess
pressure can escape.
11. Using the test cart, cycle the gear six times with the first cycle in the DOWN position initiating the shuttle
valve into the hydraulic position. This ensures the system and shuttle valve is in the full hydraulic mode.
12. Retighten cap on the tee test port.
13. Perform same test on other gear.
14. Reconnect and rig gear doors.
15. Functionally test hydraulic system.
-CAUTION-
THOUGH THE GEAR IS ALREADY DOWN AND LOCKED
AFTER PNEUMATIC EXTENSION, THE GEAR HANDLE
MUST BE MOVED TO THE DOWN POSITION AND THE
SYSTEM HYDRAULIC PRESSURE ALLOWED TO BUILD
UP. OTHERWISE, THE PNEUMATIC LINE AND THE UP
LOCK HOOK RELEASE ACTUATOR WILL BE FILLED
WITH HYDRAULIC FLUID.
TESTING OF EMERGENCY BLOWDOWN SYSTEM
The blowdown system, which consists of three individual blowdown systems, must have each unit individually
tested.
1. With the airplane firmly jacked up, disconnect appropriate actuator from the gear system linkage to be
tested.
2. Disconnect wires from squib unit to be tested. Ensure the two squib wires are interconnected with either a
V-clip or aluminum foil.
3. Connect a multimeter to leads coming from the aircraft system.
4. Tum on master switch. Ensure all other gears are locked in the DOWN position.
5. While observing the meter, activate the blowdown switch and check for proper voltage/amperage.
32-30-00
Page 4
3J2
PIPER AIRCRAFT
PA42/42 720
1 2
5
11
11
DOWN 10
14
21
13 "-Ji=*===a.!r
':
. /
I /"
/
25 26
GEAR IN DOWN AND LOCKED POSITON
WITH DOORS CLOSED AND LOCKED - USING
DOWN HYDRAULIC. EMERGENCY SYSTEM INACTIVE.
1. DOOR CLOSED LINE
2. DOOR OPEN LINE
3. LANDING GEAR UP LINE
4. LANDING GEAR DOWN LINE
5. NOSE GEAR BOTTLE
6. SHUTTLE VALVE - NOSE GEAR
7. UNLOCK ACTUATOR - NOSE GEAR
8. NOSE GEAR UP LOCK
9. NOSE GEAR ACTUATOR
1 O. NOSE GEAR
11. MAIN GEAR BOTTLE - LEFT
15. LEFT MAIN GEAR UP LOCK
16. LEFT MAIN GEAR ACTUATOR
17. LEFT DOOR - SHUTTLE VALVE
18. RIGHT DOOR - SHUTTLE VALVE
19. RIGHT MAIN GEAR ACTUATOR
20. RIGHT MAIN GEAR UP LOCK
21. RIGHT MAIN - UNLOCK ACTUATOR
22. RIGHT MAIN - SHUTTLE VALVE
23. MAIN GEAR - LEFT
24. LEFT MAIN GEAR DOOR
25. LEFT MAIN GEAR DOOR ACTUATOR
12
12. MAIN GEAR BOTTLE - RIGHT 26. RIGHT MAIN GEAR DOOR ACTUATOR
13. SHUTTLE VALVE - LEFT MAIN GEAR 27. RIGHT MAIN GEAR DOOR
14. UNLOCK ACTUATOR - LEFT MAIN 28. RIGHT MAIN GEAR
Figure 32-9. Emergency Extension System Operational Schematic
3J3
32-30-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
TESTING OF EXPLOSIVE VALVE
-CAUTION-
THE MINIMUM CIRCUIT RESISTANCE FOR THE SQUIB IS
0.6 TO 1.2 OHMS, BUT MAXIMUM CONTINUITY TEST
CURRENT ALLOWED IS 0.01 AMPS. DO NOT EXCEED 10
MILLIAMPS.
1. Using an ohmmeter with a 4 1/l digit reader, which doesn't exceed 10 milli amps, test squib circuit for 0.6
to 1.2 ohms.
SERVICING AFTER ACTIVATION OF THE EMERGENCY GEAR EXTENSION (Figure 32-9)
-NOTE-
Shelf life of the EES explosive valves is 5 years. Any explosive valve
over 5 years old must be replaced.
After using the EES, pneumatic pressure from the system must be released and the hydraulic system purged.
1. To release pressure, loosen cap on tee fitting service port till the pressure recedes. Leave the cap loose on
the fitting.
2. Once the damage is corrected on the hydraulic system, connect the hydraulic test cart to hydraulic test ports.
3. Using the test cart, cycle the gear to the DOWN position and at least 6 more times to ensure the shuttle
valve and system is in the hydraulic mode. It may be necessary, depending on the damage to the hydraulic
system, to actuate the gear more than 6 times to remove any air in the system.
4. Retighten the cap on service fitting.
5. Disconnect electrical wiring and pneumatic line from explosive valve on the storage bottle.
-NOTE-
On the nose gear bottle, the tee fitting must be removed from the
explosive valve. Be sure to note that the fitting is installed with the
test port inboard.
6. Install replacement valve on the bottle.
7. Reconnect electrical wiring and pneumatic line to the explosive bottle.
8. Charge bottle with dry nitrogen to pressure indicated on the placard mounted on the wheel well next to the
fill valve (Figure 32-8).
9. Perform functional test covered in this section.
32-30-00
Page 6
3J4
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF MAIN GEAR ACTUATING CYLINDERS
1. Place airplane on jacks.
2. Disconnect hydraulic line and shuttle valve from actuating cylinder. Cover open line ends to prevent
contamination.
3. Disconnect cylinder operating rod end from link assembly.
4. Disconnect attachment end of cylinder by removing bolt securing the cylinder and main gear up lock crank
assembly.
5. Remove cylinder from wheel well.
DISASSEMBLY OF MAIN GEAR ACTUATING CYLINDERS (Figure 32-10)
1. Before disassembly, establish rod end engagement distance to air in preliminary assembly of actuating
cylinder.
2. With cylinder removed from the airplane, remove safety wire attached to end cap and cylinder body.
3. Loosen nut and remove key and rod end.
4. Unscrew end cap from cylinder body.
5. Draw piston from cylinder body.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR ACTUATING CYLINDERS
1. Clean cylinder parts with a suitable solvent and dry thoroughly.
2. Inspect cylinder interior walls and piston exterior surfaces for scratches, burrs, corrosion, etc.
3. Inspect threaded areas for damage.
4. Inspect rod end fittings for wear and corrosion.
5. Repairs to cylinder are limited to polishing out small scratches, burrs, replacing parts, etc.
ASSEMBLY OF MAIN GEAR ACTUATING CYLINDERS (Figure 32-10)
Lubricate all parts with hydraulic fluid (MIL-H-5606) prior to assembly.
1. Install GT-ring on piston.
2. Install O-ring and back up on exterior of end cap.
3. Install GT-ring and scraper on interior of end cap.
4. Slide end cap on piston and screw end cap into piston. Torque end cap to 65 15 inch-pounds.
5. Install nut and key on rod end.
6. Adjust rod end to length obtained before disassembly. Refer to Adjustment of Main Landing Gear for final
adjustments. Torque nut to 85 15 inch-pounds.
7. Reconnect safety wire.
3J5
323000
Page 7
1. CYLINDER BODY
2. GT-RING
3. PISTON
4. END CAP
5. O-RING
6. BACKUP
7. GT-RING
8. SCRAPER
9. NUT
10. KEY
11. ROD END
12. WIRE, SAFETY
32-30-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
3 ----I
I
5
6
I
,
o
4-6
I
7----4t9::!!1
8---(
9---... 8::11

11---_
Figure 32-10. Main Gear Actuating Cylinder
3J6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF MAIN GEAR ACTUATING CYLINDERS
1. Position attachment end of cylinder and up lock crank assembly on their mounting brackets. Install
attachment bolts and secure.
2. Connect operating rod end of cylinder to the gear link assembly.
3. Connect hydraulic lines to cylinder.
4. Check operation of installation and landing gear rigging.
REMOVAL OF GEAR DOOR ACTUATING CYLINDERS
1. With master switch off, actuate hand pump handle to bring gear door open.
2. Disconnect hydraulic lines from actuating cylinder. Cover open line ends to prevent contamination.
3. Disconnect cylinder from the door and its mounting bracket.
DISASSEMBLY OF GEAR DOOR ACTUATING CYLINDERS (Figure 32-11)
1. Unlock cylinder by applying hydraulic pressure to the clevis end port. Extend piston fully.
2. Loosen locknut and remove rod end. Remove locknut from piston.
3. Remove safety wire and loosen both knurled nuts.
4. Remove end cap from barrel.
5. Remove clevis end from barrel. Pull piston with end cap from barrel, being careful not to lose any of the six
balls nested in the head end of the piston.
6. Remove end cap from piston.
7. Pull race, plunger, and spring out of the clevis end.
8. Remove GT-ring from end cap.
9. Remove O-rings and back up rings from barrel.
10. Remove GT-ring from piston.
11. Remove O-ring and back up ring from plunger.
3J7
32-30-00
Page 9
1. ROD END
2. LOCKNUT
3. GT-RING
4. END CAP
5. SAFETY WIRE
6. PISTON
7. BALL
8. GT-RING
9. O-RING
10. BACK UP
11. NUT
12. BARREL
13. NUT
14. BACK UP
15. O-RING
16. RACE
17. O-RING
18. BACK UP
19. PLUNGER
20. SPRING
21. SAFETY WIRE
22. CLEVIS END
32-30-00
Page 10
PIPER AIRCRAFT
PA42/42 720
~ e
4---1
~ 5
6----t1
12-----t
13 16
14 0
15 c::.
16 E5
7 O ~ O O
19 ..,..,
17 c:::
18 0
20 I
22----t
21
Figure 32-11. Gear Door Actuating Cylinder
3J8
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION AND REPAIR OF GEAR DOOR ACTUATING CYLINDERS
1. Clean cylinder parts with a suitable solvent; dry thoroughly.
2. Inspect all threaded surfaces for cleanliness, cracks, and excessive wear.
3. Inspect plunger spring for breaks and distortion. Compress spring to a length of 0.750 inches and measure
load. Load should be 30 2 pounds.
4. Inspect end cap, piston, barrel, race, plunger, and clevis end for cracks, chips, scratches, scoring, wear, and
surface irregularities which could affect function of door actuator cylinder.
5. Replace all defective landing gear actuator assembly parts with new parts. Minor scratches and scores can
be removed by polishing with fine abrasive crocus cloth (Federal Specification P-C-458) providing their
removal does not affect operation of actuator assembly. Replace all a-rings, back up rings, and GT-rings
with new ones during reassembly of actuator.
ASSEMBLY OF GEAR DOOR ACTUATING CYLINDER (Figure 32-11)
Lubricate all parts with oil (MIL-H-5606) prior to assembly.
1. Install a-ring and back up ring into plunger groove.
2. Install nuts on barrel.
3. Install back up rings and a-rings into grooves of barrel.
4. Install spring, plunger, and race into clevis end. Secure by screwing barrel into clevis end. Torque barrel
down against the race to 120 - 140 inch-pounds and nut against clevis end to 120 - 140 inch-pounds.
5. Install GT-ring into groove of piston.
6. Install GT-ring into groove inside end cap.
7. Slide piston into end cap. Install six balls into holes in piston head and insert assembly into bore of barrel.
Screw end cap onto barrel and align port in end cap with port in clevis end. Tighten nut against end cap and
torque to 120 - 140 inch-pounds.
8. Secure nut to end cap using safety wire.
9. Secure nut to clevis end using safety wire.
to. Install locknut and rod end on piston.
11. Adjust rod end for proper length of actuator assembly and lock with locknut.
INSTALLATION OF GEAR DOOR ACTUATING CYLINDER
1. Position cylinder on its mounting bracket. Secure with attachment bolts.
2. Extend cylinder control rod enough to attach rod end to door. Secure with attachment bolt.
3. Connect hydraulic line to cylinder.
4. To bring gear door back to the closed position, set master switch ON. Place gear lever in the DOWN
position and actuate the hand pump until the door closes.
3J9
32-30-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF NOSE GEAR ACTUATING CYLINDER
1. Place airplane on jacks. (Refer to jacking, Chapter 7.)
2. Disconnect hydraulic lines from actuating cylinder. Cover open line ends to prevent contamination.
3. Disconnect cylinder operating rod end from link assembly.
4. Disconnect attachment end of cylinder by removing the bolt securing the cylinder and nose gear up lock
rod.
DISASSEMBLY OF NOSE GEAR ACTUATING CYLINDER (Figure 32-12)
1. Before disassembly, establish rod end engagement distance to aid in preliminary assembly of actuating
cylinder.
2. Loosen nut to disengage key. Remove rod end.
3. Cut safety wire and remove. Remove nut, key, and stop from piston.
4. Remove safety wire and end cap from cylinder body by unthreading end cap and pulling out the piston.
5. Slide end cap from piston.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR ACTUATING CYLINDER
2. Inspect cylinder interior walls and piston exterior surfaces for scratches, burrs, corrosion, etc.
3. Inspect threaded areas for damage.
4. Inspect rod end fitting for wear and corrosion.
5. Repairs to cylinder is limited to polishing out small scratches, burrs, etc, and replacing parts.
ASSEMBLY OF NOSE GEAR ACTUATING CYLINDER (Figure 32-12)
Lubricate all parts with hydraulic fluid (MlL-H-S606) prior to assembly.
1. Install GT-ring on the piston head.
2. Install back up and O-ring into outside groove of end cap.
3. Install GT-ring and scraper into inside grooves of end cap. Taper lip of scraper to face forward.
4. Lubricate the piston assembly, end cap assembly, and the bore of cylinder body.
5. Slide end cap assembly onto the piston assembly.
6. Slide piston with end cap into cylinder, torquing end cap to 65 inch-pounds. Secure to cylinder body using
safety wire.
7. Install stop and nut with key on piston.
8. Install rod end with nut and key into piston.
9. Adjust stop for proper piston stroke, torquing nut to 65 inch-pounds. Secure by wiring nut to key with
safety wire.
10. Adjust rod end to length obtained before disassembly. Refer to Adjustment of Nose Landing Gear for final
adjustments. Engage key and torque nut to 85 inch-pounds.
323000
Page 12
3J10
1. CYLINDER BODY
2. GT-RING
3. PISTON
4. O-RING
5. BACK UP
6. END CAP
7. GT-RING
8. SCRAPER
9. STOP
10. NUT
11. NUT
12. ROD END
13. KEY
14. WIRE, SAFETY
15. KEY
16. WIRE, SAFETY
PIPER AIRCRAFT
PA42/42720
Figure 32-12. Nose Gear Actuating Cylinder
3J11
1 6 ~ ~
2 f l ~
3----t
1
4
c;>
5 I=Z)
6
0
7
~
8
~
9
e
I
10
m
13
~ 14
11
"-
15
iI
12----11
32-30-00
Page 13
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF NOSE GEAR ACTUATING CYLINDER
1. Position attachment end of cylinder and up lock rod end of nose gear on mounting bracket. Install
attachment bolt and secure.
2. Connect operating rod end of cylinder to gear link assembly.
3. Connect hydraulic lines to cylinder.
4. Check operation of installation and landing gear rigging.
WHEELS AND BRAKES
-NOTE-
Refer to vendor publications list for BFG manual.
REMOVAL AND DISASSEMBLY OF B. F. GOODRICH 3-1392 MAIN WHEEL (Figure 32-13)
1. Place airplane on jacks explained in Chapter 7.
2. Put parking brake on to hold the brake assembly disc-carrier in position.
3. Remove wire retaining ring, hub cap, cotter pin, and axle nut.
4. Remove wheel from axle.
5. Release all air out of tire by depressing and removing valve.
6. The tire bead must be broken from wheel flange using a mallet, bead breaker, pneumatic tire dismounter, or
other applicable, non-metallic instrument.
-CAUTION-
DO NOT PRY BETWEEN WHEEL AND BEAD WITH SHARP
TOOLS WHICH COULD DAMAGE WHEEL AND TIRE. DO
NOT USE POWER OR IMPACT WRENCHES TO REMOVE
WHEEL BOLTS OR NUTS.
7. Remove eight tie-bolts and washers from wheel; separate the halves.
8. If wheel halve packing O-ring is to be reused, mark position to reinstall as closely as possible.
9. To remove bearing cups, heat wheels (explained in Repair of Main Wheel Assembly) and after cooling cups
evenly, drive them out of their wheel halves with a non-ferrous, soft metal, or non-metallic drift pin. If
possible, use an arbor press.
3J12
32-40-00
Page 1
13
9 5
PIPER AIRCRAFT
PA42/42 720
7 6 8 4 11 12 2
(SEE VIEW B)
16 (SEE VIEW B)
9
3 15 14
SCREW
LOCKWIRE (MS2099C32)
1. SELF LOCKING NUT
2. WHEEL HALF-OUTER
3. BEARING CUP
4. WHEEL HALF-INNER
5. BEARING CUP
6. TORQUE KEY
7. TORQUE KEY RETAINING
SCREWS (SEE VIEW A)
8. HEll COIL
9. BEARING CONE
10. SCHRADER VALVE
11. PACKING RING
12. SLEEVE
13. INNER GREASE SEAL (68-920)
14. RETAINING RING
15. HUB CAP
16. TIE BOLT
VIEW A
INNER WHEEL HALF TORQUE KEY
VIEWB
APPLY MIL-T-5544
COMPOUND TO ll-IESE SURFACES
-NOTE-
At each tire change, visually inspect wheel halves for corrosion, especially noting beat seat
area (tire contact surface) and tie bolt holes. Remove corrosion with 400 grit emery cloth
and touch up with Dow No. 19 solution or equivalent. Prime all treated areas with one coat
of uerethane primer. Bare magnesium is silver in color. The protective finish put on wheel
halves at the factory is gold in color (Dow No. 7 or Iridite No. 15). If corrosion cannot be
removed by sanding down to bare metal within limits specified in Figure 32-15, take wheel
half out of service.
Figure 32-13. B. F. Goodrich 3-1392 Main Wheel Installation
324000
Page 2
3J13
PIPER AIRCRAFT
PA-42/42-720
CLEANING AND INSPECTION OF MAIN WHEEL ASSEMBLY
-NOTE-
Bare magnesium is silver while the protective finish on BFG wheel
halves is gold colored (Dow number 7 or Iridite number 15).
1. Clean and degrease bearings and all metal parts; dry thoroughly.
-CAUTION-
DO NOT USE CLEANING SOLVENTS TO CLEAN RUBBER
PARTS OR SPIN DRY BEARINGS.
2. Visually inspect bearing cups and cones for damage and wear. Be careful not to handle bearings with bare
hands.
3. If the painted surface must be removed, be sure not to remove the magnesium surface treatment. Abrasive
blasting, using ground walnut hulls. (MIL-G-5634, Type II or III is suggested because it does not remove
surface treatment and requires masking or removal of bearing cup.) Refer to manufacturer's service manual
list in front of manual for appropriate surface treatment.
4. Inspect wheel halves, tie bolts, and other necessary hardware for cracks, adverse distortion, and corrosion.
The following procedure should be accomplished after the fifth and third subsequent tire change, for a total
of twenty tire changes and at each tire change thereafter:
a. Inspect each tie bolt for magnetic particle and torque key (MIL-I-6870 - longitudinal magnetization) for
fatigue and crack indications. Replace as necessary, especially torque keys worn to less than 0.060 inch
thickness.
-NOTE-
Because dye checking can stain the wheel, use it only in the tube well,
especially the bead set radius, where the tire bead heels contact the
wheel.
b. With dye-check or fluorescent penetrant, inspect the bead seats, tube well, and especially the web
junction areas.
5. Inspect all areas for nicks. For repair limits of the BFG wheel, refer to Figure 32-14. Small nicks or gouges
in casting must be blended out and polished with 400 grit abrasive paper or emery cloth. Blended areas
must surround damage by 1 1(2 inch.
6. Inspect O-ring seating areas for nick or distortion. Badly distorted sections hamper O-ring sealing
characteristics and requires wheel half replacement.
7. Areas where the protective coating has been removed or shows light corrosion must be thoroughly cleaned
and repainted with one coat of urethane primer and one coat of aluminum polyeurethane.
-NOTE-
Never paint bearing cup working surfaces.
3J14
324000
Page 3
PIPER AIRCRAFT
PA42/42 720
8. Inspect snap rings and grease seals for distortion. Replace grease seal fits if badly worn or contaminated.
9. Lightly saturate new or reused grease seal felts with SAE 10 oil before installation.
-NOTE-
Do not soak grease seal felts with oil.
10. Overheated wheel halves must be inspected for Brinell Hardness. Check hardness on wheel halve flange
areas by contacting the manufacturer for appropriate hardness value.
REPAm OF MAIN WHEEL ASSEMBLIES (Figure 32-14)
Repairs to the main wheel assembly are limited to blending out small nicks, scratches, gouges, areas of slight
corrosion, and replacing of parts which are cracked or badly corroded.
-NOTE-
At each tire change, visually inspect wheel halves for corrosion,
especially at the bead seat area (tire contact surface) and tie bolt holes.
Corrosion can be removed with 400 grit emery cloth and touched up
with Dow No. 19 solution or equivalent. Prime all treated areas with
one coat urethane primer. A protective finish is put on wheel halves
at the factory. If corrosion cannot be removed by sanding down to
bare metal within limits (shown in Figure 32-14 for BFG wheel),
wheel half must be taken out of service.
1. Bearing Cup Replacement:
a. Removal
32-40-00
Page 4
(1) Heat wheel sub-assembly in boiling water for 30 minutes or in an oven not exceeding 80C (150F)
for 20 minutes.
(2) Remove sub-assembly from heat and remove bearing cup.
-NOTE-
The bearing cup must be loose enough to fall out of bearing bore after
heating the wheel sub-assembly and inverting it. If the cup does not
drop out, use an arbor press or tap evenly from the bore with a fiber
drift pin. Be careful not to damage wheel half.
3J15
AREA
A
B
C
D
E
F
G
II
o
TYPE
REPAIR
Blend
Blend
Ream and radius
Blend
Blend
Metalset A4 per
B.F.G. Manual
Metalset A4 per
PIPER AIRCRAFT
PA42/42720
-NOTE-
FOR DETAILED REPAIR PROCEDURES REFER TO B.F.G. MANUAL.
THE BOLT HOLES MAY BE
REMOVAL UMIT ON
OVERHAUL SECTION THICKNESS
0.020 below original surface
Max. dimensions shown
0.040 for clean-up and return
to original surface
REAMED TO 0.345 MAX. DIA.
TYPICAL OF BOTH WHEEL
HALVES. 0.040 RADIUS OR
D CHAMFER BOTH SIDES.
MAX. DISCREPANCY
ALLOWED AFTER REPAIR
None after blending
None after blending
Fretting
None after blending
Dents or gouges
0.020 inch allowed
after blending
None after rework-
slot width to be
0.745 to 0.760 after rework.
None after blending
Figure 32-14. B. F. Goodrich 3-1392 Wheel Repair Limits
3J16
3240-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
b. Installation
(1) Place wheel sub-assembly in boiling water for 30 minutes or in an oven not exceeding 149C
(300F) for 30 minutes. Chill bearing cup on dry ice.
(2) Remove wheel half from heat source. Dry chill bearing cup thoroughly. Coat contacting surfaces
of cup with zinc chromate primer or paste.
(3) Install chilled bearing cup into heated wheel sub-assembly. Tap into place evenly with a fiber drift
pin.
-NOTE-
The bearing cup must be installed while the primer or paste is still
wet.
ASSEMBLY AND INSTALLATION OF B. F. GOODRICH 31392 MAIN WHEEL
-NOTE-
When inflating tires on BFG wheels, allow assembly to stand at least
12 hours for tire and wheel to stabilize.
1. Retreating and Repainting.
a. Thoroughly clean repaired surfaces and areas of the wheel where paint has been removed.
b. Treat cleaned surfaces with Dow No.1 solution (MIL-M-3171). Paint with one coat of zinc chromate
primer (specification TT-P-1757) and one coat of aluminum polyurethane paint.
-NOTE-
Never paint working surfaces of bearing cups. The wheel register
surfaces and bolt bosses must receive only one mist coat of zinc
chromate primer.
2. Place the inner wheel half on a clean flat surface. With the mating flange up, place the packing O-ring onto
its register, positioning it as close as possible to its original position if the O-ring is reused.
3. Install tire and outer wheel half respectively on the inner wheel half. Be sure to properly align the male and
female registers, where applicable.
4. Install washers and connecting bolts. Stagger torque them 190 - 210 inch-pounds. (Lubetorque)
324000
Page 6
-NOTE-
After torquing is completed, retorque bolts a second time, ensuring
proper torque is achieved. Compression of the packing O-ring causes
the initial reading to be false.
3J17
PIPER AIRCRAFT
PA-42/42-720
5. If the air valve is removed, install and torque to 35 - 65 inch-pounds.
6. With the valve core removed, inflate tire enough to seat the tire beads against the wheel flanges.
7. Install the valve core and inflate tire to 110 psi. If tire is new, proceed to step 8. If tire is used, proceed to
step 9.
8. Let inflated tire stand for 12 to 24 hours and check for normal 10% pressure loss. Reinflate tire, brush water
or soap solution over exterior of tire, and inspect for leaks.
-NOTE-
Bubble formation around sidewall vents on tire is normal during
water or soap solution test.
Ensure tire pressure after 24 hours indicates a reading of 105 - 11 0 psi.
9. Brush water or soap solution over exterior of tire and check for leaks. Check tire pressure after 24 hours for
a reading of 105 to 110 psi. If pressure loss exceeds 5 psi, check tire for damage and repair or replace, as
necessary.
-NOTE-
Apply grease sparingly. Do not fully lubricate.
10. Pack the bearing cones. Coat the bearing cups and inboard seal lip with bearing grease (MIL-G-3545).
-CAUTION-
USE CARE WHEN INSTALLING THE WHEEL ASSEMBLY
TO PREVENT DAMAGING THE BEARING CONES, RACES,
AND SEALS.
11. Install wheels as follows:
a. Install the grease seal and inboard bearing cone onto the axle. While aligning the disc-carrier with the
wheel, carefully place the wheel over the axle until the wheel race engages the inboard cone. Install the
outboard bearing and torque the axle nut to 50 foot-pounds. Loosen the nut to 0 foot-pounds, and while
rotating the wheel, retorque to 25 foot-pounds.
-NOTE-
If, after torquing the axle nut, the cotter pin cannot be installed,
advance the nut an additional 30 degrees to align the safety holes.
12. Install bearing cup and retaining plug.
3J18
32-40-00
Page 7
NOSE WHEEL ASSEMBLY
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND DISASSEMBLY OF NOSE WHEEL (B. F. GOODRICH) (Figure 32-15)
2. To dismount nose wheel, remove axle nut, and bolt and axle plugs. Tap the axle out of the wheel assembly
and fork using a 1 7/16 inch OD tube.
3. Flex fork enough to allow the wheel and wheel spacers to clear the fork assembly.
4. To disassemble the wheel, deflate the tire and break tire beads away from the flanges by pressing with heels
of the hands or a tire press.
5. Remove nuts, washers, and tie bolts from the wheel. Separate wheel halves, remove the tire, and remove
the valve stem assembly, if installed.
-NOTE-
Bearing cups are press fitted into the wheel halves and must not be
removed, unless replacement is necessary. If cups are to be replaced,
heat wheel half to 275 to 300F and press out the cups with a plug.
Support wheel hub while removing cups.
6. The wheel bearing and seal are removed by tapping out evenly from the inside with a brass drift. Be careful
not to damage the bearing cage.
10
8
1. WHEEL HALF
2. WHEEL HALF
3. BOLT
10 8
4. WASHER
5. NUT
6. CUP, BEARING
7. CONE, BEARING
8. RETAINER, GREASE SEAL
9. GREASE SEAL
10. SNAP RING
Figure 32-15. Nose Wheel Assembly (B. F. Goodrich 3-1076)
32-40-00
Page 8
3J19
PIPER AIRCRAFT
PA42/42720
INSPECTION OF NOSE WHEEL ASSEMBLY (B. F. GOODRICH)
1. Clean metal parts in solvent and air dry thoroughly. Qean rubber parts by wiping with a clean, lint-free
cloth.
2. On the bolt head radius or shank, magnaflux bolts for cracks, breaks, and surface blemishes.
3. Inspect wheel halves for cracks and breaks (particularly the bead seat, tube well, and web junction areas)
with dye check or Zyglo.
4. Visually inspect all metal parts for pitting, corrosion, cracks, breaks, uneven wear, and other surface defects.
5. Inspect packing sealing surfaces for smoothness.
6. Inspect packing for pits, cuts, and other defects. Replace as necessary.
REPAIR AND REPLACEMENT OF NOSE WHEEL ASSEMBLY (B. F. GOODRICH)
1. Repair scratches, nicks, and other minor surface blemishes on the wheel halves by sanding with emery
cloth; remove as little metal as possible. Polish and surface treat repaired surface with Dow No.7.
-NOTE-
Do not remove more than 0.020 inch below original surface for
general blending.
2. Paint repaired surfaces with two coats zinc chromate primer and one coat aluminum lacquer.
-NOTE-
Use only one coat of zinc chromate primer and use no finish coat on
mating surfaces and the packing groove.
3. Replace all parts containing visible cracks. Replace parts that are damaged beyond repair.
4. Replace packing and grommet at each overhaul.
ASSEMBLY AND INSTALLATION OF NOSE WHEEL (B. F. GOODRICH) (Figure 32-15)
1. If cups are removed, reinstall as follows:
a. Heat wheel halves to 275 to 300F. Cool cups to OF.
b. Support wheel hub, paint the inside diameter of the hub with zinc chromate primer, and press the cups
into the wheel half.
-NOTE-
The wet zinc chromate primer lubricates parts to be pressed together
and assists in preventing galvanic corrosion between parts.
2. Reinstall valve stem and balance weights if removed.
3. Lubricate packing with grease (MIL-G-3545C or equivalent). Install in the wheel half packing groove.
4. Install tire and join the two wheel halves. Apply a generous coat of thread component (MIL-T554) to
threads of bolts, faces of washers, and bearing face of nuts. Using the same procedure, retighten all nuts and
torque to specification given on the wheel.
3J20
32-40-00
Page 9
PIPER AIRCRAFT
PA42/42720
-NOTE-
Do not use an impact wrench to apply final torque. Use a preset hand
torque wrench only.
5. Inflate tire (refer to Chapter 6) and test for leakage.
6. Repack wheel bearings with grease (MIL-G-3545C) and lubricate cups. Place bearings in wheel assembly.
Install grease seals.
7. Install wheel and spacers in fork and insert axle. Refer to parts catalog for proper spacers required for
particular tire installed.
8. Adjust axle bolt to allow wheel to tum freely with no side play.
REMOVAL AND DISASSEMBLY OF NOSE WHEEL (CLEVELAND) (Figure 32-16)
2. To remove the nose wheel, remove axle tie rod and tie rod axle plugs. Insert a 1-7/16 inch diameter tube
into the fork. Tap out axle from wheel assembly.
3. Flex fork enough to remove the wheels spacers. Allow the wheel to clear the fork assembly.
4. The wheel halves are separated by deflating the tire and removing the six wheel bolts. Pull the wheel halves
from the tire by removing the wheel half opposite the valve stem first followed by the other half.
5. The wheel bearing assemblies are removed from each wheel half by removing the snap rings securing the
grease seal retainers, the retainers, grease seals, and bearing cones. The bearing cups must be removed only
for replacement and can be removed by tapping out evenly from the inside.
2
Figure 32-16. Nose Wheel Assembly (Cleveland 40-140)
32-40-00
Page 10
3J21
1. WHEEL HALF
2. WHEEL HALF
3. BOLT
4. CUP, BEARING
5. CONE, BEARING
6. GREASE SEAL
PIPER AIRCRAFT
PA42/42720
INSPECTION OF NOSE WHEEL ASSEMBLY (CLEVELAND)
1. Visually check all parts for cracks, distortion, defects, excessive wear, and corrosion.
2. Check tie bolts for looseness or failure.
3. Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty.
4. Check tire for cuts, internal bruises, and deterioration.
S. Check bearing cones and cups for wear and pitting; relubricate.
6. Replace any wheel casting with visible cracks.
ASSEMBLY AND INSTALLATION OF NOSE WHEEL (CLEVELAND) (Figure 32-16)
1. Ensure bearing cup in each wheel is properly installed.
2. Install tire and join the two wheel halves.
3. Insert through bolts with nuts to wheel stem side and torque bolts to specifications listed on wheel.
4. Inflate tire to 80 psi. Iftire is new, proceed to step S. If tire is used, proceed to step 6.
S. Let inflated tire stand for 12 to 24 hours and check for normal 10% pressure loss. Reinflate tire, brush water
or soap solution over exterior of tire and inspect for leaks.
-NOTE-
Bubble formation around sidewall vents on tire is normal during
water or soap solution test.
6. Ensure tire pressure after 24 hours indicates a reading of 76 - 80 psi. If pressure loss exceeds 4 psi, check
tire for damage and repair or replace, as necessary.
7. Lubricate bearing cones and install cones, grease seals, and seal retainer rings. Secure with snap rings.
8. Flex fork enough to install wheel and spacer tubes. Refer to parts catalog for proper spacers required for 80
psi tire.
9. Insert axle tube, fork caps and tie bolt. Adjust tie bolt not to allow wheel to turn freely, but tight enough to
prevent lateral movement of wheel.
BRAKE ASSEMBLIES
REMOVAL AND DISASSEMBLY OF BRAKE AND DISC-CARRIER ASSEMBLY (Figure 32-17)
1. Place airplane on jacks.
2. Remove appropriate wheel.
3. If only removal or inspection of the lining and disc-carrier assembly is required, proceed with the following
instruction; proceed to step 4 for entire brake assembly removal.
a. Make sure all hydraulIc pressure is off brakes.
b. Remove ten anchor bolts retaining piston housing assembly in alignment with the brake torque plate.
Be careful not to let the disc-carrier and spacer plate drop out and be damaged.
c. Make sure the piston housing and hydraulic lines are not damaged. Remove six torque bolts fastening
the brake torque plate to the axle torque plate.
d. Withdraw brake torque plate and disc-carrier from the axle.
3J22
32-40-00
Page 11
324000
Page 12
PIPER AIRCRAFT
PA42/42720
1. PISTON HOUSING 9. CARRIER AND LINING ASSY.
2. HYDRAULIC BLEED VALVE 10. BunON ASSEMBLY
3. BLEED VALVE REDUCER 11. INSULATOR
4. O-RING 12. SPACER
3 4 5. HEll COIL 13. TORQUE PLATE
6. O-RING
7. PISTON
8. INSULATOR PISTON
5
- - - - - ~
\ \ \ ~
6 7 8 9
APPLY MIL-T-5544 COMPOUND
TO THESE SURFACES
10 11
14. WASHER
15. WASHER
12
13
PISTON
VIEWB
14 15
TAPPED
HOLE
VIEW A
LUBETORQUE REQUIREMENT CORRECT PISTON INSTALLATION
-NOTE-
FOR FURTHER INFORMATION ON SERVICING B.F.G. BRAKE,
REFER TO THE MANUFACTURER'S SERVICE MANUAL FOR
THE 2-1435-2 BRAKE.
Figure 32-17. B. F. Goodrich Brake Installation
3J23
PIPER AIRCRAFT
PA42/42 720
PISTON HOUSING
0.350"
MAX. --I
CARRIER LlNINE AND
TORQUE BUnON ASSEMBLY
Figure 32-17. B. F. Goodrich Brake Installation (continued)
e. Inspect linings and disc-carrier for excessive wear, scoring, corrosion, warpage, and cracks. If possible,
corrosion must be removed by hand using a medium grit carbide or wet/dry sandpaper.
-CAUTION-
BE SURE TO CLEAN OFF THE DISC-CARRIER AND ALL
LINING AFTER WORKING ON THESE PARTS,
PREVENTING ANY CHANGE OF SCORING AFTER
REASSEMBLY.
f. Inspect grooved areas of the wheel accepting the brake disc-carrier. If any part of the casting is cracked
or excessively corroded, replace the wheel half.
-WARNING-
BE SURE TO RELEASE ALL AIR PRESSURE BEFORE
DISMANTLING ANY WHEEL.
g. Any small nicks or gouges must be blended out with 400 grit carbide paper (wet/dry). Areas exhibiting
light corrosion must be thoroughly cleaned and repainted with one coat of zinc chromate primer and one
coat of aluminum polyurethane paint.
h. Inspect the torque plate/piston housing anchor bolts for cracks, corrosion, and thread damage. Replace
if necessary.
4. To remove entire brake assembly, proceed as follows:
a. Be sure not pressure exists in the brake system. Remove and cap the hydraulic brake lines.
b. Remove six high shear torque bolts. Withdraw the brake assembly.
3J24
32-40-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
TROUBLESHOOTING BRAKE SYSTEM
CHART 3202. TROUBLESHOOTING (BRAKES)
Hydraulic fluid leaking Worn packing(s). Replace packing.
from piston area.
Damaged piston(s) or Replace piston or repair
piston bore(s). bore.
Fluid leaking from bleeder Loose bleeder valve(s). Tighten bleeders.
valves or reducer fitting.
Damaged bleeder valve. Replace valve.
Damaged reducer fitting Replace reducer or packing.
or packing.
Insufficient clearance (i.e. Heat stack warped beyond Repair or replace parts out of
DISK CAN NOT BE tolerance. tolerance per REPAIR.
MOVED WITH HANDS).
Air in system. Properly bleed brake system
and hydraulic lines.
-CAUTION-
REFER TO B.F. GOODRICH INSTALLATION,
MAINTENANCE AND OVERHAUL MANUAL FOR SPECIFIC
INSTRUCTIONS ON THE 2-1435-2 BRAKE ASSEMBLY.
CLEANING AND INSPECTION OF BRAKE ASSEMBLY.
1. Except for disc-carriers and lining assemblies, clean all metal parts with a Stoddard solvent or suitable
equivalent.
2. Remove and clean O-rings with denatured alcohol; dry thoroughly.
3. Inspect O-rings for nicks, distortion, or excessive wear. Replace as necessary.
4. If the finish on torque plate or housing assembly needs refinishing or removal, use the following
instructions to remove old paint from metal surfaces.
-NOTE-
It is not necessary to strip paint on assembly to inspect using dye-
check or fluorescent penetrant.
32-40-00
Page 14
3K1
PIPER AIRCRAFT
PA42/42720
WEAR LIMITS (Refer to Chart 3203)
CHART 3203. BRAKE WEAR LIMITS
Disk Carrier and Carier, Lining and
Inspection Areas Linign Assembly Torque Button Assys
Thickness Max. 0.519 0.265
Min. *0.370 *0.160
Dishing Max. 0.050 +0.025
(Flatness) Min. 0.000 0.000
J.D. Max. 7.000 7.000
Min. 6.800 6.800
*Minimum thickness is 85 percent of lining surface. This is an overhaul limit only.
Parts may wear beyond these dimensions in service.
+Carrier, lining, and torque button assemblies can be cold flattened with a mallet and
flat plate. Check flatness on lining side of segment.
In order to prevent premature removal and subsequent overhaul of brakes still serviceable, B. F. Goodrich has
established a brake removal wear limit (BPG SIB 399) check procedure. Proceed as follows:
1. Pressurize brake to 100 psi.
2. Measure distance between the carrier. Line and torque button assembly and the piston housing (Figure 32-
17). (A 0.350 inch measurement indicates brake needs to be overhauled.)
ASSEMBLY AND INSTALLATION OF BRAKE ASSEMBLY (Figure 32-17)
1. If piston housing, disc-carrier, spacer plate, and torque plate have been assembled, proceed as follows:
a. Lay piston housing assembly on a clean, flat surface with the piston housing's open side up.
b. Install carriers with linings on their pistons.
c. Lay disc-carrier assembly over and linings onto the piston housing.
d. With carriers and linings installed on torque plate, align spacer plate on piston housing and install
torque plate onto piston housing with anchor bolts.
e. Lubetorque the anchor bolts to 350 - 370 inch-pounds.
2. With the brake assembled, position piston housing toward the inboard side of the gear with the open end up.
Install brake assembly torque plate onto the axle torque plate using high shear torque bolts. Torque to 170
10 inch-pounds.
3. Reconnect hydraulic lines and bleed brakes.
4. Reinstall wheel by slowly sliding it over the axle. Align the brake disc-carrier teeth with slots in the wheel.
5. Install axle nut ensuring the bearings are seating properly. (Refer to Assembly and Installation of Main
Wheel.)
3K2
32-40-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF BRAKE MASTER CYLINDER (Figure 32-18)
1. Ensure all hydraulic pressure is off the brake system and parking brake is off.
2. Disconnect and cap brake lines from the affected cylinder to prevent contamination of system.
3. Remove bolt connecting boss end of brake to its fitting or channel assembly. Remove the bolt connecting
brake rod end bearing to pedal attaching arm.
4. Remove cylinder from aircraft.
DISASSEMBLY OF BRAKE MASTER CYLINDER (Figure 32-19)
1. Internal parts of brake master cylinder are removed by removing the snap ring from the annular slot at the
lower end of the cylinder. Pull complete piston assembly from cylinder.
2. Slide the packing gland, O-ring, washer, and spring from piston rod.
3. The piston valve assembly is removed by taking off the self-locking nut from the piston rod, allowing the
piston with component parts to be removed.
CLEANING, INSPECTION AND REPAIR OF BRAKE MASTER CYLINDER.
2. Inspect interior walls of cylinder for scratches, burrs, corrosion, etc.
3. Inspect general condition of cylinder fitting threads.
4. Check piston and valve for scratches, burrs, corrosion, etc.
5. Repairs to cylinder are limited to polishing out small scratches, burrs, etc. Replace valve washer seal and
O-rings.
ASSEMBLY OF BRAKE MASTER CYLINDER (Figure 32-19)
1. Install O-ring on cylinder piston and assemble the piston, spring, washer seal, and valve onto the piston rod.
Allow the valve to extend into the base of the piston. Slide the O-ring and washer in place. Secure with
self-locking nut.
2. Install O-ring seal on packing gland and slide spring, washer, O-ring, and packing gland onto piston rod.
3. Dip piston assembly in hydraulic fluid (MIL-H-5606) and install assembly into cylinder. Push packing
gland into cylinder until snap ring can be installed into the annular slot at the bottom of cylinder.
324000
Page 16
3K3
I
I
,
i
:, @
' .. - - ~ - '
3
PIPER AIRCRAFT
PA42/42720
4
2
5 ----+
8---4
REFER TO FOLLOWING
PAGE FOR SPECIFIC
CYLINDER ASSEMBLY
INSTALLATION
6
1. PUSH ROD TO RUDDER CABLE CONTROL SECTOR
2. RUDDER PEDAL BELLCRANK ASSEMBLY
3. PRESSURE BULKHEAD
4. PUSH ROD FROM LEFT RUDDER PEDAL
5. MASTER CYLINDER SUPPORT CHANNEL
6. RUDDER PEDAL ARM ASSEMBLY (PILOTS LEFT)
7. RUDDER PEDAL
8. 1023 MASTER CYLINDER
Figure 3218. Master Cylinder Installation
3K4
324000
Page 17
PIPER AIRCRAFT
PA-42/42-720
-----------+\
------
<-)
---- --
+
...----------10.63"----------+1
t-----------10.36"----------t
+
t-----------10.11"----------I
----- ------ --@.:.-

------------- --
[;-
Figure 32-18. Master Cylinder Installation (continued)
324000
Page 18
3K5
PILOT'S RIGHT
BRAKE CYLINDER
COPILOT'S LEFT
BRAKE CYLINDER
COPILOT'S RIGHT
BRAKE CYLINDER
PILOT'S LEFT
BRAKE CYLINDER
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF BRAKE MASTER CYLINDER (Figure 32-18)
1. Compress piston within cylinder. Adjust rod end bearing so the total length is as dermed in Figure 32-19.
2. With cylinder ports towards the front of the aircraft. mount boss end of master cylinder to the fitting
connecting the cylinder to its support assembly.
3. Connect rod end bearing to its rudder pedal control arm.
4. If brake pedal is out of alignment with other pedals, adjust by disconnecting the rod end in or out,
whichever is required.
5. Remove caps from hydraulic lines. Reassemble lines with supply line attached to the upper port and
pressure line attached to the lower part.
6. Bleed brakes and ensure no sponginess exists in the operation of the brakes.
7. Put on the parking brake and check ail lines, ensuring no leaks or spongy lines exists.
~ = ~ ~ ~ \ ~ \ ~ ~ ~ I \
1 2 345 6 7 8 9 10 11 12
i \ ~ ~
13141516
1. CYLINDER 5. VALVE 9. O-RING 13. O-RING
2. NUT 6. WASHER 10. SPRING 14. O-RING
3. WASHER 7. SPRING 11. WASHER 15. GLAND
4. O-RING 8. PISTON 12. ROD 16. SNAP RING
Figure 32-19. Master Cylinder Assembly
3K6
3240-00
Page 19
PIPER AIRCRAFT
PA42/42720
PARKING BRAKE VALVE (Figure 32-20)
REMOVAL OF PARKING BRAKE VALVE
1. Disconnect parking brake cable from valve actuating ann.
2. Disconnect fluid lines from valve.
3. Remove screws attaching valve to its mounting bracket.
4. Cap line openings to prevent contamination of system.
DISASSEMBLY OF PARKING BRAKE VALVE (Figure 32-20)
1. Remove two fittings from outside the valve body. A valve spring is held in place by the fittings. Do not
loosen these when removing the fittings.
2. From valve body, remove the valve spring and valve.
3. To remove valve cam, remove the nut, washer, bushing and spring. Pull cam from valve body.
32-40-00
Page 20
Figure 32-20. Parking Brake Valve Assembly
3K7
1. VALVE BODY
2. FiniNG
3. SPRING
4. VALVE
5. O-RING
6. NUT
7. WASHER
8. BUSHING
9. SPRING
10. O-RING
11. O-RING
12. O-RING
13. CAM
14. STUD
15. SWIVEL
16. LEVER
17. WASHER
18. NUT
19. conER PIN
PIPER AIRCRAFT
PA42/42720
CLEANING, INSPECTION AND REPAIR OF PARKING BRAKE VALVE
-NOTE-
Repair to valve is limited to smoothing burred or scratched surfaces
and replacing O-rings.
1. Clean valve parts with a suitable solvent. Dry them thoroughly.
2. Inspect cam and seat valve body surfaces for excess wear and corrosion.
3. Inspect cam assembly for burrs, scratches, excess wear, loose operating lever, etc.
4. Check general condition of valves and spring.
ASSEMBLY OF PARKING BRAKE VALVE (Figure 32-20)
1. Install O-rings on valve cam.
2. Lubricate O-rings with hydraulic fluid (MIL-H-5606), insert cam into valve body and secure with spring,
bushing, washer, and self-locking nut.
3. Install O-ring on valve, insert valve in the out porthole, install valve spring, and secure with outlet fitting.
INSTALLATION OF PARKING BRAKE VALVE
1. Attach valve to bulkhead mounting bracket with screws.
2. Connect fluid lines to valve.
3. Connect control cable to valve lever. Ensure when valve lever fits in the closed detent, parking brake
handle is 0.062 to 0.125 inch of being fully in against the stop.
4. Bleed brake system.
BLEEDING PROCEDURE (Figure 32-21)
If brake system has been drained, has had parts replaced, or had had any line connection broken, bleed it as
follows:
1. Place a suitable container at the reservoir to collect fluid overflow.
2. Remove rubber bleeder fitting cap located on landing gear brake unit housing.
3. Slide pressure hose from pressure pot over bleeder valve.
4. Pressurize the pressure pot to 48 2 psi. Open the bleeder valve.
-NOTE-
By watching fluid flowing into the reservoir, determine whether any
air has entered the system. If air bubbles are evident, continue filling
the system until all air is out of the system and a steady flow of fluid
is obtained.
5. Allow at least 2 gallons to flow.
6. Simultaneously depress pilot's brake pedals approximately 1 inch in successive motions. Return to neutral
forcing any bubbles in the system downstream. Repeat with copilot's brake pedals until no air is expelled at
reservoir.
7. Close bleed ports and depressurize system.
8. Check brakes for proper pedal pressure and operation.
3K8
32-40-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
32-40-00
Page 22
CATCH
TANK
(5-GALLON)
LEFT
BLEED PORT
AIRPLANE
RESERVOIR
COPILOT'S BRAKE
MASTER CYLINDER
DUAL PARKING
BRAKE VALVE
(OPEN)
RIGHT
BLEED PORT
~ ~ REGULATOR
BRAKE
BLEEDER
(FILL WITH
MIL-H-5S0SA)
SHOP
AIR
Figure 32-21. Bleeding Brakes
3K9
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
If proper pedal pressure is not attained, repeat procedure.
9. Repeat procedure on the other gear.
10. Service brake reservoir per Chapter 12.
STEERING
REMOVAL AND INSTALLATION OF NOSE GEAR STEERING INSTALLATION (Figure 32-22)
1. Remove pilot's seat and floor panels in front of and behind control column.
2. Remove access panel on left side of the aircraft's nose.
3. Remove equipment on the bulkheads and lower shelf (floor) required to gain access to the steering rod
coming through the bulkhead.
-NOTE-
Do not rotate rod end bearings unless as an adjustment to the nose
gear steering.
4. Remove required shelf-floor panels.
5. Use the following instructions for removal of the torque tube attached to the rudder control sector:
a. Remove forward worm screw clamp holding pressure seal bellow to tube.
b. Unbolt rod end bearings from the sector inside the aircraft and control arm inside access area.
c. Carefully draw tube forward and up through bellows. If rod end bearing does not fit through bellows,
remove the rod end; do not force it.
6. The outboard steering arm, located in the access area, is removed by disconnecting torque tube, running up
from the rudder control sector. Remove the through bolt attaching the arm to the bearing shaft. Note the
number of AN960D-16l6 bearing support washers to facilitate installation.
-WARNING-
THE BUNGEE TUBE ASSEMBLY MUST BE HANDLED
CAUTIOUSLY. IF FOUND TO BE DEFECTIVE OR DAMAGED
IN ANY WAY, IT MUST BE REPLACED WITH A NEW
ASSEMBLY. UNDER NO CONDITION SHOULD THIS PART
BE DISASSEMBLED. THERE ARE SPRINGS UNDER
COMPRESSION LOCATED INSIDE THE TUBE. THE
LOCKING CLIPS MUST NOT BE REMOVED.
7. The inboard steering arm, located in the wheel well, is removed by disconnecting the bungee tube from the
arm. Remove the through bolt attaching the arm to the bearing shaft. To facilitate installation, note how
many AN960-1616L washers are used.
8. The bungee tube is attached to both the inboard steering arm and nose gear primary drive arm. The bungee
tube is removed by reaching into the wheel well, disconnecting the aft end of the tube to the inboard
steering arm, pivoting the gear to the left, and disconnecting the tube from the primary drive arm.
3K10
32-50-00
Page 1
PIPER AIRCRAFT
PA42/42720
1. NOSE GEAR STEERING ARM
2. NOSE GEAR STEERING TUBE
3. MOUNTING BRACKET
4. JAM NUT
5. ROD END
6. ROLLERS
32-50-00
Page 2
Figure 32-22. Nose Gear Steering Installation
3K11
PIPER AIRCRAFT
PA-42/42-720
9 1. NOSE GEAR STEERING TUBE
2. NOSE GEAR STEERING CONTROL ARM
3. COMPENSATING BELLOWS
4. SECTOR ACTUATING ROD
5. RIGHT PEDAL PUSHROD
6. RUDDER PEDAL ASSEMBLY
7. LEFT PEDAL PUSHROD
8. RUDDER CONTROL CABLES
9. RUDDER CONTROL SECTOR
10. PRESSURE BULKHEAD STA. 57.00
Figure 32-22. Nose Gear Steering Installation (continued)
3K12
32-50-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
9. To reinstall the whole or any part of the steering mechanism, reverse the order of removal. To ensure nose
gear is aligned properly, proceed as follows:
a. With a plumb bob, drop a point directly down from the tail skid and the center of the nose.
b. Lay a chalk line between these two points. After laying a chalk line around the center of the tire, align
the tire centerline with the ground chalk line.
c. Clamp rudder pedals in a neutral position.
d. With at least three threads engaged in the rod ends, install steering assemblies.
POSITION AND WARNING
ADJUSTMENT OF NOSE GEAR UP LIGHT SWITCH
1. Check that the nose landing gear up lock is properly adjusted.
2. Retract gear fully and ensure the up lock roller is engaged and resting against the up lock hook. (No
pressure on hydraulic system.)
3. Adjust gear up lock switch toward the hook until it actuates. The red indicator light in cockpit must go out.
-NOTE-
Main gear up switches must be actuated to extinguish the red light.
4. Extend and retract gear to ensure proper adjustment.
ADJUSTMENT OF NOSE GEAR DOWN LIGHT SWITCH
1. Be sure the gear is properly adjusted for down lock position.
2. With the gear down and locked, adjust gear down switch toward link until it actuates. The green indicator
in the cockpit must come on.
3. Check switch operation by partially retracting and extending the gear several times.
3K13
32-60-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF MAIN GEAR UP LIGHT SWITCH
1. Check that the main landing gear up lock is properly adjusted.
2. Retract gear fully and ensure the up lock roller is engaged and resting on the up lock hook. (No pressure on
hydraulic system.)
3. Adjust gear up lock switch toward the link until it actuates. The red indicator light in the cockpit must go
out.
-NOTE-
Opposite main gear switch and nose gear switch must be actuated to
extinguish the red light.
4. Extend and retract gear to ensure proper adjustment.
ADJUSTMENT OF MAIN GEAR DOWN LIGHT SWITCH (Figure 32-23)
1. Ensure that the main landing gear down lock is properly adjusted.
2. With gear down and locked, the green indicator light in the cockpit must come on when the down lock hook
is lowered within 0.030 to 0.069 inch of bottoming in the hook slot of the lower side brace link. Use the
following check and adjustment procedure:
a. By hand, raise the down lock hook until the down lock switch actuates (click).
b. With the hook raised, place a 0.070 inch wire feeler gauge between the hook and bottom surface of the
slot in the side brace link (Figure 32-23).
c. Lower the hook, allowing it to rest on the feeler gauge. (The end of the gauge must be even with the
lockpin.) The switch must not actuate (click).
d. Raise the hook again. Allow the switch to actuate and place a 0.030 gauge in the side brace link slot.
e. Lower the hook. The switch must actuate, allowing the green indicator light in the cockpit to
illuminate.
f. When lowering the hook, if the switch actuates too soon adjust the switch toward the hook. If it
actuates too late, adjust the switch away from the hook.
32-60-00
Page 2
3K14
PIPER AIRCRAFT
PA-42/42-720
Figure 32-23. Main Gear Down Limit Switch
ADJUSTMENT OF MAIN INBOARD GEAR DOOR AJAR SWITCHES
1. Ensure the main inboard gear doors are adjusted properly.
2. With the master switch off, actuate hand pump to bring gear doors down.
3. Disconnect actuator cylinder rod from doors to they hang freely.
-CAUTION-
AVOID EXTREME OUTWARD ADJUSTMENT CAUSING
THE SWITCH MOUNTING TAB TO BEND BACK WHEN
THE DOOR IS CLOSED, RESULTING IN DAMAGE TO THE
SWITCH UNIT.
4. Position switch by adjusting retainer nuts so when the door is closed by hand a click is heard approximately
1 inch before the door is completely closed.
-NOTE-
An ohmmeter or continuity tester can be used to indicate switch
actuation.
5. Install actuator cylinder rod to the door.
6. Tum master switch ON and with the gear selector in DOWN position, actuate hand pump until door closes.
3K15
32-60-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF LANDING GEAR SAFETY SWITCH
The landing gear safety switch, located on the left main gear upper torque link, is adjusted so the switch is
actuated at the last 0.25 0.13 inch of gear extension.
1. Compress strut until 9 inches is obtained between top of the gear fork and bottom of the gear housing. Hold
gear at this measurement.
2. Adjust switch down until it actuates at this point and secure switch.
3. Extend and compress strut to ensure switch will actuate at the last quarter, plus or minus 1/8 inch of oleo
extension.
REMOVAL OF GEAR WARNING SWITCHES (Figure 32-24)
The gear warning switches are located within the control pedestal directly under the power levers. Each switch
actuates the warning hom.
1. The switches are removed from their mounting brackets as follows:
a. Remove top cover plates of pedestal. (One is forward of the control levers, the other surrounds the
levers by removing attachment screws.)
b. Remove switch from its mounting bracket by removing two screws securing either switch and spacer
block. First remove nut from each screw and allow the bracket of the other switch and spacer block to
swing full forward by turning the adjustment screw counterclockwise. Pull aft on switch bracket to be
removed. Push out attachment screws.
c. Disconnect necessary electrical leads.
2. The switch mounting bracket are removed by removing the control lever assembly as follows:
a. Disconnect the engine control cables from control levers by removing connecting clevis pin.
b. Remove flush head screw at each side of pedestal housing.
c. Remove friction knob with washer from right side of pedestal.
d. Remove cap bolts securing frame.
e. Pull assembly from pedestal housing.
f. Remove control keeper tube holding switch brackets in the control frame by removing tube attachment
screws from each side of frame.
32-60-00
Page 4
3K16
PIPER AIRCRAFT
PA-42/42-720
1. LEVER, L. THROTILE
2. LEVER, R. THROTILE
3. SCREW,ADJUSTMENT
4. BRACKET, MOUNTING
5. SCREW ADJUSTMENT
6. BRACKET, MOUNTING
7. SWITCH, HORN
8. SPACER BLOCK
9. SWITCH, HORN
10. SPACER BLOCK
11. SPRING, TENSION
12. COIL SPRING
13. PLATE, THROTILE LEVER
ADJUSTMENT SIDE
Figure 32-24. Gear Warning Switches
INSTALLATION OF GEAR WARNING SWITCHES (Figure 32-24)
1. The switch mounting brackets, as part of the control lever assembly, are installed as follows:
a. Assemble mounting brackets (switches and spacer blocks are installed with mounting bracket), tension
springs, and spacer washers in the control frame. Secure with the keeper tube. Secure keeper tube in
frame.
b. Install control lever assembly in pedestal housing. Secure with cap bolts and screws.
c. Install friction knob with washer on the end of the lever shaft at the right side of the pedestal.
d. Connect engine control cables to their respective levers with clevis pin. Place washer on ends of clevis
pins and secure with cotter pins.
2. The switches are installed on mounting brackets as follows:
a. Connect electrical leads to their respective switch terminals. (Refer to Electrical System Schematic,
Chapter 91, for wire installation.)
b. Place switch and spacer block in its mounting bracket. Install attachment screws. Swing the bracket of
the other switch and spacer block forward to install the attachment screws. Install nuts on the screws;
secure.
c. Position pedestal cover plates on pedestal; install screws and secure.
d. Adjust switches.
3K17
32-60-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF GEAR WARNING SWITCHES
The gear warning hom switches are installed in the control pedestal, each controlled by a power lever. Each
switch activates the warning hom when either or both power levers are reduced below 300 foot-pounds of engine
torque. The following procedure is for the adjustment of the gear warning switches:
1. Ground Adjustment:
a. Start and run engines with propeller set for full increase rpm.
b. To set power lever switches to actuate at a desired power lever setting, retard power levers until engine
torque gauges read 300 foot-pounds of torque. Mark power lever cover in relation to the power levers
for adjustment of switches.
c. Shut down engines.
d. Set power lever at locations marked. With adjustment screw on switch bracket, adjust each switch
separately toward actuator angle until switch actuates. The adjustment screw is reached by inserting a
long screwdriver through the travel slot of the power lever in the pedestal cover.
2. Hom Operational Check:
a. To check hom operation, jack airplane and retract landing gear. With master switch on, retard either
power lever until gear up indicator hom sounds. Check location of power lever to adjusting mark. The
warning hom operates when either or both power levers are retarded.
b. With warning hom operating, lower gear to ensure hom ceases to operate when the gear is down and
locked.
c. Remove airplane from jacks.
3. Flight Check:
a. Ensure operation of warning system when gear is up and either or both power levers are reduced below
300 foot-pounds of engine torque.
326000
Page 6
3K18
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3K19 THRU 3K21
3K19
32-60-00
Page 7
CHAPTER
LIGHTS
3K22
SYSTEM
SUB-SYSTEM
33-00-00
33-00-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-10-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
33-20-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 33 - LIGHTS
GENERAL
Description
FLIGHT COMPARTMENT
SUBJECT
FLUORESCENT GLARESHIELD LIGHTING
Remova)JInstallation, Pilot/Copilot flood Lights
Adjustment of Glareshield fluorescent
Lighting Inverter
Troubleshooting General Guidlines
Removal of Dome Light
Installation of Dome Light
Annunciation System
General
Annunciator Panel
Removal of Annunciator Panel
Installation of Annunciator Panel
Removal of Overhead Reading Lights
Installation of Overhead Reading Lights
Warning Light System
Annunciator Panel Lamp Test
EXTERIOR LIGHTING
Landing and Taxi Lights
Removal of Landing and Taxi Lights
Adjustment of Landing and Taxi Lights
Installation of Landing and Taxi Lights
Removal of Wing Position Lights (PA-42 Only)
Installation of Wing Position Lights (PA-42 Only)
Removal of Tail Position Light (PA-42 Only)
Installation of Tail Position Light (PA-42 Only)
Removal of Wing Tip Strobe Lights
Installation of Wing Tip Strobe Lights
Removal of Wing Tip Strobe Power Supply
Installation of Wing Tip Strobe Power Supply
Troubleshooting
Characteristics of an Xenon flash Tube
Description and Operation of Wing Inspection Light
Servicing of Wing Inspection Light
Removal of Wing Inspection Light
Installation of Wing Inspection Light
Removal of Tail Recognition Light (PA-42 Only)
Installation of Tail Recognition Light (PA-42 Only)
3K23
GRID
NO.
3K24
3K24
3K24
3K24
3K24
3K24
3Ll
3L2
3L2
3L3
3L3
3L4
3L4
3LlO
3L17
3L17
3L17
3L17
3L17
3L17
3L17
3L18
3L18
3L19
3L19
3L19
3L19
3L19
3L19
3L20
3L20
3L20
3L21
3L22
3L22
3L22
3L22
3L22
3L22
EFFECTIVITY
33 - Cont.lEffect.
Page 1
GENERAL
DESCRIPTION
PIPER AIRCRAFT
PA-42/42-720
This chapter, used in conjunction with electrical systems schematics in Chapter 91, provides assistance in
servicing the aircraft's lighting system.
-WARNING-
HIGH VOLTAGES EXIST IN LIGHTING SYSTEM CIRCUITS.
FAILURE TO FOLLOW SAFETY PRECAUTIONS MAY
RESULT IN SERIOUS INJURY OR DEATH.
The electroluminescent EL panels are activated with 140 Vac, 400 Hertz from the EL inverter. The fluorescent,
glareshield flood lighting is supplied with a minimum of 375 Vac via the coaxial harness and dimmer inverter.
The anti-collision strobes are supplied with 450 Vdc to the xenon tubes from the strobe power supply.
Refer to Chapter 91 for point to point, wire to wire information, and Chapter 24 for power distribution and
systems components such as circuit breakers and switch panel information.
FLIGHT COMPARTMENT
FLUORESCENT GLARESHIELD LIGHTING
REMOVALIINSTALLATION, PILOT/COPILOT FLOOD LIGHTS
1. Ensure electrical power is off.
2. Remove cover panels to expose fluorescent tubes.
3. Replace tube, or tubes, in fixtures.
4. Reinstall royalite panel.
ADJUSTMENT OF GLARESHIELD FLUORESCENT LIGHTING INVERTER
1. Ensure electrical power is off.
2. Remove cover panels.
3. Disconnect coaxial cables (marked lLFV107064BB and IFV106064AA) from copilot's panel.
4. Place fluorescent fixed dimming switch in overhead panel to DIM position.
3K24
33-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
5. Rotate all instrument lighting dimmer rheostats fully counterclockwise to the lowest setting.
-NOTE-
An assistant is required to adjust the power supply, located forward of
the pilot's instrument panel, at station 57.00.
6. Apply 24 V dc bus power, being careful not to cause short circuits and read voltage at exposed ends of the
coax cables.
7. Have assistant adjust potentiometer FV 2, with a fully insulated slot head screwdriver, to 375 Vac at ends of
both coax leads (Figure 33-1).
8. Tum off 24 V dc bus power. Reconnect coaxial leads.
9. Disconnect coax lead (marked lLBD105064BB) at copilot's position and coax lead (marked
lLBDto3064BB) at pilot's position.
to. Again apply 24 Vdc bus power and have assistance adjust bright/dim potentiometer to 375 Vac at ends of
both coax leads.
11. Tum off 24 V dc bus power. Reconnect coax ends.
12. Disconnect coax leads marked lLFV201064AA and lLFV202064AA at the pilot's position.
13. Apply 24 Vdc bus power and have assistant adjust the F.V.I. potentiometer to 375 Vac at the coax
disconnected ends.
14. Tum off 24 V de bus power. Reconnect remaining two coax leads. This completes inverter adjustments.
TROUBLESHOOTING GENERAL GUIDELINES
With dimmer controls at full brightness and the entire EL lighting inoperative, check 24 Vdc supply to EL
inverter/dimmer control unit. If only one EL panel is inoperative, unplug that panel and test for 140 Vae, 400
Hertz, at panel connection. Work back through the harness to the inverter, if no voltage is present. If voltage is
present, bench test EL panel with Ito Vac, 60 Hertz power. In all cases, conventional point to point
troubleshooting methods apply.
33-10-00
Page 2
3L1
CONN
E371
PIPER AIRCRAFT
PA42/42720
PILOT'S/COPILOT'S
FLOOD LIGHTING
INVERTER
(
FV1
ADJ.
)..
DIM/
BRIGHT FV2
DIM ADJUSTMENT
0.lMIN. 0.1 MIN. O.JMIN.
MAX. MAX. MAX.
FV1 D/B
FV2
Figure 33-1. Fluorescent Lighting Inverter/Control Unit
REMOVAL OF DOME LIGHT
1. Remove four screws securing dome light assembly in headliner.
2. Let light assembly hang from headliner.
3. From behind light assembly, remove light bulb.
INSTALLATION OF DOME LIGHT
1. Insert new bulb into socket.
2. Position light assembly in place on headliner.
3. Secure light assembly with appropriate screws.
3L2
331000
Page 3
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATION SYSTEM
GENERAL
The system used to provide annunciation of aircraft systems is of a two channel type: Master Caution Warning
and Advisory Alert. As a monitored system reaches a point where certain sensor limits are reached, a circuit is
made or broken thus signaling the annunciator controller to activate a specific; red annunciator light circuit and
warning hom if the system is wired into the Master Warning Channel; or amber annunciator light if the system is
tied into the Advisory Alert Channel. Brightness of the lights is controlled via the Fixed Diming Circuit. (See
Schematics in Chapter 91.)
The annunciator controller is designed to illuminate an annunciator light when a specific signal is received.
Depending on how specific circuits within the computer are designed, three types of inputs or signals are used to
activate the controller: Ground Apply; 28 Vdc Apply; or the opening of a circuit (ground remove or positive).
See Chart 3101 for Index of Annunciator Controller Inputs.
The annunciator system incorporates two annunciating light strings, engine fire indicating lights, a controller
(computer), a hom, and actuating components in the affected systems of the aircraft.
Components are also incorporated for testing the operation of the annunciator lights as well as the lights in the
lighted switches used on the instrument panel and in the overhead switch panels. Equipment to operate this part
of the system consists of an ANNUN TEST (annunciator press-to-test) switch in the left side of the annunciator
panel; and, a number of diode array connectors installed behind the overhead switch panels (see Chapter 39).
When the test switch is held depressed, a ground is applied to the annunciator controller and the diode array
connectors via a ground apply relay. At the sme time, 28 Vdc is also applied to the controller test circuit. With
the ground and power applied to the controller, a circuit is made which should illuminate all the annunciator
lights. With the ground applied to the diode connectors, a circuit is completed to all of the lighted switches which
should cause them to be illuminated.
331000
Page 4
-NOTE-
The Fixed Dimming circuit provides a continuous voltage (5 Vdc in
BRIGHT; 3 Vdc in DIM) to the lights inside the lighted switches.
When the "ANNUN TEST" switch is activated, the applied ground
completes the circuits to all the affected lights, illuminating them as
selected by the Fixed Dimming Circuit.
313
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATOR PANEL (Figure 33-2)
The annunciator panel monitors various functions of the electrical system. The annunciator panel contains
indicator light bulbs that are grouped together and extend across upper center portion of instrument panel below
glareshield. The annunciator controller is secured to instrument panel support bracket directly behind center
panel of instrument panel. For identification of annunciator lights, refer to Chart 3301.
REMOVAL OF ANNUNCIATOR PANEL
-NOTE-
Replacement of a bulb does not require removal of annunciator panel.
To replace a defective bulb, push in on appropriate light cover
assembly until it clicks. Remove the light cover assembly. Remove
old bulb and replace with new bulb. Place light cover assembly in
proper cut out and push in until it clicks, locking the light cover
assembly in place.
1. Remove screws securing cover to glareshield assembly; remove cover.
2. Remove screws securing center panel of instrument panel and pull back on panel to gain access to
annunciator control box. Disconnect annunciator panel connectors.
3. Remove screws securing annunciator panel to glareshield. Remove annunciator panel.
COVER
ANNUNCIATOR PANEL
1+---- INSTRUMENT PANEL
Figure 33-2. Annunciator Panel Installation
3L4
33-10-00
Page 5
33-10-00
Page 6
PIPER AIRCRAFT
PA42/42720
PA-42 AND PA-42-720
ANNUNCIATOR CONTROLLER
CIRCUIT CARD INSTALLATIONS
(TOP VIEW OF BOX)
GRIMES PART NUMBER FOR
ANNUNCIATOR BOX FOR
PA-42: 80-0372-5
PA-42-720: 80-03 72-7
......,
-..-....(
--,
---1.
0
0
A
B
r-
f-
C
E
D
0
r-
-
f-
f- I-
-
0
F
G H
J
K
l- f- - I- - f-
- '- I-

f- -
REMOVE FOUR SCREWS
FOR ACCESS TO
CIRCUIT CARDS
L
M
0
f-

J..
T

-
0
Figure 33-3. Annunciator Controller InfOlmation
3L5
CIRCUIT CARD
LOCATION
A
B
C
D
E
F
PIPER AIRCRAFT
PA-42/42-720
PA-42 ANNUNCIATOR
(GRIMES PIN 80-0375-5)
ANNUNCIATOR CIRCUIT CARD
FUNCTION LOCATION
BRT/DIM Relay G
Flasher
Master Caution
Hom Driver
Annun. Malt
L. Oil Temp.
R. Oil Temp.
Battery HOT
H
L. Fuel Press
R. Fuel Press
L. Oil Press
R. Oil Press
J
L. Bleed Air Hot
R. Bleed Air Hot
Cabin Press
Baggage Door
K
Cabin Door
L. Engine Fire
R. Engine Fire
ECS Overtemp
L
L. Ice Door
R. Fire Ext. Inop.
L. Fire Ext. Inop.
R. Ice Door
M
ANNUNCIATOR
FUNCTION
L. Fuel Filter
R. Ign. On
L. Chip Detect
L. Oil Cooler
L. Ign. On
R. Chip Detect
R. Fuel Heat Off
R. Ign. On
Elec. Trim
Inv.Inop.
Emer. Press
Wing Flap
R. Bleed Air Off
R. Start Engage
L. Bleed Air Off
L. Start Engage
Spare
Ext. Pwr. Attach
Spare
Gear Warn.
R. Gen. Off
L. Gen. Off
FAIL-STALL WN (L. Chan.)
FAIL-STALL WN (R. Chan.)
L. Fuel Temp. Low
R. Fuel Filter
AlP Servo
Q-Sensor Override
Figure 33-4. Annunciator Controller Information
3L6
33-10-00
Page 7
CIRCUIT CARD
LOCATION
33-10-00
Page 8
A
B
C
D
E
F
PIPER AIRCRAFT
PA-42/42-720
PA-42-720 ANNUNCIATOR
(GRIMES PIN 80-0375-7)
ANNUNCIATOR CIRCUIT CARD
FUNCTION LOCATION
BRT/DIM Relay G
Flasher
Master Caution
Horn Driver
Annun. Malt
L. Oil Temp.
R. Oil Temp.
Battery HOT
H
L. Fuel Press
R. Fuel Press
L. Oil Press
R. Oil Press
J
L. Bleed Air Hot
R. Bleed Air Hot
Cabin Press
Baggage Door
K
Cabin Door
L. Engine Fire
R. Engine Fire
ECS Overtemp
L
L. Ice Door
R. Fire Ext. Inop.
L. Fire Ext. Inop.
R. Ice Door
M
ANNUNCIATOR
FUNCTION
L. Fuel Filter
R. Ign. On
L. Chip Detect
L. Grnd. Bleed
L. Ign. On
R. Chip Detect
R. Fuel Temp. Low
R. Ign. On
Elec. Trim
Inv.Inop.
Emer. Press
Wing Flap
R. Bleed Air Off
R. Start Engage
L. Bleed Air Off
L. Start Engage
Spare
Ext. Pwr. Attach
Spare
Gear Warn.
R. Gen. Off
L. Gen. Off
FAIL-STALL WN (L. Chan.)
FAIL-STALL WN (R. Chan.)
L. Fuel Temp. Low
R. Fuel Filter
AlP Servo
Q-Sensor Override
Figure 33-4. Annunciator Controller Information (continued)
3L7
PIPER AIRCRAFT
PA-42/42-720
CHART 3301. ANNUNCIATOR IDENTIFICATION
Annunciation Color
L. Engine Fire Red
R. Engine Fire Red
L. Oil Temp Red
R. Oil Temp Red
L. Fuel Press Red
R. Fuel Press Red
L.OilPress Red
R. Oil Press Red
L. Bleed Air Hot Red
R. Bleed Air Hot Red
Cabin Press Red
Battery Hot Red
Cabin Door Red
Elec Trim Red
Baggage Door Red
Stall Warn Red
Gear Warn Red
Arm-Autofeather Green
"'L. Oil Cooler Green
"'R. Oil Cooler Green
L. Ice Door Green
R. Ice Door Green
L. Start Engage Amber
R. Start Engage Amber
L. Gen. Off Amber
R. Gen. Off Amber
"'PA-42 Only
Type Annunciation
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Master Warning
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
Advisory
3lB
Applied Signal
GNDApply
GNDApply
GNDApply
GNDApply
Positive Apply
Positive Apply
Positive Apply
Positive Apply
GNDApply
GNDApply
GNDApply
+ 18V Removed
GNDApply
Positive Remove
GNDApply
Positive Remove
Positive Apply
GNDApply
GNDApply
GNDApply
GNDRemove
GNDRemove
Positive Apply
Positive Apply
Positive Remove
Positive Remove
33-10-00
Page 9
PIPER AIRCRAFT
PA42/42720
CHART 3301. ANNUNCIATOR IDENTIFICATION (continued)
Annunciation Color Type Annunciation Applied Signal
L.IgnOn Amber Advisory GNDApply
R. Ign On Amber Advisory GNDApply
L. Bleed Air Off Amber Advisory Positive Apply
R. Bleed Air Off Amber Advisory Positive Apply
L. Chip Detect Amber Advisory GNDApply
R. Chip Detect Amber Advisory GNDApply
L. Fuel Filter Amber Advisory GNDApply
R. Fuel Filter Amber Advisory GNDApply
"'L. Fuel Ht Off Amber Advisory GNDApply
"'R. Fuel Ht Off Amber Advisory GNDApply
L. Fire Ext Inop Amber Advisory GNDRemove
R. Fire Ext Inop Amber Advisory GNDRemove
AlP Servo Amber Advisory Positive Apply
Ext Pwr Attach Amber Advisory Positive Apply
AnnunMalf Amber Advisory Positive Remove
Wing Flap Amber Advisory Positive Apply
Fail-Autofeather Amber Advisory GNDApply
Stall Warn Red Advisory Positive Remove
Inv.lnop Red Master Warning Positive Remove
Q-Sensor Override Amber Advisory GNDApply
ECS Overtemp Amber Master Warning GNDApply
EMERPress Amber Master Warning Positive Apply
...... L. Ground Bleed Amber Advisory GNDApply
...... R. Ground Bleed Amber Advisory GNDApply
...... L. Fuel Temp Low Amber Advisory GNDApply
...... R. Fuel Temp Low Amber Advisory GNDApply
PA-420nI
1
Y
...... PA-42-720 Only
331000
Page 10
3L9
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF ANNUNCIATOR PANEL (Figure 33-1)
1. Place annunciator panel into position on glareshield. Secure with screws.
2. Attach annunciator panel connectors to annunciator controller. Install center panel of instrument panel.
3. Position cover on glareshield. Secure with screws.
CHART 3302. ANNUNCIATOR PANEL FUNCTIONAL TEST PPS60092K
ANNUNCIATION
Annunciator Press-to-Test
External Power Supply
Attached Annunciation
PROCEDURE
Ensure electrical power is applied to annunciator control system. Activate
press-to-test switch and observe all annunciation. Place day/night dimming
switch to night (dim) position and activate press-to-test switch. Annunciator
lights must dim.
Apply 27.5 Vdc APU. External power light must come on. Tum APU off.
Light must go out.
-NOTE-
When performing the following series of tests, use an auxiliary
power unit to prevent draining the battery.
Engine Fire Annunciation Circuit test is achieved when press-to-test function is checked.
Engine Fire Extinguisher
Inoperative Annunciation
Chi P Detector
Annunciation
-NOTE-
Annunciation is part of fire extinguisher switch.
Disconnect wire E36M from left fire extinguisher (E36L for right fire extin-
guisher). Ensure respective fire extinguisher light come on. Reconnect wire
and ensure light goes out.
-NOTE-
Annunciation is part of fire extinguisher switch.
Remove connector E 116 for left chip detector (or connector E214 for right chip
detector. Short pins A and B together and respective chip detect light must
come on. Remove short and install connector; light must go out.
3L10
33-10-00
Page 11
PIPER AIRCRAFT
PA42/42 720
CHART 3302. ANNUNCIATOR PANEL FUNCTIONAL TEST (continued)
ANNUNCIATION PROCEDURE
Oil Temperature
Annunciation
Remove connector E 119 for left oil temperature test (or connector E217 for
right oil temperature test). Using a resistance decade box, select 130 ohms and
place resistance in series with pins A and B of connector. Respective oil
temperature light and master warning hom and light must come on. Lower
resistance to approximately 126 ohms. Oil temperature light, master warning
hom and light must go out. Install connector.
Fuel Filter Annunciation Disconnect wires Q11S-20 and QllT-20 for left fuel filter check (or Q22S-20
and Q22T-20 for right fuel filter check) and jump two wires together. The
respective light must come on. Remove jumper and ensure light goes out.
Reconnect wires to fuel filter.
Bleed Air Hot Annunciation Ground the following wires to their respective ground jumper wires or airframe
ground. (Refer to Chapter 91 for Bleed Air Control Wiring Diagram). Wire to
temperature sensors within bleed air tubes are as follows:
E24R-20 Left Wing Root Forward; E24H20 Right Wing Root Forward.
Wires to temperature sensors in bleed are shields are as follows:
E24T-20 Left Wing Root Forward; E24F-20 Right Wing Root Forward.
Wires from bleed air duct temperature sensors behind each firewall are as
follows:
Left Nacelle: E24S-20
Right Nacelle: E24B-20
When each wire is grounded, the respective (left or right) Bleed Air Hot
warning light must come on, along with the master caution horn. After
disconnecting them from ground, the light must go out (also upon reconnection
to the sensor/harness).
-NOTE-
For SIN's 42-8001033 through 42-8001077, it is acceptable for the
bleed air hot light to illuminate during a climb, when ambient
temperature is above 27C (80F), if the following conditions are met:
1. The hot light illuminated during a climb with airspeed below
140 KIAS.
2. The hot light goes out with the aircraft level and power not
reduced.
Do not allow the bleed air hot light to remain illuminated longer than
20 minutes.
Battery Hot Annunciation Disconnect wire PI1C-20 in battery compartment. Battery hot light, master
warning hom and light must go on. Reconnect wire and light must be
extinguished.
331000
Page 12
3L11
PIPER AIRCRAFT
PA42/42720
ANNUNCIATION
Baggage Door
Annunciation
Cabin Door Annunciation
Fuel Heat Annunciation
Inverter Inoperative
Annunciator Malfunction
Electric Trim (Optional
Equipment)
PROCEDURE
Open baggage door. Baggage door ajar light and master warning hom and light
must go on. Open baggage door (to lock nose cone) and close nose cone and
baggage door. Baggage door light must extinguish.
Open cabin and cargo door. Cabin door light, master warning hom and light
must go on. Close both doors; all warnings must extinguish.
PA-42 only: Locate fuel heat circuit breaker (CIB) on left or right Main Circuit
Protection Panel of side being tested. Pull breaker for appropriate side and
observe illumination of annunciator light (amber) of affected side. Push CIB in
and light must extinguish. The Master Caution Hom should not come on.
PA-42-720 only: Locate and activate FUEL TEMP. SENSE circuit breaker. On
the aft, right side of each engine, locate fuel pump probes (see Chapter 73) and
disconnect their respective plugs (Conn E114, Left Side; Conn E212, Right
Side). Place a resistance value of 90.5 to 90.8 ohms between pins A and B of
each connector.
In nose baggage area behind close out panels, locate Fuel Temp Monitor box
(see Chapter 39). On the box, adjust appropriate channel (Channell, left side;
Channel 2, right side) until FUEL TEMP. LO annunciation for the side affected,
just comes on.
Activate inverter no. 1 and 2 circuit breakers (on Left Main and Essential bus).
Activate avionics master switch, select inverter No.1 switch position, and
ensure light goes out. Repeat process for inverter No. 2 switch position. Pull
No.1 and 2 circuit breakers alternately, while in appropriate inverter switch
position, and observe inverter inoperative annunciation.
Pull annunciator breaker (on essential circuit protection panel). Annunciator
malfunction light must come on. Push breaker in and light must go out.
a. King KFC-300 Autopilot: While holding trim test switch in No.1 position
(auto trim test, engage autopilot and actuate manual trim switch (on the
control wheel) to the up position. The autopilot annunciator light and master
caution hom will activate.
Hold trim test switch in No.2 position (manual trim test) and activate manual
trim switch (on control wheel) to the down position. The autopilot
annunciator light, electric trim annunciator light, and the master caution hom
and light will activate.
3L12
33-10-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATION
Electric Trim (Optional
Equipment) (continued)
PROCEDURE
a. Collins AP-106 (PA-42 only): Actuate trim test switch to No. 1 position
(Trim Failure Test). While holding switch, push control column forward.
After about six seconds, the autopilot must disengage, the autopilot
annunciator light, electric trim annunciator light and the master warning hom
and light will activate.
Reset system and position test switch to No.2 position (Trim Runaway Test).
While engaging the autopilot, push control column forward and now activate
manual trim test switch on the control wheel, to the down position. The
autopilot must disengage within 0.6 seconds, the autopilot annunciator light,
trim annunciator light, and the master warning hom and light will activate.
Holding test switch in the No. 2 position, re-engage the autopilot and pull
control column forward. Activate manual trim test switch and control wheel
to the up position. The autopilot must disengage within 0.6 seconds, the
autopilot annunciator, electric trim annunciator lights and the master warning
hom and light will activate.
c. Collins APS-65 (PA-42-720 only). On the pilot's control wheel, push the left
side of the trim switch down and the right half up. Trim must fail in one
second, coinciding with activation of trim annunciator and master warning
hom and light. Repeat test using switch(es) on copilot's wheel. Pull electric
trim circuit breaker on left hand breaker panel and the electric trim
annunciator light and master warning hom and annunciator must activate.
AlP Servo Annunciation KFC-300 Autopilot: Pull autopilot servos circuit breaker (or avionics circuit
protection panel No.2). Autopilot servo fail light (amber must go on. Push
breaker in, light must go out.
Starter Engage Annunciation When starting engine, engage left or right starter and observe respective starter
engage light.
Ignition On Annunciation When starting engine, place left (or right) ignition switch to on position. Left
(or right) Ignition On light must go on. Move ignition switch in auto and light
must remain on. Start engine and bring torque above 400 ft/lbs. The
annunciator light must extinguish.
Fail Autofeather and Arm Refer to Autofeather Ground Optional check in Chapter 61.
Autofeather Annunciation
331000
Page 14
3L13
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATION
Stall Warning Annunciation
Wing Flap Annunciation
Cabin Press. Annunciation
Gear Warn Annunciation
Fuel Pressure Annunciation
Bleed Air Off Annunciation
Emergency Pressure
Annunciation
PROCEDURE
Refer to Functional Test of Systems in Chapter 27.
Locate flap system test switch on lower instrument panel. Move flap selector
handle fully DOWN and when flaps reach approximately tOO, activate test
switch. Flap extension must stop and flap caution annunciator light (amber)
must come on. Release switch; ensure light goes out and flaps continue down.
Refer to Pressurization Check with Test Unit, Chapter 28.
Refer to Position and Warning, Chapter 32.
Refer to Test of Automatic Fuel Pump System, Chapter 28.
Refer to Pressurization Check with Test Unit, Chapter 21.
With right hand engine operating at 70% Ng or less, position ECS selector
switch to emergency position. The emergency pressure light on the cabin
comfort control panel must come on.
-NOTE-
Do not operate right hand engine on the ground at power settings
over 70% Ng, with the ECS selector switch in the emergency
position. This could produce bleed air overtemperature conditions.
q-Sensor Override
Annunciation
ECS Overtemperature
Annunciation
Refer to test procedure for q-sensor in Chapter 24.
Refer to procedure specified in Chapter 21.
3L14
33-10-00
Page 15
PIPER AIRCRAFT
PA42/42720
CHART 3303. GROUND OPERATIONAL CHECK OF ANNUNCIATOR PANEL
ANNUNCIATION PROCEDURE
These check are made with both engines at idle and during engine shutdown.
Ground Bleed
Annunciations
Generator Off
Annunciation
Oil Cooler Annunciation
(PA-42 Only)
Ice Door Annunciation
Oil Pressure Annunciation
33-10-00
Page 16
When starting engines, ensure each BLEED AIR OFF annunciator light comes
on. When engines are running, lights must go out, but come back on whenever
the bleed air switches or the ECS switch are in the OFF position.
After engine start, set brakes and position left and right bleed air switches to the
LO position, and ECS select switch to GND. With engine power levers at
ground idle, ensure left and right GROUND BLEED (amber) annunciator lights
are on. Advance power levers slowly, and at 70 to 75% Ng, ensure lights go
out. Advance engine power levers to 80% Ng, slowly retard power levers, and
ensure lights come on again at 65 to 70% Ng.
With both engines at idle, place left (or right) starter generator switch in genera-
tor position. Ensure respective GENERATOR OFF light (amber) goes out.
Activate left (or right) oil cooler switch to open oil cooler door and respective
light for oil cooler door must illuminate. Active switch to close door and light
must go out.
Activate left (or right) ice door switch and ensure respective ice door light
(green) come on. Activate switch to close door and ensure light goes out.
During shutdown of left (or right) engine, respective pressure light, master
warning hom, and light must come on as oil pressure passes 60 psi on dual oil
pressure/temperature gauge.
3L15
PIPER AIRCRAFT
AIRPLANE
AINTENANCE MANUAL
Figure 33-5. Annunciator Panels
3L16
Reissued:
---
33-10-00
Page 17
December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF OVERHEAD READING LIGHTS
Eight overhead reading lights are located above the passenger windows,
1. Remove ground wire from light assembly. Remove cover from lamp.
2. Remove bulb from socket.
INSTALLATION OF OVERHEAD READING LIGHTS
1. Insert new bulb into socket.
2. Replace ground wire and cover over lamp.
3. Light has a screw on lock ring. Insert light from back of panel and screw on lock ring.
WARNING LIGHT SYSTEM
ANNUNCIATOR PANEL LAMP TEST (Figure 33-5)
The annunciator panel is located above the instrument panel.
Push the PUSH TO TEST switch to check operation oflamps.
EXTERIOR LIGHTING
LANDING AND TAXI LIGHTS
REMOVAL OF LANDING AND TAXI LIGHTS (Figure 33-6)
1. Ensure circuit breaker is off before doing any work on the landing or taxi lights.
-CAUTION-
WHEN REMOVING ATTACHMENT PLATE, BE SURE NOT
TO DROP THE LAMPS.
2. To remove lamps from the mounting fixture, remove screws from front of lamp attachment plate. Remove
attachment plate from mounting fixture.
3. Disconnect electrical leads from lamp.
-NOTE-
Note position of each electrical lead to facilitate reinstallation.
4. To remove complete assembly from gear strut, disconnect electrical leads from both lamps and release
clamps securing assembly to strut housing.
3L17
33-20-00
Page 1
ADJUSTMENT
SCREW
PIPER AIRCRAFT
PA-42/42-720
Figure 33-6. Landing and Taxi Lights
ADJUSTMENT OF LANDING AND TAXI LIGHTS
Two adjusting screws, found on the mounting pad sides at the top, are loosened so the entire light assembly can
be tilted to the desired angle.
INSTALLATION OF LANDING AND TAXI LIGHTS
1. Reconnect electrical leads in proper place on lamps.
2. Place lamp and lamps against mounting pad. Position attachment plate and secure with appropriate screws.
-NOTE-
Tighten screws enough to allow lamps to fit snugly in mounting
fixture.
3. Install landing light assembly strut housing with bottom of mounting fixture 5.6 inches up from the bottom
of strut housing (Figure 33-6).
4. Align bracket longitudinally. Secure in place with clamps.
33-20-00
Page 2
3L18
PIPER AIRCRAFT
PA42/ 42 720
REMOVAL OF WING POSITION LIGHTS (PA-42 Only)
The wing position lights are located on the outboard side of the wing tip tank.
1. Remove the screw securing lens retainer. Remove lens retainer.
2. Remove lens and bulb.
-NOTE-
To remove complete lamp assembly, the wing tip must be removed.
INSTALLATION OF WING POSITION LIGHTS (PA-42 Only)
1. Install lens and bulb.
2. Install lens retainer. Secure with appropriate screw.
REMOVAL OF TAIL POSITION LIGHT (PA-42 Only)
The tail position light is located on the tip of the tail.
1. Remove screws securing lens retainer and remove lens retainer.
2. Remove hub and lens.
INSTALLATION OF TAIL POSITION LIGHT (PA-42 Only)
1. Install bulb and lens.
2. Replace lens retainer. Secure with appropriate screws.
REMOVAL OF WING TIP STROBE LIGHTS
The lights are located on both wing tip tanks next to the position lights.
1. Remove screw securing lens retainer and remove lens.
2. Remove three screws mounting light assembly from the wing tank tip.
3. Pull out light assembly with strobe light and position light still attached.
4. Disconnect three pin connector to strobe light.
S. Cut plug off three wires and discard.
6. Pull strobe lamp out of light assembly. Discard with wires still attached.
INSTALLATION OF WING TIP STROBE LIGHTS
1. Position strobe light into place on light assembly. Insert three wires connected to it through the hole
provided in light assembly.
2. Insert three wires into three pin plug and secure. Wire plug using schematic diagram in Chapter 91.
3. Reconnect three pin connector to harness from strobe power supply.
4. Position light assembly on wing tip tank.
S. With appropriate screws, secure light assembly with strobe and position light attached.
6. Replace lens and lens retainer. Secure with appropriate screw.
3L19
33-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF WING TIP STROBE POWER SUPPLY
The wing tip strobe power supply (L or R) are located inside the outboard wing rib.
l. Remove access panel on bottom of wing inside wing station 239.00.
2. The power supply (L or R) is located inside the outboard wing rib. Disconnect two electrical plugs.
3. Remove screws mounting power supply to the wing. Remove power supply.
INSTALLATION OF WING TIP STROBE POWER SUPPLY
1. Position power supply in place. Secure with appropriate screws.
2. Connect two electrical plugs.
3. Install access panel on bottom of wing inside wing station 239.00.
TROUBLESHOOTING
The strobe light assembly functions as a condenser discharge system. A condenser in the power supply is
charged to approximately 450 volts dc and discharged across the xenon flash tube at intervals of approximately
50 flashes per minute. The condenser is parallel across the xenon flash tube, which is designed to hold off the
450 volts dc applied, until the flash tube is triggered by an external pulse. This pulse is generated by a solid state
timing circuit in the power supply.
When troubleshooting the strobe light system, first determine if the trouble is in the flash tube or power supply.
Replacing of the flash tube will confirm if the trouble is in the flash tube or the power supply. Replacement of
the flash tube will confirm if the tube is defective. A normal operating power supply will emit an audible tone of
1 to 1.5 kHz. Uno sound is emitted, check system using the following instructions:
-NOTE-
When troubleshooting the system, use appropriate schematic at the
back of this section.
1. Ensure input voltage at power supply is 28 volts.
-CAUTION-
33-20-00
Page 4
WHEN CONNECTING/DISCONNECTING POWER SUPPLY
INPUT CONNECTIONS, DO NOT REVERSE CONNECTIONS.
REVERSED POLARITY OF INPUT VOLTAGE WILL
PERMANENTLY DAMAGE THE POWER SUPPLY,
DESTROYING A PROTECTIVE DIODE, WHICH CAUSES
OVERHEATING OF THE SUPPLY. THIS DAMAGE IS NOT
ALWAYS IMMEDIATELY APPARENT, BUT WILL CAUSE
SYSTEM FAILURE.
WHEN DISCONNECTING POWER SUPPLY, ALLOW FIVE
MINUTES BLEED DOWN TIME BEFORE HANDLING THE
UNIT.
3L20
PIPER AIRCRAFT
PA42/42 720
2. Check for malfunction in interconnecting cables.
a. Ensure pins 1 and 3 of interconnecting cable are not reversed.
b. Using an ohmmeter, check continuity between pins 1 and 2 of interconnecting cable. If a reading is
obtained on the meter, the cable is shorted and must be replaced.
-NOTE-
A short described in steps I and 2 will not cause permanent damage
to the power supply, but the system will be inoperative. Avoid any
connection between pins 1 and 3 of interconnecting cable which
discharges the condenser in the power supply and destroys the trigger
circuit.
3. Check interconnecting cables for shorts as follows:
a. Disconnect output cables from power supply outlets.
b. Check for continuity between connectors of each interconnecting cable by checking from pin I to pin 1,
pin 2 to pin 2, and pin 3 to pin 3. When making checks, if no continuity exists the cable is broken and
must be replaced.
c. Check for shorts between pins I and 2, pins 1 and 3, pins 2 and 3 of the interconnecting cable. If
continuity exists between any of these connections, the cable is shorted and must be replaced.
d. Check for shorts from pins I, 2, and 3 to aircraft ground. (Pin 2 is aircraft ground in power supply.)
CHARACTERISTICS OF AN XENON FLASH TUBE
1. A xenon flash tube can be photo-sensitive and some could become more difficult to fire when subjected to
darkness.
2. Xenon flash tubes become harder to fire with age or when exposed to high temperatures.
3. A hard firing tube sometimes fires with an engine running, but will not fire under low battery conditions.
4. Under hot and cold cycling, during normal operation, egg shelling of the glass envelope can occur, or leaks
can develop in the glass seal.
S. Xenon flash tube can self-ionize (continuously glowing a light blue), rendering the system inoperative.
-NOTE-
All the above conditions require replacement.
6. Installation of one new tube sometimes causes the other tube to misfire or skip, indicating the end of its
service life and replacement is necessary.
7. A fully functional tube should fire on a reduced voltage of 10 volts in a 14V system or 22 volts in a 28V
system.
3L21
33-20-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
DESCRIPTION AND OPERATION OF WING INSPECTION LIGHT
The light is mounted in the left outboard edge of the left nacelle, above the leading edge of the wing. It is a
sealed beam, 24-volt unit, controlled from a rocker type switch mounted in the overhead switch panel. The light
is positioned in the nacelle to illuminate the leading edge of the wing when the switch is activated in the cockpit.
SERVICING OF WING INSPECTION LIGHT
Service required for this unit consists of replacing a burned out lamp with a new lamp, PIN 4593.
REMOVAL OF WING INSPECTION LIGHT
1. Be sure switch is in the OFF position.
2. Remove nacelle side access panel where lamp assembly is mounted. Disconnect wire connections on the
back of lamp.
3. Remove four clips holding lamp to panel. Remove lamp.
INSTALLATION OF WING INSPECTION LIGHT
1. Position gasket and lamp on panel.
2. Install four clips. Secure with screws and nuts.
3. Connect electrical leads to back of lamp assembly.
4. Position entire panel on nacelle side. Secure with screws.
5. Activate switch in cockpit to check lamp operation.
REMOVAL OF TAIL RECOGNITION LIGHT (PA-42 Only)
The tail recognition light is located on the top leading edge of the vertical fin.
1. Remove eleven screws and washers securing lens fairing and remove it.
2. Remove two #6-32 screws securing reflector assembly.
3. Pull up on reflector assembly and lift it off.
4. Remove defective lamp from its socket.
INSTALLATION OF TAIL RECOGNITION LIGHT (PA-42 Only)
1. Plug new lamp into its socket, being careful not to touch the glass with bare fingers.
2. Slide reflector assembly down over lamp and socket.
3. Replace two #6-32 screws previously removed.
4. Replace lens fairing with eleven screws and washers previously removed.
33-2000
Page 6
3L22
PIPER AIRCRAFT
PA-42 / PA-42-720
3L23
May 15, 2012
33-20-00
Page 7
PIPER AIRCRAFT
PA-42 / PA-42-720
3L24
May 15, 2012
33-20-00
Page 8
GRIDS 3L24 AND 4B8
INTENTIONALLY BLANK
CHAPTER
NAVIGATION AND PITOTI
STATIC
489
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 34 - NAVIGATION AND PITOT/STATIC
SYSTEM
SUB-SYSTEM SUBJECT
34-00-00
34-00-00
34-00-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
34-10-00
GENERAL
Description
Troubleshooting
PITOT STATIC
Standard Maintenance Practices
Pitot/Static System Test (PA 42 only)
Pitot/Static System Test (PA 42n20 only)
Inspection and Checks of Instruments and System
Instruments
Removal of Bezel Mounted Instruments
Removal of Clamp Mounted Instruments
Q - Differential Pressure System
Q Sensor Functional Check
Ground Check Procedure
Flight Check Procedure
4810
GRID
NO.
4Bll
4Bll
4Bll
4B12
4B12
4B15
4B16
4B18
4B18
4B20
4B20
4B20
4B21
4B21
4B21
EFFECTIVITY
34 ContJ Effect.
Page 1
PIPER AIRCRAFT
PA42/42 720
GENERAL
DESCRIPTION (Figure 34-1 and 34-2)
The pitot system transfers ram air from the electrically heated pitot tube located on the underside of the
fuselage nose through tubing to the airspeed indicator.
The purpose of the static system is to vent flight instruments, pneumatic pressure gauge, cabin differential
pressure gauge, and the fuel and oil pressure gauge to ambient atmospheric pressure. The static system consists
of four static vents located in the aft fuselage section, an alternate static air source located in the forward fuselage
and controlled by a selector valve in the cockpit; all interconnected by tubing.
-NOTE-
As shown in Figure 34-1, two static ports exist on each side of the
aircraft. The left side top and right side bottom ports are used for the
copilot's instruments and the reverse for the pilot'S instruments.
TROUBLESHOOTING (Chart 3401)
CHART 3401. TROUBLESHOOTING (PITOT/STATIC SYSTEM)
Trouble Cause
Tube does not heat or clear Circuit breaker popped.
itself of ice with switch ON.
Open circuit.
Excessive voltage drop
between battery at pitot
head.
Heating element burned
out.
Pointers of static instruments Leak in instrument, case
do not indicate properly. or in pitot lines.
Airspeed indicator reads Leak in static line.
high.
Low or sluggish airspeed Obstruction or leak in
indication. pitot lines.
4811
Remedy
Reset.
Repair.
Check voltage at pitot head.
Replace pitot head.
Check for leak and seal.
Check for leak and seal.
Remove static lines from
all instruments and blow
line clear from cockpit to
pitot head, check for leaks.
34-00-00
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PIPER AIRCRAFT
PA-42/42-720
CHART 3401. TROUBLESHOOTING (PITOT/STATIC SYSTEM) (continued)
Airspeed changes as aircraft Water in static line. Clear lines.
is banked.
"Q" backup circuit "Q" override switch failure Replace switch.
inoperative. in override position.
Defective "Q" pressure Replace switch.
switch - stuck in open
position.
Nose gear down lock switch Repair or replace.
failed in open or out of rig.
Having exceeded 100 4 knots Defective "Q" pressure switch. Replace switch.
("Q" switch anned speed) the
following conditions exist:
(1) Landing gear selector
locked in down position.
(2) Cabin fails to pressurize.
(3) Ice protection inoperative.
PITOT STATIC
STANDARD MAINTENANCE PRACTICES
Maintenance of the pitot-static system is necessary to ensure proper operation of instruments connected to
system. Since the aircraft has dual pitot-static systems, both must be tested and inspected. These tests and
inspections must be conducted every 24 calendar months and comply with FAR Part 91, Section 91.170 and
Appendix E of Part 43. Advisory Circular AC-43-203A describes proper procedures for complying with static
system test required by FAR Part 91, Section 91.170.
-CAUTION-
NEVER BLOW AIR THROUGH PITOT AND STATIC LINES
TOWARDS INSTRUMENTS.
-NOTE-
When any connections in the system are opened for nay reason, the
system must be rechecked per AC 43.13-1A, Chapter 16, Section 4,
and the following information.
4812
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Page 2
PIPER AIRCRAFT
PA42/42720
4
VIEW A
CALL OUTS ON PAGE 3
Figure 34-1. Pitot/Static Installation
4813
PIPER AIRCRAFT
PA-42/42-720
1. PITOT HEAD ASSEMBLY, COPILOT
2. PITOT HEAD ASSEMBLY, PILOT
3. MAIN STATIC VENT LINE, COPILOT (FLEXIBLE HOSE)
4. MAIN STATIC VENT LINE, PILOT (FLEXIBLE HOSE)
5. STATIC VENT FiniNG, PILOT (RIGHT)
6. STATIC VENT FiniNG, COPILOT (RIGHT)
7. STATIC LINE (PILOT)
8. STATIC LINE (COPILOT)
9. STATIC LINE ASSEMBLY (COPILOT)
10. STATIC LINE ASSEMBLY (PILOT)
11. TEE FiniNG (PILOT)
12. TEE FiniNG (COPILOT)
13. STATIC LINE LEFT (CO PILOT)
14. STATIC LINE (PILOT)
15. STATIC VENT FiniNG, COPILOT (LEFT)
16. STATIC VENT FiniNG, PILOT (LEFT)
17. FLEXIBLE HOSE FROM PITOT TUBE
18. FLEXIBLE HOSE, PNEUMATIC GAUGEIAMBIENT VENT
INTERCONNECT
19. FLEXIBLE HOSE, AIRSPEEDIADC INTERCONNECT
20. PNEUMATIC PRESSURE GAUGE
21. FLEXIBLE HOSE, PILOT VENT SYSTEM TO SELECTOR
22. AIRSPEED INDICATOR (PILOT)
23. RATE OF CLIMB INDICATOR (PILOT)
24. ALTIMETER (PILOT)
25. STATIC AIR SOURCE SELECTOR
16. FLEXIBLE HOSE, PILOT PRESSURE LINE FOR ADC
27. FLEXIBLE HOSE,PILOT SYSTEM VENTIDRAIN LINE
28. FLEXIBLE HOSE, ALTERNATE AIR SOURCE FROM
SELECTOR
29. PITOT LINE (PRESSURE) PLUG
30. VENT LINE PLUG
31. STATIC LINE DRAIN ASSEMBLY
32. PITOT TUBE ASSEMBLY (PILOT)
33. CABIN DIFFERENTIAL PRESSURE GAUGE
34. FLEXIBLE HOSE, AIRSPEED PITOT PRESSURE LINE
35. FLEXIBLE HOSE, VENT/DRAIN LINE
36. AIRSPEED INDICATOR (COPILOT)
37. RATE OF CLIMB INDICATOR (COPILOT)
38. ALTIMETER (COPILOT)
39. ALTERNATE AIR SOURCE OUTLET
40. ALTERNATE STATIC SOURCE PLACARD
41. "Q" SENSOR
42. FLEXIBLE HOSE
43. FLEXIBLE HOSE
44. PITOT TUBE ASSEMBLY (COPILOT)
~ ' O L . J ~ ~
'-
30
42
41
SIN 42 - 7800001
THRU 42- 8001026
VIEWS
SEE NOTE 1
SIN 42 - 8001027 AND UP
-NOTES-
STA.57.0
BULKHEAD
43
I. TIGHTEN HAND TIGHT PLUS ONE AND ONE
QUARTER (1 1/4) TURNS
2. FROM PITOT AIR SUPPLY
Figure 34-1. Pitot/Static Installation (continued)
4814
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Page 3
PIPER AIRCRAFT
PA42/42720
PITOT/STATIC SYSTEM TEST (PA 42 ONLY)
-NOTE-
The following procedures must be completed only by qualified
personnel per FAR 91.170 and in conjunction with FAR 23, FAR
PART 43 APPENDIX E and AC 43.13-1A.
PPS6003S1
A static leak tester (Barfield Part Number 2397F or equivalent) must be used to perform the following tests. A
suitable line adapter must also be attained for connecting to the aircraft pitot tubes and static vent ports.
-CAUTION-
DO NOT USE ANY PETROLEUM PRODUCTS OR LOOSE
SEALING MATERIALS NEAR ANY TEST EQUIPMENT,
STATIC SYSTEM LINES, OR CONNECTORS. DURING THE
FOLLOWING PROCEDURES, TAKE PRECAUTIONS TO
PREVENT INGESTION OF FOREIGN MATERIALS INTO
TEST EQUIPMENT AND AIRCRAFT SYSTEMS.
1. Inspect all vents, ports, plumbing, and instruments for loose connections and damage. Replace parts as
required.
2. Ensure system is free of entrapped moisture or restrictions. If necessary, system must be purged with dry,
(water and oil free) air or nitrogen, When required, disconnect lines from the instruments and purge lines
back through static vent ports.
3. Connect test equipment lines to pitot tubes and static vent ports. Tape off static vent ports not used.
-NOTE-
There are two static vent ports for each pitot static system, one on
each side of the aircraft. Ensure the two top ports are not for the same
system. The left side top and right side bottom ports are used for the
copilot's instruments and the reverse for the pilot's instruments.
4. With dual pilot/copilot systems installed (two pitot tubes), tester lines must be connected or plugged so each
system can be tested individually. During test, observe airspeed to detect and avoid reverse movement.
-CAUTION-
ENSURE ALL LINES (TESTER AND EQUIPMENT) ARE
PROPERLY AND SECURELY CONNECTED DURING
EVACUATION OF SYSTEM. AN UNEXPECTED
DISCONNECTION WILL RESULT IN A SUDDEN PRESSURE
CHANGE AND PROBABLY CAUSE DAMAGE TO BOTH THE
TESTER AND AIRCRAFT INSTRUMENTS.
5. Operate the leak tester to obtain a reading of 140 miles per hour on the aircraft airspeed indicator.
6. Check that the aircraft airspeed indicator needle follows in the same direction as the test set airspeed
indicator needle.
7. Wait 15 seconds to allow the aircraft airspeed indicator to stabilize.
8. Observe both the test set and the aircraft airspeed indicators. If a leak is present the needles will move
toward zero.
34-10-00
Page 4
4815
PIPER AIRCRAFT
PA-42/42-720
9. If a leak is indicated, check test set installation, hose connections, and pitot system lines and fittings. Repair
the leak and repeat the preceding steps.
10. Remove the hose from the pitot port of the test fixtures.
11. Attach the hose to the static port of the test fixture or install a test fixture and hose to one of the static
buttons, as required. Tape over the other static button if applicable
12. Set the aircraft altimeter needles to read zero altitude.
13. Operate the test set to cause the aircraft altimeter needles to read 1,00 feet of altitude.
14. Momentarily open the alternate static port ( If so equipped) There should be a decrease in altitude. If no
change occurs the system is blocked and must be repaired prior to further testing.
15. Check that the aircraft airspeed indicator shows an increase, the aircraft altimeter shows an increase, and the
aircraft rate of climb indicator shows a climb indication. (Ignore the test set airspeed indicator)
16. Allow the aircraft rate of climb indicator needle to return to the center position (If applicable). Observe the
aircraft altimeter. Loss of indicated altitude shall not exceed one hundred feet in one minute
17. If the above tolerance is exceeded, check fixture installation, plumbing and fitting. Repair as necessary and
repeat the preceding checks
18. Upon completion of any tests, ensure all tape and sealing agents are removed, especially at the static ports.
PITOT/STATIC SYSTEM TEST (720 ONLY)
-NOTE-
The following procedures must be completed only by qualified
personnel per FAR 91.170 and in conjunction with FAR 23, FAR
PART 43 APPENDIX E and AC 43.13-1A.
PPS6003S11C
A static leak tester (Barfield Part Number 1811F-E or equivalent) must be used to perform the following tests.
A suitable line adapter must also be attained for connecting to the aircraft pitot tubes and static vent ports.
-CAUTION-
DO NOT USE ANY PETROLEUM PRODUCTS OR LOOSE
SEALING MATERIALS NEAR ANY TEST EQUIPMENT,
STATIC SYSTEM LINES, OR CONNECTORS. DURING THE
FOLLOWING PROCEDURES, TAKE PRECAUTIONS TO
PREVENT INGESTION OF FOREIGN MATERIALS INTO
TEST EQUIPMENT AND AIRCRAFT SYSTEMS.
1. Inspect all vents, ports, plumbing, and instruments for loose connections and damage. Replace parts as
required.
2. Ensure system is free of entrapped moisture or restrictions. If necessary, system must be purged with dry,
(water and oil free) air or nitrogen, When required, disconnect lines from the instruments and purge lines
back through static vent ports.
3. Connect the test equipment lines to the pitot tubes and static vent ports.
-NOTE-
For dual instrument installation (2 pitot tubes) connect or plug tester
lines so that the pilot or copilot system may be tested separately.
4816
341000
PageS
PIPER AIRCRAFT
PA-42/42720
4. Tape off static vent ports not being used.
5. For each static system being tested, pull vacuum through 2 aft located static vent ports (one on each side of
the fuselage).
6. Apply an airspeed of75 knots and check that the applicable aircraft airspeed indicator is going in the correct
direction.
7. Wait 15 seconds for the aircraft indicator to stabilize and check for leaks.
9. Reduce airspeed to zero).
10. Crossfeed the pitot and static system under test by opening the crossbleed or other appropriate technique as
applies to the device being used to perform the test.
11. set airspeed indication to 140 KIAS on the test set.
12. Evacuate the pitot/static pressure system until a pressure differential of 6.3 PSIG (vacuum equivalent of 13
inches of mercury) is achieved.
-CAUTION-
MAKE SURE TO PREVENT ACCIDENTAL
DISCONNECTION OF THE TESTER LINES FROM THE
AIRCRAFT OR TEST EQUIPMENT WHILE THE
PITOT/STATIC SYSTEM IS EVACUATED. THE RESULTANT
SUDDEN PRESSURE CHANGE MAY DAMAGE BOTH THE
TEST INSTRUMENTS AND THE AIRCRAFT
INSTRUMENTS.
13. Monitor all aircraft instruments during system evacuation for correct needle response.
-CAUTION-
DO NOT EXCEED A RATE OF CLIMB OF 2500 FEET PER
MINUTE.
14. With a vacuum of 13.0 inches of mercury for a period of one minute the aircraft altimeter must not indicate
a loss of more than 100 feet (With the static source isolate from the aircraft).
16. Repeat the test for the other system.
-NOTE-
"Q" sensor functional tests may be accomplished at this time. Refer
to the procedure in this chapter.
17. After all test are completed insure that all tape and/or other sealing agents are removed from the aircraft
pressure or static ports.
34-10-00
Page 6
4817
PIPER AIRCRAFT
PA-42/42-720
INSPECTION AND CHECKS OF INSTRUMENTS AND SYSTEM
During regular inspection of the airplane or whenever an instrument is changed or serviced, complete the
following inspection and checks for the entire system:
1. Inspect the pitot-static system for cleanliness, security, and operation, per Advisory Circular No. AC 43-
203A, for aircraft operated in controlled airspace under IFR conditions. Aircraft not operated in controlled
airspace must be tested per Advisory Circular AC 43-13-1A, Section 4 of Chapter 16.
2. Inspect instruments for poor condition, mounting, marking, broken, loose, or missing knobs, bent or
missing pointers, and improper operation (where applicable).
3. Check power-off indications of instrument pointers and warning flags for proper indication.
4. Apply power and check for excessive mechanical noise or intermittent operation, failure to indicate,
sluggishness, or indication of excessive friction. Note if the erection or warm-up time is excessive, caging
functions are normal, warning flag and indicating lights and test circuits are operable.
5. When any air driven attitude or directional gyros are installed, inspect and change the control air filter every
50 hours. Do not adjust the vacuum regulator without first installing a new central air filter element. (Refer
to Chapters 36 and 37, PA-42/42-720 Maintenance Manual.)
6. Note operation of instruments during engine runup. Check for intermittent or improper operation of any
instrument.
7. Inspect complete system for overall condition, obvious defects, loose attachments, tubing connections,
pneumatic tubing corrosion, cracks, bends, pinching, and evidence of chafing.
8. Check electrical connections and circuit breakers for proper size, security, and condition. Check instrument
lighting system for illumination range, burned out bulbs, and defective controls. Check wiring for chafmg,
excessive tension, improper support, or broken lacing and ties.
9. Check instruments for overheating or contamination of equipment by foreign matter or water. Dust, dirt,
and lint contribute to overheating of equipment, poor ventilation, and malfunctioning. Ensure ventilation
openings in equipment housings are open and free from obstructing lint and dust.
INSTRUMENTS
The majority of instrumentation in the PA-42 is attached to the instrument panel with either a bezel or clamp.
The flight instruments are bezel mounted, the engine instruments clamp mounted, and the lower panels are either
bezel or clamp mounted attached with screws.
-NOTE-
When removing an individual panel mounted instrument or an entire
instrument panel, prevent contact of the instrument faces and knobs
with the control column. Contact with the column could cause
damage to the instruments. Handle all gyro driven instruments with
extreme care to prevent ball denting of the rotor bearings.
4818
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Page 7
PIPER AIRCRAFT
PA-42/42-720
1. PITOT TUBES - ELECTRIC HEATED
2. ALTERNATE STATIC SOURCE
3. STATIC SOURCE SELECTOR VALVE
4. CONDENSATE DRAIN VALVE/SUMP
5. STATIC PORTS
6. DIFFERENTIAL PRESSURE SWITCH ("0" SWITCH)
7. PRESSURE BULKHEAD
TO DEICE/GYRO
PRESSURE SYSTEM
A - ALTIMETER
AlS - AIRSPEED
PG - DEICE! GYRO SYSTEM PRESSURE
RC - RATE OF CLIMB
CIA - CABIN ALTITUDE/PRESSURE
AlP - DIFFERENTIAL
ADC- AIR DATA COMPUTER
S - STATIC SOURCE SELECTOR
o - DIFF. PRESS. SWITCH
J J - STATIC LINES
pzzzza - PITOT LINES
lEe
Figure 34-2. Pitot/Static Schematic
34-10-00
Page 8
4819
6
4
5
PIPER AIRCRAFT
PA42/42 720
REMOVAL OF BEZEL MOUNTED INSTRUMENTS
-NOTE-
If the mounting panel to which the instrument is attached must be
removed, ensure panel is well supported before unscrewing it from its
mounting supports.
1. If the instrument is to be removed with the panel in place, disconnect the electrical connectors or plumbing.
Where two or more lines connect an instrument, identify each line to facilitate installation.
2. Attach a dust plug or cap to each fitting.
3. Where applicable, unscrew electrical connection from post light. Remove light by unscrewing retaining
nut.
4. Remove screws securing instrument in panel.
5. Remove instrument from panel.
REMOVAL OF CLAMP MOUNTED INSTRUMENTS
1. Loosen the larger of two screws around instrument until instrument can be pulled from panel.
2. Disconnect connections on rear of instrument. Cap openings as necessary.
Q DIFFERENTIAL PRESSURE SYSTEM
Each PA-42/720 has a Q sensor circuit in its pitot/static and electrical system. This circuit acts as a backup in
controlling certain major circuits if the landing gear squat switches become impaired. With this system in
operation (Q pressure switch closed), the following conditions are provided:
1. A ground is applied to the ECD ground cooling fan solenoid and cabin pressure dump solenoid.
2. Ground is removed from the ice protection selector switch.
3. A+ removed from the gear lock solenoid.
4. A high to low heat selection occurs for the stall recognition system lift transducer.
The Q pressure circuit involves three double pole, double throw relays operating simultaneously. These relays
are controlled by normal/override, Q differential pressure, and nose gear down lock switches in series requiring
all three to be closed for operation of relays. If any three switches open, the relays will deenergize.
The normal/override switch, located at the upper right of the landing gear handle, acts as a control to override
the system as necessary and lights up when in override.
The pressure switch, mounted to the forward, left side of bulkhead 57.0, senses dynamic pressure and opens at
100 4 knots with increasing airspeed and closes at 100 +4/- 10 knots with decreasing airspeed. Access to the Q
switch is made through the left nose accessory panel.
4820
341000
Page 9
PIPER AIRCRAFT
PA-42/42-720
Q SENSOR FUNCTIONAL CHECK
GROUND CHECK PROCEDURE PPS60035-1C
This procedure may be accomplished during a pitot/static system check or as a separate procedure_ As follows;
1. Connect the pitot/static tester as explained in this chapter
2. Slowly increase air speed reading on tester until voltmeter indicates 28 VDC
3. Check for sensor activation (Activation shall be by 100 + 4 knots maximum).
4. Slowly decrease air speed reading on tester until voltmeter indicates 0 VDC
5. Check for sensor deactivation ( deactivation should be at 90 knots minimum).
6. Slowly decrease air speed reading to zero.
7. After all test are completed insure that all tape and/or other sealing agents are removed from the aircraft
pressure or static ports.
FLIGHT CHECK PROCEDURE
The q sensor check, performed as part of the flight test procedures, is as follows:
1. The aircraft must be at 15,000 feet pressure altitude, 120 KIAS.
2. The following conditions must be met:
a. Landing gear and flaps down.
b. ECUinLO.
c. Temperature AUTO, Q sensor override switch in NORMAL.
d. Left and right engine ice protection systems activated.
e. Left and right pitot stall recognition heat switches activated.
-NOTE-
Observe the ammeter during activation to assure the function of
system.
3. Slow aircraft to 100 +4/- 10 knots at 1 knot/second. Observe Q sensor operation in this range as follows:
a. Deice systems must deactivate. (Current flow decrease on ammeter.)
b. Cabin must depressurize.
c. ECU ground vent fan must activate.
d. The landing gear handle can not be raised.
4. Accelerate to above 104 knots. Observe airspeed 100 4 knots when functions return.
5. Place Q sensor override switch to OVERRIDE. The flashing amber light must activate.
6. Slow aircraft to 95 knots and cycle the landing gear. It must operate normally.
7. Return Q sensor override switch to NORMAL and accelerate to 110 KIAS. Cycle landing gear to operate
normally.
8. After flight test and at every normally scheduled maintenance event, inspect wires PR2L, PR2D, PR2B, and
PR2K (going to left gear squat switch) for latent ground faults, preventing inadvertent cabin pressure loss.
(Refer to Landing Gear Schematics in Chapter 91, PA-42/42-720 Maintenance Manual.) (These wires are
shielded for mechanical protection.)
34-10-00
Page 10
4B21
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4B22 THRU 4B24
4B22
34-10-00
Page 11
CHAPTER
OXYGEN
4C1
SYSTEM
SUB-SYSTEM
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35-00-00
35-00-00
35-00-00
35-00-00
35-10-00
35-10-00
35-10-00
35-10-00
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35-10-00
35-10-00
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35-10-00
35-10-00
35-10-00
35-10-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER35-0XYGEN
SUBJECT
GENERAL
Description and Operation (PA-42)
Description and Operation (PA-42-720)
Troubleshooting
Safety Precautions
CREW AND PASSENGER
Overboard Discharge Indicator
Testing for Leaks
Maintenance
Cleaning Operations
Removal of Outlet
Installation of Outlet
Purging the System
Cleaning of Face Mask
Removal of Oxygen Cylinder and Regulator
Installation of Oxygen Cylinder and Regulator
Removal of Charging Valve
Installation of Charging Valve
Removal of Pressure Gauge
Installation of Pressure Gauge
Surge Valve Removal and Installation
4C2
GRID
NO. EFFECTIVITY
4C3
4C3
4C3
4C4
4C4
4C9
4C9
4ClO
4ClO
4Cll
4Cll
4Cl2
4Cl2
4Cl2
4Cl2
4Cl4
4Cl4
4Cl4
4Cl4
4Cl4
4Cl5
35 - ContJ Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
DESCRIPTION AND OPERATION (PA-42)
Two oxygen systems are available on the PA-42. The standard version complies with FAR. 91, the optional
system complies with FAR 135.
The standard system is a continuous flow system operated and monitored by the crew. It features a 22 cubic
foot storage cylinder, regulator valve, external charge valve, pressure gauge, outlets, masks, and an ON/OFF
control. When in operation, the regulator valve supplies a constant volume of oxygen for the passengers and
crew. The regulator valve assembly incorporates a low pressure relief valve which bleeds off delivery line
pressure to 110 psig.
The optional system is very similar to the standard system. A 49 cubic foot storage cylinder is installed in
place of the 22 cubic foot cylinder and a shutoff valve located in the cockpit, making it possible to tum off the
oxygen supply to the passenger compartment. The storage cylinder is equipped with an altitude compensating
regulator which increases regulated flow at higher altitudes.
A visual oxygen overboard discharge indicator is located on the belly of the nose section, under the baggage
compartment area (Figures 35-1 thru 35-4). This visual indicator is connected to the oxygen system through a
high pressure capillary line. Any system leakage will pressurize this line, and when a line pressure of 60 + 20/-20
psig is reached, the green snap-in indicator disk ruptures. The absence of the green disk indicates a system leak,
despite a normal pressure reading on the oxygen cylinder gauge.
DESCRIPTION AND OPERATION (PA-42-720)
Two oxygen systems are available on the PA-42-720. The standard version complies with FAR 91, the
optional system complies with FAR 135 (Figures 35-2 and 35-4).
The standard system provides diluter/demand oxygen for the flight crew and automatically presents a constant
flow of oxygen for passengers. Total oxygen system capacity is 22 cubic foot. An oxygen pressure gauge,
mounted on the lower left instrument panel, shows the pilot the storage cylinder pressure. (1800 psig-full; 200
psig-empty.) The oxygen pressure gauge and the oxygen cylinder is the same used on the PA-42, with installation
and location unchanged.
The oxygen cylinder actuation lever is permanently locked to the ON position, assuring oxygen is always
available to the crew masks and the passenger oxygen solenoid valve.
Flight crew oxygen masks are diluter/demand type with a quick donning harness. The masks are stowed in the
crew seat headrest, and can be donned with one hand. To start the flow of oxygen, the flight crew only needs to
place masks on their faces.
Passenger oxygen masks are constant flow type built to TSO-C64. The masks, stowed in drop out boxes in the
cabin overhead, are automatically deployed when the cabin altitude becomes excessive. The passenger only
needs to grab a mask, pull it towards him, release a lanyard pin, and place the mask on his face to obtain oxygen.
The mask deployment boxes are pneumatically operated by oxygen supply pressure. When oxygen pressure is
applied to the mask box, a piston is actuated and pushes the box lid off its latch to allow the masks to fall into the
passengers' view.
Pressure from the oxygen regulator, always on, is prevented from reaching the passenger mask deployment
boxes by a solenoid shutoff valve. This shutoff valve, normally closed is opened with increasing cabin altitude
by an absolute pressure switch inside the pressure cabin at an altitude of 12,500 feet. The shutoff valve can also
be manually actuated by the flight crew through a lever in the pilot'S side window moulding, assuring passenger
mask deployment in the event pressure switch malfunction.
An altitude compensating regulator and a pressure surge valve are both in line between the passenger mask
deployment boxes and the oxygen shutoff solenoid valve. The altitude compensating regulator reduces the
4C3
350000
Page 1
PIPER AIRCRAFT
PA-42/42-720
oxygen supply pressure to the mask deployment boxes at lower altitudes, and reduces the oxygen mask flow.
This feature allows a smaller oxygen cylinder to be used, yet still obtain the required 10 minute duration.
The increased duration requirements for the optional FAR 135 system operation are achieved by increasing the
oxygen cylinder capacity from 22 cubic foot to 60 cubic foot, by combining a 49 cubic foot cylinder and an 11
cubic foot cylinder. All aspects of system operation are the same as the FAR 91 system and no other changes are
made to the oxygen system other than an increase in capacity.
TROUBLESHOOTING (Chart 3501)
CHART 3501. TROUBLESHOOTING (OXYGEN SYSTEM)
No indication of pressure Cylinder empty or leak in If empty-refill. If discharge
on pressure gauge. system has exhausted indicator disk ruptured do not
pressure. refill refer below.
Pressure gauge defective. Replace pressure gauge.
Defective regulator. Replace regulator.
Pressure indication Oxygen cylinder regulator Replace regulator assembly.
nonnal but no oxygen assembly defective.
flowing.
Control out of adjustment. Adjust control. (PA-42 only)
Offensive odors in Cylinder pressure below Purge the oxygen system.
oxygen. 50 psi.
Foreign matter has
entered the system during
previous servicing.
Rupture of green overboard Oxygen system leaking Remove oxygen cylinder and
discharge indicator. regulator and return to qualified
overhaul facility replace
ruptured disk.
SAFETY PRECAUTIONS
Utmost care must be exercised in servicing, handling and inspecting the oxygen system. A fully charged
oxygen cylinder contains enough pressure to cause serious injury to personnel and damage to equipment. Keep
hands, tools, and working area clean and post no smoking signs. Keep all components of the system free from
oil, grease, fuel and all readily combustible material. Never allow electrical equipment to come in contact with
the oxygen cylinder. Keep fire and heat away from oxygen equipment, and be sure not to generate sparks with
carelessly handled tools. After servicing or functionally testing the oxygen system, DO NOT smoke for 10-13
minutes, since the oxygen could penneate clothing. When servicing the oxygen system, or when perfonning any
functional tests on the ground, ensure the aircraft is electrically grounded and use only aviator's breathing oxygen
(MIL-O-27210 Type I).
35-00-00
Page 2
4C4
PIPER AIRCRAFT
PA-42/42-720
1. CO - PILOTS OUTLET VALVE
2. PASSENGER MASK/OUTLET OVERHEAD STORAGE COMPARTMENT
3. OXYGEN STORAGE CYLINDER
4. GREEN OVERBOARD DISCHARGE INDICATOR
5. EXTERNAL CYLINDER CHARGING VALVE
6. OXYGEN ON - OFF VALVE
7. OXYGEN SUPPLY PRESSURE GAUGE
8. PILOT OUTLET VALVE
9. OPTIONAL ELEVENTH OUTLET
Figure 35-1. Oxygen System Installation-FAR 91 (PA-42)
4C5
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PIPER AIRCRAFT
PA-42/42-720
1. CO - PILOTS OUTLET VALVE
(\
L )
9. PASSENGER ON - OFF CONTROL
Figure 35-2. Oxygen System Installation - FAR 91 (PA-42-720)
4C6
PIPER AIRCRAFT
PA-42/42-720
2
EXECUTIVE
5
COMMUTER
1. CO - PILOT OUTLET MASK
6. OXYGEN ON - OFF CONTROL
8. PASSENGER OXYGEN ON - OFF CONTROL
Figure 35-3. Oxygen System Installation - FAR 135 (PA-42)
4C7
35-00-00
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PIPER AIRCRAFT
PA42/42720
1. CO - PILOT OUTLET MASK
7. PASSENGER OXYGEN ON - OFF CONTROL
Figure 35-4. Oxygen System Installation- 60 Cu. Ft. Capacity - (PA-42-720)
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4C8
4--11
PIPER AIRCRAFT
PA-42/42-720
1. FRAME
2. VISUAL INDICATING DISC
3. SNAP RING
4. SKIN OF AIRCRAFT
Figure 35-5. Visual Indicating Disc
CREW AND PASSENGER
OVERBOARD DISCHARGE INDICATOR
The green visual indicating disc is located on the belly of the nose section, under the baggage compartment
area. (Figure 35-1 thru Figure 35-4)
1. RemovallInstallation.
a. Removal.
-WARNING-
REFER TO SECTION TITLED PRECAUTIONS BEFORE
PERFORMING ANY MAINTENANCE ON OXYGEN SYSTEM.
-NOTE-
If cylinder safety disc has ruptured, remove cylinder per section titled
Supply Cylinder. Return cylinder and valve assembly to qualified
overhaul depot.
(1) Remove snap ring holding visual indicating disc in place. Remove disc or any remaining pieces if
disc was blown out.
(2) Check frame and dump outlet for damage if disc was blown out. Repair as required.
(3) Flush/purge, if required.
b. Installation.
(1) Ensure dump outlet is clean.
(2) Insert visual indicating disc into frame.
(3) Install snap ring.
(4) Install cylinder per section titled Supply Cylinder, if cylinder was removed.
4C9
35-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
TESTING FOR LEAKS
Use detector fluid (MIL-L-25567C) solution and shake to obtain suds or foam. Apply suds or foam sparingly
to joints of a closed system. Look for bubbles; no visible leakage should be found. Repair or replace defective
parts and retest system. With system pressurized to service pressure, further tests are possible. The rate of any
leak can not exceed one percent of total supply per 24 hour period. All traces of detector fluid must be wiped off
at conclusion of test.
-WARNING-
DURING TEST PROCEDURE, CABIN WILL FILL WITH
EXCESS, UNUSED OXYGEN. DO NOT ACTUATE ANY
ELECTRICAL SWITCHES OR ALLOW ANY COMBUSTION TO
OCCUR.
An alternate method using nitrogen is as follows:
1. Disconnect pilot's and copilot's oxygen mask lines from their outlets.
2. Inspect passenger outlets to assure all lanyard pins are installed.
3. In the cockpit, locate PASSENGER OXYGEN control and move handle to ON position. (PA-42 only)
4. Disconnect low pressure oxygen line from regulator attached to oxygen cylinder.
5. Obtain a bottle of clean, dry nitrogen with a manual shutoff valve and a sensitive pressure gauge.
6. Pressurize system to 100 10 psig; ensure pressure holds. Pressure decay is not acceptable.
7. If pressure decrease is observed, apply leak detector solution sparingly at all joints and outlets. Look for
bubbles and repair any leaks.
8. Wipe off any detector solution following the test. Reconnect low pressure oxygen line to the oxygen
cylinder regulator.
9. To purge nitrogen from the system, connect all oxygen masks to their outlets, pull lanyard pins, and tum on
oxygen for a minimum of three minutes before shutting it off.
10. Clean cabin after purging lines, before operating any equipment.
11. Return all masks and lanyard pins to their normal positions. Reinstall panels and hardware.
MAINTENANCE
1. Ensure all lines have sufficient clearance between adjacent structures and are secured in place. Also ensure
cylinder is securely mounted.
2. Check cylinder for ICC-identification number and for date of last FAA inspection and test.
3. If cylinder is empty, disassemble and inspect it in an FAA approved facility before recharging.
4. Any defective lines must be replace with factory replacements.
5. Clean all lines and fittings.
6. Use Ribbon Dope Thread Sealant (Permacel 412) on male ends of fittings only. Wrap thread with 1/4 inch
or more overlap in direction of thread spiral beginning with the second thread on fitting. Avoid getting
sealant into lines. After joint is made, remove excess sealant.
35-10-00
Page 2
4C10
PIPER AIRCRAFT
PA-42/42-720
CHART 3502. OXYGEN SYSTEM COMPONENTS LIMITS
PARTS INSPECTION ACTION
Regulator 300 Flight Hrs Overhaul every 5 years.
Masks Each Use Replace as necessary.
DOT 3AA 1800 Oxygen Every 5 Years Hydrostatic Test
Cylinder
DOT 3HT 1850 Oxygen Every 3 Years Hydrostatic Test; retire from
Cylinder service after 24 years or 4,380
filling cycles (partial or full
pressurization).
CLEANING OPERATIONS
To remove oil and grease from tubing and fittings, use one of the following cleaning methods:
1. First Method:
a. A vapor degreaser with stabilized Trichlorethylene, conforming to specification MIL-T-7003, (or freon
TMC) is used.
b. Blow tubing clean and dry with a stream of dry nitrogen. Ensure that interior of tubing and fittings are
thoroughly cleaned.
2. Second Method:
a. Flush with naphtha, conforming to specification TT-N-95.
b. Blow clean and dry off all solvent with water pumped air.
c. Flush with anti-icing fluid, conforming to specification MIL-F-566, or anhydrous ethyl alcohol.
d. Rinse thoroughly with fresh water.
e. Dry thoroughly with a stream of clean, dried, filtered air, or by heating at a temperature of 250 to
300F.
f. The solvents can be reused, provided they are not excessively contaminated with oil. To determine
contamination, continue as follows:
(1) Complete evaporate 100 milliliters of the liquid in a weighed glass dish. Evaporation is
accomplished by heating at 200F for approximately 112 hour.
(2) After evaporation, cool and weigh the residue. The solvent can not be used if residue exceeds 100
milligrams.
3. Third Method:
a. Flush with hot, inhibited alkaline cleaner until oil and grease free.
b. Rinse thoroughly with fresh water.
c. Dry thoroughly with a stream of clean, dry, filtered air, or by heating at a temperature of 250 to 300F.
REMOVAL OF OUTLETS
1. Using a suitable spanner wrench, remove outer half of outlet.
2. Remove screws holding trim panel. Remove panel and the outlet from the low pressure line.
4C11
35-10-00
Page 03
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF OUTLETS
1. Apply sealant (pennacel #412 - Ribbon Dope Thread Sealant) to male end of fitting.
2. Connect outlet to lower pressure line.
3. Position trim panel. Secure with screws.
4. Position outer half outlet. Secure with suitable sparmer wrench.
5. Torque fittings into outlets approximately 30 inch-pounds. Do not over-torque, damaging outlet.
PURGING THE SYSTEM
The system must be purged whenever cylinder pressure falls below 50 psi, when lines are left open for any
length oftime, or if any offensive odors exist. Use the following procedure to purge system:
1. Park airplane in a NO SMOKING area and exercise extreme caution.
2. Keep all doors and windows open.
3. Be sure all electrical systems are shut off.
4. Connect oxygen recharging unit to filler valve.
5. Tum on system.
6. Set recharging unit pressure regulator to deliver 50 psi, and let system purge for one hour. If any odor still
exists, repeat procedure for one or more hours. If odor persists after second purging, replace cylinder.
CLEANING OF FACE MASKS
The pilot's, copilot's, and passenger masks are cleaned as follows:
1. Remove microphone from mask.
2. Remove sponge rubber discs from mask turrents. Do not use soap to clean sponge rubber discs, which
could deteriorate the rubber and give off unpleasant odors. Clean in clear water and squeeze dry.
3. Wash remainder of mask with a mild solution of soap and water.
4. Rinse mask thoroughly to remove all soap.
5. Ensure sides of the breathing bag do not stick together while drying, which decrease life of the rubber in the
bag. The mask can be sterilized with a solution of 70 percent ethyl alcohol.
REMOVAL OF OXYGEN CYLINDER AND REGULATOR
The cylinder and regulator are located in the nose baggage compartment on the aft bulkhead. Use the
following steps to remove cylinder and regulator from airplane:
-CAUTION-
ENSURE VALVE ON CYLINDER IS CLOSED, BEFORE
DISCONNECTING ANY LINES FROM REGULATOR, AND
OBSERVE ALL SAFETY PRECAUTIONS RELATED TO
OXYGEN SYSTEM HANDLING AND SERVICING.
1. Disconnect control cable and pressure lines from cylinder, and disconnect cable attached to bulkhead.
2. Support cylinder; loosen and separate clamps holding cylinder in place.
3. Remove cylinder from airplane. Do not bump neck of cylinder and regulator.
4. If cylinder is completely empty (no pressure), the regulator can be removed.
5. Inspect cylinder and regulator according to AC-43-13-1A.
35-10-00
Page 4
4C12
1/8 MIN __ IT
1/8 MIN
SKETCH A
PIPER AIRCRAFT
PA .. 42/42 .. 720
[-----
SKETCH B
CORRECT INCORRECT
SKETCH D
THE FOLLOWING RULES MUST BE FOLLOWED WHEN INSTALLING OXYGEN PLUMBING
1. ALL INSTALLED OXYGEN PLUMBING SHALL BE ABOVE AND AT LEAST 6 INCHES
FROM ALL HYDRAULIC AND FUEL PLUMBING.
2. THERE SHALL BE AT LEAST TWO INCHES MINIMUM CLEARANCE BETWEEN ALL
OXYGEN PLUMBING AND COMPONENTS AN D ANY AIRCRAFT MOVING PARTS IN
AREAS WHERE FUEL OR HYDRAULIC PLUMBING AND ELECTRICAL WIRING EXIST.
ALL OXYGEN PLUMBING AND COMPONENTS SHALL BE AT LEAST 12 INCHES FROM
PRIMARY FLIGHT CONTROLS AND ENGINE CONTROLS.
3. WHERE POSSIBLE, ALL OXYGEN PLUMBING AND COMPARTMENTS SHALL BE AT
LEAST 6 INCHES FROM ELECTRICAL WIRING AND COMPONENTS. WHERE IT IS NOT
POSSIBLE TO MAINTAIN 6 INCHES CLEARANCE, A 2 INCH CLEARANCE IS NOT
POSSIBLE BOTH THE WIRING AND THE OXYGEN COMPONENTS MUST BE
PROTECTED WITH ADDITIONAL INSULATION AND BE SUPPORTED IN SUCH A
MANNER THAT THEY CANNOT BE DEFLECTED TO WITHIN 1/2 INCH OF EACH
OTHER.
Figure 35-6. Oxygen Tubing Installations
4C13
351000
PageS
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF OXYGEN CYLINDER AND REGULATOR
1. With regulator attached to cylinder. place cylinder into airplane through the baggage compartment with
regulator facing towards access opening. Do not bump regulator and cylinder during installation.
2. Position cylinder so the control on regulator aligns with control cable.
3. Secure cylinder in place by connecting and tightening two clamps.
4. Connect pressure lines and control cable to regulator.
5. Recharge oxygen cylinder. (Refer to Chapter 12 in this manual for instructions on replenishing oxygen
supply.
REMOVAL OF CHARGING VALVE
1. Open access door located at fuselage station 22.64.
2. Ensure that regulator valve is closed.
3. Disconnect connector from charging valve.
4. Remove three nuts and bolts holding charging valve in place and remove valve through access door on the
outside of fuselage.
INSTALLATION OF CHARGING VALVE
1. Place valve into position through access door on the outside of airplane. Secure with three bolts and nuts.
2. Connect connector to valve using thread sealant and instructions given in paragraph titled Maintenance.
3. Secure access panel.
REMOVAL OF PRESSURE GAUGE
Ensure that control valve is closed and no pressure exists in system.
1. Disconnect line from back of pressure gauge.
2. Loosen and remove retainer nut and clamp holding gauge in place.
3. Pull gauge out from front of panel.
INSTALLATION OF PRESSURE GAUGE
1. Place gauge into panel from the front and replace clamp and retainer nut on back of gauge. Be sure gauge is
positioned properly before tightening clamp.
2. Reconnect line at the rear of gauge.
35-10-00
Page 6
4C14
PIPER AIRCRAFT
PA-42/ 42-720
1. SPRING
2. CAP
3. O-RING
4. DIAPHRAGM PLATE
5. SEAT
6. BODY
7. FILTER
8. DIAPHRAGM
Figure 35-7 Surge Valve (Cross Section)
SURGE VALVE REMOVAL AND INSTALLATION (Refer to Figure 35-7.)
1. Close the control valve and depressurize the oxygen system as required
2. Remove the surge valve in accordance with good shop practice.
6
3. Check the operation of the system. If a malfunction of the surge valve is found, dissemble the valve to the
extent necessary for the removal of the defective part. (diaphragm, o-ring, or spring).
4. Inspect the fIlter in the inlet port. If required, clean the assembled body and sintered fIlter in an ultrasonic
cleaner. Ensure that detail parts do not cone into contact with hydrocarbon - base materials (solvents, oil,
grease, etc.).
5. Reassemble using new o-ring and serviceable replacement parts as required.
6. Install the surge valve in the reverse order of removal.
7. Pressurize and test the system for leaks.
4C15
351000
Page 7
351000
Page 8
PIPER AIRCRAFT
PA42/42 720
GRIDS 4C16 THRU 4C18
4C16
CHAPTER
PNEUMATIC
4C19
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 36 - PNEUMATIC
SUB-SYSTEM SUBJECT
36-00-00 PNEUMATIC SYSTEM
36-00-00 General Description and Operation
36-10-00 DISTRIBUTION
36-10-00 Component Detailed Descriptions
36-10-00 Removal of Bleed Air Shutoff Valve
36-10-00 Installation of Bleed Air Shutoff Valve
36-10-00 Removal of Intercooler
36-10-00 Installation of Intercooler
36-10-00 Removal of Bleed Air Overtemperature Switches
36-10-00 Installation of Bleed Air Overtemperature Switches
36-10-00 Removal of Pneumatic System Check Valves
36-10-00 Installation of Pneumatic System Check Valves
36-10-00 Removal of Pressure Regulator and Relief Valve
36-10-00 Installation of Pressure Regulator and Relief Valve
36-10-00 Removal of Ejector
36-10-00 Installation of Ejector
36-10-00 Removal of Deicer Valves
36-10-00 Installation of Deicer Valves
36-10-00 Removal of Pressure Switches
36-10-00 Installation of Pressure Switches
36-10-00 Removal of Check Valve
36-10-00 Installation of Check Valve
36-10-00 Removal of Vacuum Regulator
36-10-00 Installation of Vacuum Regulator
36-10-00 Removal of Gyro Central Air Inlet Filter
36-10-00 Installation of Gyro Central Air Inlet Filter
36-10-00 Proof Pressure and Leakage Test of Pneumatic Lines (PA42)
GRID
NO. EFFECTIVITY
4C21
4C21
4C21
4C23
4C23
4C23
4C23
4C23
4D2
4D2
4D2
4D2
4D2
4D3
4D3
4D3
4D3
4D3
404
404
404
404
404
404
4D5
4D5
4D5
36-10-00 Proof Pressure and Leakage Test of Pneumatic Lines (42-720) 4D6
4C20
36 - CootJ Effect.
Page 1
PNEUMATIC SYSTEM
PIPER AIRCRAFT
PA42/42720
Pneumatic system pressure is obtained from bleed air outlets of each engine compressor stage. Bleed air for
the pneumatic system is taken from the main bleed line upstream of the environmental system bleed air shutoff
valve. Pneumatic system bleed air is supplied when the engines are operating and cannot be shut off. The bleed
air moves onto the intercoolers, located in the engine nacelles, where the hot bleed air temperature is cooled to
below 200
0
P by an air to air heat exchange process. Overtemperature switches, normally open, are installed at
the outlets of the intercoolers. These switches, set to close at temperatures of 425P or higher, warn the pilot of
an overtemperature condition.
The pressurized bleed air is routed into the fuselage, under the floor area, and through pneumatic system lines
with check valves to prevent reverse flow to non-operating engine. The pressurized air enters a pressure
regulator, which regulates pressure to 18 1 psig for deicer boot operation, door seal operation, operation of the
cabin pressure control ejector/regulator, and supplies a source of air through the ejector. This creates a vacuum
for gyro instruments operation. A relief valve in the pressure regulator relieves system pressure at 20.5 to 22 psig
if the pressure regulator fails. Air from the pressure regulator also goes to the deicer system valves, which are
normally closed, and provides a vacuum through an integral ejector the holds the deicer boots down. When the
deicer timer is energized, the solenoid valve on the deicer valve opens and allows pressurized air to inflate the
boots. Pressure switches which are normally open close when the boots reach a pressure of 15 1 psig, indicating
boot inflation to the pilot. When the timer de-energizes the solenoid valves on the deicer valves, boot pressure is
dumped and vacuum is reapplied to the boots.
A check valve is installed in the vacuum line from the gyros, preventing a reverse flow in the vacuum line to
the gyros. A vacuum regulator, placed in the gyro instrument line, regulates vacuum at 4.5 to 5.4 in. Hg
referenced to cabin pressure. An inlet filter is provided at the inlet of gyro vacuum source. Pneumatic pressure
and suction gauges are mounted in the instrument panel.
The cabin door seal is controlled by a solenoid valve, which opens to pressurize the seal when the door is
closed, and dumps pressure from the seal when the door is opened.
The bleed air system for the PA-42-720 is an adaption of the PA-42 bleed air system, except changes are made
adapting the existing aircraft bleed air and environmental control systems to an engine with a two stage bleed air
capability. The modifications provide a regulated supply of engine bleed air for aircraft pressurization and
environmental and pneumatic systems operations from sea level to 35,000 feet. The bleed air is conditioned for
cooling, heating, and ventilating by the same environmental control unit used on the PA-42.
The ECU bleed air supply system for the PA-42-720 uses two bleed air mixing and regulating shutoff valves.
These valves provide positive bleed air shutoff for both the high and low engine bleed air flow, and regulate bleed
air to two preset pressure levels (18 psig and 31 psig). One valve is located in each nacelle, forward of the
firewall. The bleed air mixing valves also provide the use of high and low engine bleed air by mixing in an
ejector. High pressure bleed air provides the motive flow through the ejector nozzle, entraining the low pressure
bleed air in the mixing throat of the ejector. The valve regulator section maintains the outlet pressure selected by
the pilot at 18 psig or 31 psig. The regulator adjusts flow of high pressure bleed air to the minimum amount
required to bring bleed air mix up to selected pressure.
4C21
36-00-00
Page 1
DISTRIBUTION
PIPER AIRCRAFT
PA42/42720
The following is a list of various components used to distribute, control, and regulate the pneumatic air source
in this aitplane.
DETAILED DESCRIPTIONS
1. Bleed Air Shutoff Valve: (Figure 36-1)
The bleed air shutoff valve is located aft of the engine fireseal, on the left side, at station 89.71. The valve
operates over the range of ambient temperature (-65P to +300
0
P) at altitude from sea level to 33,000 feet.
The valve shuts off the airflow during engine starts and as desired by the pilot.
2. Intercooler: (Figure 36-1)
The intercooler is located aft of the engine firewall, at the outboard side of station 106.00. The intercooler
cools pneumatic system bleed air to temperatures below 200
o
P, using ram airflow for cooling.
3. Bleed Air Overtemperature Switches: (Pigure 36-1)
The bleed air overtemperature switches are located aft of the engine firewall, in the pneumatic lines at
station 106.00. These switches close at temperatures of 425P or higher, warning the pilot of
overtemperature conditions.
4. Pneumatic System Check Valves: (Figure 36-1)
The pneumatic check valves are located below the cabin floor at fuselage station 151.30. The valves
prevent reverse flow of pneumatic air into a non-operating engine.
5. The pressure regulator and relief valve are located below the cabin floor between fuselage stations 151.30
and 162.60. The pressure regulator regulates bleed air pressure to 18 1 psig for deicer boot operation, and
supplies a source of air through the ejector, creating a vacuum for gyro instrument operation. A relief valve
in the pressure regulator is set to relieve system pressure at 20.5 to 22 psig, if the pressure regulator fails.
6. Ejector: (Figure 36-1)
The ejector is located below the cabin floor between fuselage stations 151.30 and 162.60. The ejector
provides a vacuum source to operate all gyros.
7. Deicer Valves: (Figure 36-1)
The deicer valves are located below the cabin floor between fuselage stations 151.30 and 162.60. One valve
is used for wing boots, the other for tail boots. The valves, normally closed, provide a vacuum through an
integral ejector, holding deicer boots down. When the deicer timer is energized, the solenoid valve on the
deicer valve opens and allows pressurized air to inflate the boots. When the solenoid is de-energized,
pressure from the deicer boots is dumped and vacuum is applied.
8. Pressure Switches: (Figure 36-1)
The pressure switches indicate boot inflation to the pilot, and when the boot pressure reaches 15 1 psig,
the applicable switch closes. One pressure switch is located in the left wing leading edge at wing station
97.50 and is used for wing boots. The second switch is located in the tail section at fuselage station 321.00
and is used for the tail surface boots. The switches tum on indicator lights at the top of the copilot's circuit
breaker panel to indicate proper operation of the deice system.
9. Check Valve: (Figure 36-1)
The check valve is located in the cockpit, behind the left side of the instrument panel at fuselage station
66.50. The check valve prevents reverse flow from the vacuum line to gyros.
10. Vacuum Regulator: (Figure 36-1)
The vacuum regulator is located in the cockpit, behind the left side of the instrument panel at fuselage
station 66.50. The vacuum regulator regulates vacuum for spinning the gyros at 4.5 to 5.2 inches of
mercury, reference to cabin pressure.
4C22
361000
Page 1
PIPER AIRCRAFT
PA-42/42-720
11. Gyro Inlet Filter: (Figure 36-1)
The gyro inlet fIlter is located in the cockpit, behind the left side of the instrument panel at fuselage station
66.50. The inlet fIlter fIlters cabin air inlet to gyros to 0.3 micron particles at 99% efficiency.
12. Pneumatic Pressure Gauge: (Figure 36-1)
The pneumatic pressure gauge is located in the cockpit, on the upper left side of the instrument panel. The
pneumatic pressure gauge displays pneumatic system pressure to the pilot.
13. Suction Gauge: (Figure 36-1)
The suction gauge is located in the cockpit, on the upper left side of the instrument panel. The suction
gauge displays gyro vacuum to the pilot.
14. Door Seal System: (Chapter 52, of this manual, for detailed information.)
Bleed air, fed to the pneumatic system pressure regulator/relief, is regulated and routed to the door seal
through a three way valve. This valve directs regulated air to the door seal at pressurization and dumps
pressure overboard when it is not desired.
REMOVAL OF BLEED AIR SHUTOFF VALVE
1. Remove top cowl of affected engine to gain access to shutoff valve on the left side of engine.
2. Remove safety wire and bolts to remove couplings securing valve assembly in bleed line.
3. Disconnect electrical connector from valve.
4. Remove valve from nacelle.
INSTALLATION OF BLEED AIR SHUTOFF VALVE
-NOTE-
If leakage occurs at couplings, line the flanges with teflon tape thread
sealant, (Refer to List of Consumable Materials in Chapter 91.)
making sure tape is placed 1/16 inch from the edge of the flange to
prevent ingestion of tape in system.
1. Install new valve in position and secure couplings. Torque coupling bolts to 35-45 inch-pounds and safety
wire.
2. Install electrical connector to valve.
REMOVAL OF INTERCOOLER
1. Remove turtleback cowl to gain access to intercooler, being sure to remove screws securing the inlet and
outlet ducts. (Refer to Chapter 54.)
2. Disconnect and remove all ducts and plumbing.
3. Remove screws around flange of the intercooler. Withdraw assembly from firewall.
INSTALLATION OF INTERCOOLER
1. Mount intercooler and cooling air inlet duct to firewall with screws previously removed.
2. Using a new gasket at the intercooler/outlet duct interface (refer to parts catalog), mount cooling air outlet
duct with screws previously removed.
3. Connect plumbing to intercooler.
4. If separated, reconnect inlet duct coupling to ram air inlet scoop. Connect ram air scoop to bottom cowl.
5. Replace cowl and install screws securing outlet duct to cowl.
361000
Page 2
4C23
PIPER AIRCRAFT
PA-42/42-720
ENGINE BLEED PORT
9
ENGINE BLEED PORT
TO VACUUM YSTEM
7
DOOR SEAL
DE-ICE BOOT
1. BLEED AIR CHECK AND SHUTOFF VALVE
2. INTERCOOLER
3. BLEED AIR OVERTEMPERATURE SWITCH (N.O.)
4. PNEUMATIC SYSTEM CHECK VALVE
5. PRESSURE REGULATOR
6. EJECTOR
7. DEICER VALVE (N.C.)
8. PRESSURE SWITCH (N.O) 17 1 PSI
9. PRESSURE GAUGE
Figure 36-1. Pneumatic System Schematic (PA-42)
4C24
36-10-00
Page 3
PIPER AIRCRAFT
PA42/42720
PILOTS TURN AND BANK INDICATOR
r--+-DIRECTIONAL GYRO
GYRO HORIZON
1. BLEED AIR SHUTOFF/REGULATING VALVE 10. EJECTOR
2. BLEED AIR INTERCOOLER 11. DOOR SEAL SOLENOID VALVE
3. BLEED AIR OVERTEMPERATURE SWITCH 12. TURN AND BANK TRIM VALVE
4. PNEUMATIC SUCTION GAUGE 13. GROUND BLEED AIR BYPASS VALVE
5. GYRO INLET AIR FILTER 14. DEICE BOOTS
6. VACUUM REGULATOR VALVE 15. DEICE VALVE
7. PNEUMATIC SYSTEM CHECK VALVES 16. DEICE VALVE
8. CHECK VALVE 17. PRESSURE SWITCH (N.O.) 17 1 PSI
9. PRESSURE REGULATOR/RELIEF VALVE
Figure 36-1. Pneumatic System Schematic (continued) (PA-42-720)
36-10-00
Page 4
401
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF BLEED AIR OVERTEMPERATURE SWITCHES
1. Remove turtleback cowl to gain access to switch.
2. Disconnect electrical leads from switch.
-NOTE-
Note position of each wire removed to facilitate installation.
3. Unscrew switch from receptacle.
4. Remove switch and O-ring.
INSTALLATION OF BLEED AIR OVERTEMPERATURE SWITCHES
-NOTE-
Apply silicone lubricant sparingly to all O-rings. Avoid getting
lubricant inside tubes.
1. Refer to parts catalog and install new O-ring in receptacle.
2. Screw switch into its receptacle.
3. Connect wires to their proper place on switch.
REMOVAL OF PNEUMATIC SYSTEM CHECK VALVES
1. Gain access to check valves by removing the floor panels on the right side of fuselage between fuselage
stations 140.00 and 151.30.
2. Disconnect pneumatic air supply lines from valves.
3. Unscrew valves with O-rings from fitting assembly.
INSTALLATION OF PNEUMATIC SYSTEM CHECK VALVES
1. Install new valve with new gasket to fitting assembly.
2. Connect pneumatic air supply lines to valves.
3. Install floor panels, carpet, and seats.
REMOVAL OF PRESSURE REGULATOR AND RELIEF VALVE
1. Gain access to the pressure regulator and relief valve by removing floor panels on the right side of fuselage,
between fuselage stations 151.30 and 162.60.
2. Disconnect union and elbow from pressure regulator and relief valve by unscrewing nuts.
3. Remove cup assembly by loosening hose clamp.
4. Remove four bolts with washers securing regulator to bracket.
5. Remove pressure regulator and relief valve
402
36-10-00
PageS
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF PRESSURE REGULATOR AND RELIEF VALVE
1. Place pressure regulator and relief valve in position. Secure with bolts and washers previously removed.
Ensure washers are installed under bolt heads.
-NOTE-
Apply silicone lubricant sparingly to all O-rings. Avoid getting
lubricant inside tubes.
3. Connect union and elbow with new O-rings to pressure regulator and relief valve.
4. Install floor panels, carpet, and seats.
REMOVAL OF EJECTOR
1. For removal of ejector, remove right side floor panels between fuselage stations 151.3, 162.6, and the aft,
lower, wing to fuselage fairing for access to its outlet.
2. While at the root, remove nut from ejector outlet.
3. Disconnect lines. Open clamp securing ejector to bracket assembly.
4. Remove ejector by sliding assembly through the hole in fuselage.
INSTALLATION OF EJECTOR
1. With ejector in position, secure clamp. Reinstall all lines previously removed.
2. Install appropriate nut at ejector outlet and wing to fuselage fairing.
3. Install floor panels, carpet and seats.
REMOVAL OF DEICER VALVES
1. Gain access to deicer valves by removing center floor panel between FS 151.30 and 162.60.
2. Disconnect all lines at deicer valve being removed.
3. Disconnect electrical leads from valve being removed.
4. Remove screws securing assembly in position.
5. Remove deicer valve.
INSTALLATION OF DEICER VALVES
1. Install new valve in position. Secure with screws previously removed.
2. Connect electrical leads to their proper position.
3. Connect all lines disconnected from valve during removal.
4. Install floor panel and carpet.
3. Remove pressure switch.
361000
Page 6
403
PIPER AIRCRAFT
PA42/42720
REMOVAL OF PRESSURE SWITCHES
1. The pressure switches are accessible as follows:
a. To gain access to the pressure switch for outboard wing boots, remove turtleback cowl and intercooler
outlet duct.
b. The pressure switch for tail and inboard wing boots is accessible through the forward tail access
opening, near the top of the aft pressure bulkhead.
2. Disconnect electrical wiring and pressure lines from switch.
INSTALLATION OF PRESSURE SWITCHES
1. Install new switch. Secure lines with hose clamps previously removed.
2. Connect electrical wiring to their proper positions.
3. Install any panels, cowls, or other hardware removed.
REMOVAL OF CHECK VALVE
1. Remove center instrument panel for access to check valve.
2. Remove clamps securing valve in position. Remove lines from valve.
3. Remove check valve.
INSTALLATION OF CHECK VALVE
1. Install new valve.
2. Connect and secure lines to valve.
3. Replace center instrument panel. Reinstall other hardware removed.
REMOVAL OF VACUUM REGULATOR
1. Remove or hand copilot's instrument panel to gain access to regulator.
2. Disconnect all lines from vacuum regulator.
3. Remove vacuum regulator.
INSTALLATION OF VACUUM REGULATOR
1. Install vacuum regulator.
2. Connect all lines to vacuum regulator.
3. Replace copilot's instrument panel and other hardware removed. Refer to Chapter 37, in this manual, for
adjustment procedure.
404
36-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF GYRO CENTRAL AIR INLET FILTER
1. Remove or hang copilot's instrument panel to gain access to inlet filter.
2. Disconnect lines from inlet filter.
3. Remove inlet fIlter by removing central retaining bolt retaining filter to bracket.
INSTALLATION OF GYRO CENTRAL AIR INLET FILTER
1. Install central air filter in position. Secure with washer and nut previously removed.
2. Connect all lines to inlet filter.
PROOF PRESSURE AND LEAKAGE TEST OF PNEUMATIC LINES (PA 42)
-CAUTION-
PRIOR TO PERFORMING THE PROOF PRESSURE AND
LEAKAGE TEST, PERFORM THE STATIC SYSTEM TESTS
IN CHAPTER 34, IN THIS MANUAL, TO ENSURE NO PITOT-
STATIC SYSTEM LEAKS EXISTS. CONDUCTING CABIN
PRESSURE TESTS WITH A LEAKING PITOT-STATIC
SYSTEM COULD DAMAGE DELICATE INSTRUMENTS.
1. Remove upper and lower engine cowling from left engine. (Described in Chapter 71, this manual.)
PPS60070
2. Disconnect engine bleed air lines at bleed air shutoff valve outlet on the left hand side of engine and at the
inlet of intercooler inlet hose. (Figure 36-2).
3. Connect nitrogen bottle with regulator (range 0-500 psig), a pressure gauge (0-500 psig), and a manual
shutoff valve (0-500 psig) to disconnected lines. (Figure 36-2.)
4. Remove ECU access panel from forward left side of fuselage.
5. Disconnect bleed air supply line (Figure 36-2) forward of station 57.00 pressure bulkhead.
6. Cap bleed air line.
7. Cap bleed air line at bleed air valve and ground bypass valve outlet. (Figure 36-2.)
8. Remove fuselage floorboards atF.S. 146.00.
9. Disconnect two pneumatic supply lines to check valves and cap lines (Figure 36-2).
-WARNING-
BEFORE APPLYING HIGH PRESSURE TO THE SYSTEM,
ENSURE ALL PERSONNEL ARE CLEAR, ALL CONNECTIONS
ARE TIGHT, AND HOSE ENDS ARE SECURED TO ENGINE
MOUNT WITH ROPE OR SAFETY WIRE.
10. Slowly open regulator valve on nitrogen bottle until test pressure gauge reads 300 psig (room temperature).
11. Apply nitrogen pressure at 300 psig (room temperature) to disconnected primary and secondary bleed air
lines in left nacelle for 5 minutes (Figure 36-2).
12. Conduct a complete inspection of bleed air and pneumatic supply ducting (including bleed air/ram air
intercooler) for leakage and deformation.
13. Components showing permanent deformation (indicated by loosened mounts, clamps, or distorted tubing)
must be replaced.
14. Using manual shutoff valve, close valve to isolate nitrogen bottle from the system.
36-10-00
Page 8
405
PIPER AIRCRAFT
PA-42/42-720
15. With test pressure of 300 psig trapped in ducts, monitor gauge for pressure drop.
-NOTE-
Pressure drop can not exceed 50 psig over five minutes.
16. Repeat steps 1 thru 15 for right hand supply ducts.
17. Upon completion of test, relieve pressure from system, remove nitrogen supply, shutoff valve and gauge,
reconnect engine bleed air lines, and install cowling.
18. Remove all pressure caps (installed for test only) and test equipment. Reconnect all lines and install all
floorboards and access panels previously removed.
PROOF PRESSURE AND LEAKAGE TEST OF PNEUMATIC LINES (PA42-720)
-CAUTION-
PRIOR TO PERFORMING THE PROOF PRESSURE AND
LEAKAGE TEST, PERFORM THE STATIC SYSTEM TESTS
IN CHAPTER 34, IN THIS MANUAL, TO ENSURE NO PITOT-
STATIC SYSTEM LEAKS EXISTS. CONDUCTING CABIN
PRESSURE TESTS WITH A LEAKING PITOT-STATIC
SYSTEM COULD DAMAGE DELICATE INSTRUMENTS.
1. Remove upper and lower engine cowling from left engine. (Described in Chapter 71, this manual.)
PPSli00701
2 On left and right sides, disconnect engine primary bleed air line at bleed air shutoff valve and ground bypass
valve outlets. Disconnect secondary bleed air line from ground bypass lines. (Figure 36-2.)
3. Connect nitrogen bottle with regulator (range 0-500 psig), a pressure gauge (0-500 psig), and a manual
shutoff valve (0-500 psig) to disconnected lines. (Shown in Figure 36-2.)
4. Connect nitrogen bottle with regulator (range 0-500 psig), pressure gauge (0-500 psig), and a manual
shutoff valve (0-500 psig) to disconnected primary and secondary bleed air lines in left nacelle (Figure 36-
2)
5. Remove ECU access panel from forward left side of fuselage.
6. Disconnect bleed air supply line (Figure 36-2) forward of station 57.00 pressure bulkhead.
7. Disconnect the secondary bleed air line from the emergency pressurization shut - off valve in the right hand
wing root and cap the line.
8. Cap bleed air line at bleed air valve and ground bypass valve outlet. (Figure 36-2.)
9. Remove fuselage floorboards at FS 146.00.
10. Disconnect two pneumatic supply lines to check valves and cap lines (Figure 36-2).
-WARNING-
BEFORE APPLYING HIGH PRESSURE TO THE SYSTEM,
ENSURE ALL PERSONNEL ARE CLEAR, ALL CONNECTIONS
ARE TIGHT, AND HOSE ENDS ARE SECURED TO ENGINE
MOUNT WITH ROPE OR SAFETY WIRE.
406
36-10-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
11. Slowly open regulator valve on nitrogen bottle until test pressure gauge reads 300 psig (room temperature).
12. Apply nitrogen pressure at 300 psig (room temperature) to disconnected primary and secondary bleed air
lines in left nacelle for 5 minutes (Figure 36-2).
13. Conduct a complete inspection of bleed air and pneumatic supply ducting (including bleed air/ram air
intercooler) for leakage and deformation.
14. Components showing permanent deformation (indicated by loosened mounts, clamps, or distorted tubing)
must be replaced.
15. Using manual shutoff valve, close valve to isolate nitrogen bottle from the system.
16. With test pressure of 300 psig trapped in ducts, monitor gauge for pressure drop.
-NOTE-
Pressure drop can not exceed 50 psig over five minutes.
17. Repeat steps 1 thm 16 for right hand supply ducts.
18. Upon completion of test, relieve pressure from system, remove nitrogen supply, shutoff valve and gauge,
reconnect engine bleed air lines, and install cowling.
19. Remove all pressure caps (installed for test only) and test equipment. Reconnect all lines and install all
floorboards and access panels previously removed.
361000
Page 10
407
PIPER AIRCRAFT
PA-42/42-720
\\

.L
8
"':'"
"''''
- --"'''' ----_/
9
1. ENGINE BLEED AIR PORT
2. BLEED AIR SHUTOFF VALVE
3. REGULATED NITROGEN SUPPLY
4. MANUAL SHUTOFF VALVE (TEST ONLY)
5. PRESSURE GAUGE (TEST ONLY)
6. INTERCOOLER
7. PRESSURE REGULATOR AND SHUTOFF VALVE
8. PNEUMATIC SUPPLY LINES
9. BLEED AIR VALVES
10. PRESSURE CAP
11. CHECK VALVES
10
r, ....
,r
I
"
'I
I,
I
d
II
'I
I
, '
I
10 I,

JJ. 11
Figure 36-2. Proof Pressure and Leakage Test Setup (PA-42)
408
361000
Page 11
7
36-10-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
2
3
l ( ,
I I "
I I '-I
I I
I 11 I
I I
I I 12
I ~ I I
~ : ~ 11 ~ 8
I /\' I
L __
12 1
1. ENGINE BLEED AIR PORTS
2. BLEED AIR SHUTOFF VALVE
3. GROUND BY PASS
4. PRESSURE GAUGE ( TEST ONLY)
5. MANUAL SHUTOFF (TEST ONLY)
6. NITROGEN SUPPLY REGULATOR
7. NITROGEN BODLE
8. INTERCOOLER
9. BLEED AIR LINES
10. PNEUMATIC SUPPLY LINES
11. CHECK VALVES
12. PRESSURE CAPS
Figure 36-2. Proof Pressure and Leakage Test Setup (continued) (PA-42-720)
409

FUS.
STA.
57.00
BLEED
AIR
SUPPLY
LINE
I
\
rl.
PIPER AIRCRAFT
PA-42/42-720
PRESSURE
REGULATOR
. .:-::.:.-.-- .... -.... -.......... -----....... -..... ---.... ----... -.. -...... ---.. _ .. _ .... -... -----
LEFT SIDE - FORWARD FUSELAGE
AND "-----
SHUTOFF CABIN PRESSURE IN
VALVE 1 1/4 INCH SUPPLY

u _ -:'PRESSURE TEST ADAPT
-..J
,'-- WATER SEPARATOR
PA42-720
Figure 36-2. Proof Pressure and Leakage Test Setup (continued)
4010
36-10-00
Page 13
36-10-00
Page 14
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4Dll THRU 4D13
4011
CHAPTER
VACUUM
4014
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER37-VACUUM
SUB-SYSTEM SUBJECT
37-00-00
37-00-00
37-00-00
37-10-00
37-20-00
37-20-00
37-20-00
37-20-00
GENERAL
Description
Troubleshooting
DISTRIBUTION
INDICATING
Vacuum System Test
Vacuum Regulator Adjustment
Instruments Removal
4015
GRID
NO.
4D16
4D16
4D16
4D17
4018
4018
4019
4019
EFFECTIVITY
37 - ContJ Effect.
Page -1
PIPER AIRCRAFT
PA .. 42/42 .. 720
GENERAL
DESCRIPTION
The gyro-vacuum system functions by bleed air being forced through a venturi device called an ejector. As the
primary bleed air flow is forced through the ejector, a decrease in pressure develops providing the secondary
flow. The secondary flow acts as the source of air to the system. (Shown in Figure 37-1.)
The inlet for secondary flow is located behind the instrument panel. Attached to the inlet, a filter cleans air
down to 0.3 micron particles with a 99% efficiency.
The vacuum is controlled on the vacuum side of the instruments by a vacuum regulator and check valve. The
regulator maintains vacuum between 4.5 and 5.2 inch mercury, relative to cabin pressure. On the vacuum side of
the regulator, a check valve is built into the line, preventing reverse flow to gyro instruments.
The vacuum system operates the pilots tum and bank indicator. A suction gauge, located on the lower left of
the pilot's instrument panel, indicates negative pressure in the vacuum system.
TROUBLESHOOTING
CHART 3701. TROUBLESHOOTING (VACUUM SYSTEM)
Trouble Cause
Suction Gauge - pressure Blocked bleed air
drop. (pressure Gauge - nozzle to Ejector fails.
may increase.) Pilot's tum
and bank becomes Check Valve fails closed.
inaccurate.
Vacuum Regulator fails
open or closed, or the
inlet filter is clogged or
blocked.
Tubing from Ejector to
vacuum regulator failed
open or closed.
Specific vacuum instruments The tubing to the specific
tumble. instruments failed open
or closed.
4016
Remedy
Remove Ejector and blow
out nozzle.
Replace Check Valve.
Replace Regulator and/
or clean Inlet Filter.
Repair or replace Tubing.
Replace or repair tubing.
37-00-00
Page 1
PIPER AIRCRAFT
PA42/42720
DISTRIBUTION
Figure 37-1 give a finn schematic description of how the vacuum system is arranged in the aircraft.
PILOTS TURN AND BANK INDICATOR
PRESSURE GAUGE
____
(4.2 TO 5.2 IN.H.G.

1. ENGINE BLEED PORT
2. BLEED AIR CHECK AND SHUTOFF VALVE
3. INTERCOOLER
4. BLEED AIR OVERTEMPERATURE SWITCH (N.O.)
5. PRESSURE SWITCH (N.O.) 17 1 PSI
6. PNEUMATIC SYSTEM CHECK VALVE
7. PRESSURE
8. DEICER VALVE (N.C.)
10. PRESSURE SWITCH (N.O.) 17 1 PSI
11. DEICE BOOTS
B
A. VACUUM LINE TO CABIN PRESSURE
CONTROL SYSTEM
B. TO BLEED AIR AND CABIN PRESSURE
SYSTEM
Figure 37-1. Vacuum System Schematic
4017
371000
Page 1
PIPER AIRCRAFT
PA-42/42-720
INDICATING
VACUUM SYSTEM TEST (Figure 37-2) PPS6004i8F
1. Remove seats, carpeting, and floor panels on the right side of fuselage, between F. S. 117.88 and F. S. 162.0.
2. Disconnect the hose to the cabin pressure control system from the tee behind the co-pilots instrument panel.
Plug the port on the tee.
3. Disconnect vacuum supply line at the vacuum ejector under the cabin floor just forward ofF. S. 151.30.
4. Connect a vacuum pump which produces at least 20 in. Hg suction, a gauge, and shutoff valves in line with
the vacuum supply tubing from the gyros. (Figure 37-2.)
-NOTE-
To eliminate the effects of instrument case and valve leakage during
the system leak test, disconnect the hoses at the inlet and outlet of
each gyro, the suction gauge and the tum and bank adjustment valve.
Connect the two hoses from each instrument and the valve using a
piece of tubing beaded on each end and secure.
5. Attain a vacuum of 20 in. Hg on the test gauge.
6. Maintain a vacuum pressure of 20 in. Hg on the test gauge. Close both test shutoff valves. The suction
gauge can not decrease more than 1 in. Hg over 5 minutes. If the system does not hold the vacuum, check
for leaks.
7. Reinstall all lines, floor panels, seats and hoses removed or capped for this test.
T. & B. ADJUSTMENT VALVE
TEST VACUUM GAUGE
0-30 IN. H. G.
TEST
SHUTOFF
TO VALVE\
,
VACUUM
REGULATOR
\
VACUUM
PUMP
I-....L.------I+-I---[:J--l
1
(0 - 30 IN.
H. G.)
DISCONNECT
TUBING AT
VACUUM
EJECTOR
DISCONNECT HOSE t::l
TO CABIN PRESSURE /'
CONTROL SYSTEM /'
AT THIS PORT AND
PLUG PORT
GYRO INSTRUMENTS
,
___ SUCTION GAUGE
CAP
r----I-:----.I----I ~ { j FILTER
D.G.
A.G.
Figure 37-2. Vacuum System Test Setup
4D18
37-20-00
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
4D19
May 15, 2012
37-20-00
Page 2
VACUUM REGULATOR ADJUSTMENT
NOTE: Do not adjust vacuum regulator without changing the central air lter.
A. Start engines and turn ON left and right bleed air switches.
B. With one engine powered down, set the other at 75% Ng. Check vacuum gauge reading and adjust
vacuum regulator, if necessary, for not less than 4.5 in. Hg.
NOTE: Early PA-42 model vacuum regulators are located behind copilots instrument panel. Later
model locations are above copilots rudder pedals.
C. Observing proper safety precautions, advance power on both engines to a minimum 90% and ensure
vacuum gauge reads 5.4 in. Hg minimum. Adjust vacuum regulator accordingly, reduce power and
repeat step 2.
D. After establishing above parameters, apply sufficient power establishing a pressure gauge reading of
16-20 psig. Cycle deicer boots and ensure gyro vacuum indicates a steady 4.5 in. Hg, after deicer boot
cycle is turned OFF.
E. If adjustments of the pneumatic system are required, refer to Chapter 36.
INSTRUMENTS REMOVAL
Refer to Chapter 34 for instrument removal instructions.
Figure 37-3. Vacuum Regulator
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4D20 THRU 4D22
4020
37-20-00
Page 03
CHAPTER
ELECTRICAL/ELECTRONIC
PANELS
4023
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 39 - ELECTRICAL/ELECTRONIC PANELS
SYSTEM
SUB-SYSTEM SUBJECT
39-00-00 GENERAL
39-10-00 INSTRUMENT AND CONTROL PANELS
39-10-00 Instrument Panel
39-10-00 Instruments
39-10-00 Removal and Installation of Panel Mounted Instruments
39-10-00 Removal of Bezel Mounted Instruments
39-10-00 Removal of Clamp Mounted Instruments
39-10-00 Installation of Bezel Mounted Instruments
39-10-00 Installation of Clamp Mounted Instruments
39-10-00 CIRCUIT BREAKER PANELS
39-10-00 Main Circuit Breaker Panel
39-10-00 Removal of Main Circuit Breakers
39-10-00 Installation of Main Circuit Breakers
39-10-00 Testing of the Electrical Power Distribution System
39-10-00 Auxiliary Circuit Breaker Panels
39-10-00 Removal of Auxiliary Panel Circuit Breaker
(plug--in-Type)
39-10-00 Installation of Auxiliary Panel Circuit Breaker
(plug-in-Type)
39-10-00 Removal of Circuit Breaker
39-10-00 Installation of Circuit Breaker
39-10-00 OVERHEAD ENGINE CONTROL SWITCH PANEL
39-10-00 Removal of Engine Control Panel Switch
39-10-00 Installation of Engine Control Panel Switch
39-10-00 OVERHEAD METER AND SWITCH PANEL ASSEMBLY
39-10-00 Rocker Switch Removal
39-10-00 Rocker Switch Installation
39-10-00 Electrical Gauge Removal
39-10-00 Electrical Gauge Installation
39-10-00 ELECTRIC OUTSIDE AIR TEMPERATURE GAUGE
39-10-00 Removal and Installation of OAT Gauge
39-10-00 Removal and Installation of OAT Probe
39-10-00 DIMMER CONTROL ASSEMBLY
39-10-00 Removal of Dimmer Control Assembly
39-10-00 Repair of Dimmer Control Assembly
39-10-00 Installation of Dimmer Control Assembly
4024
GRID
NO.
4E2
4E2
4E2
4E2
4E2
4E2
4E2
4E2
4E2
4E4
4E4
4E4
4E4
4E5
4E8
4E8
4E8
4E8
4E8
4ElO
4ElO
4ElO
4E12
4E12
4E12
4E12
4E12
4E14
4E14
4E14
4E14
4E14
4E14
4E17
EFFECTIVITY
39 - ContJ Effect.
Page -I
CHAPTER
SECTION
SUBJECT
39-10-00
39-10-00
39-10-00
39-10-00
39-20-00
39-20-00
39-20-00
39-20-00
39-20-00
39-20-00
39-20-00
39-20-00
39-20-00
39 Conti Effect.
Page2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 39 - ELECTRICAL/ELECTRONIC PANELS (cont)
GRID
SUBJECT NO.
INSTRUMENT AND CONTROL PANELS (cont)
Clock 4E17
Control Wheel Mounted Clock (Optional) 4E17
Removal and Installation of Control Wheel
Mounted Clock 4E17
ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS 4E24
Electrical Components Locations on Electrical Panels 4E24
AVIONICS BAY 4E24
Avionics Shelves 4E24
Electroluminescent Panel Power Supply 4E24
Removal of Electroluminescent Power Supply 4E24
Installation of Electroluminescent Power Supply 4E24
Removal of Annunciator Controller 4E24
Installation of Annunciator Controller 4E24
4E1
EFFECTIVITY
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The PA-42 includes panel mounted instruments and gauges, providing the flight crew with continual monitoring
of engine performance, flight characteristics, and other miscellaneous functions. In addition, an annunciator
panel, mounted at the center of the glare shield, provides the crew with visual warning and advisory indications
of aircraft system functions. Engine power levers, propeller pitch, engine start controls, elevator trim, aileron
trim, rudder trim wheels, and the main circuit protection panel are mounted on a pedestal located at bottom center
of instrument panel. Located on the left and right sides of crew compartment are plastic circuit protection panels
with electroluminescent lighting. An overhead panel contains engine control switches and miscellaneous system
switches and gauges.
INSTRUMENT AND CONTROL PANELS
INSTRUMENT PANEL (Figure 39-1)
The instrument panel consists of three upper metal panels and four electroluminescent plastic lower panels.
The upper right and upper left panels contain a flight instrument grouping and a clock. The center panel contains
power plant instruments and other related gauges. The four lower panels contain various switches, controls,
warning lights, and gauges for monitoring and controlling aircraft functions. Refer to Chapter 23 in this manual
for avionics installations.
INSTRUMENTS
The instruments of PA-42 are either electrical or non-electrical. Maintenance must be performed by a certified
repair station or instrument manufacturer. Make adjustments where specified.
REMOVAL AND INSTALLATION OF PANEL MOUNTED INSTRUMENTS
REMOVAL OF BEZEL MOUNTED INSTRUMENTS
1. Ensure master switch is off.
2. Remove screws securing individual instrument panel. Carefully pull the panel off.
3. Disconnect attaching lines or wires from instrument.
4. Remove screws securing instrument to panel. Remove instrument from panel.
REMOVAL OF CLAMP MOUNTED INSTRUMENTS
1. Ensure master battery switch is off.
2. Rotate clamp actuating screw counterclockwise to loosen clamp securing instrument in panel.
3. Withdraw instrument from panel. Disconnect any attaching lines or electrical wires.
INSTALLATION OF BEZEL MOUNTED INSTRUMENTS
1. Place instrument into position on back side of panel. Secure with screws.
2. Attach appropriate lines or electrical wiring.
3. Place panel into position. Secure with screws.
INSTALLATION OF CLAMP MOUNTED INSTRUMENTS
1. Connect lines or electrical wiring previously removed.
2. Insert instrument into appropriate opening in instrument panel.
3. Rotate clamp actuating screw clockwise; tighten clamp around instrument case.
4E2
39-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
1. CLOCK
2. BETA LIGHTS (PA-42 ONLY)
3. TURN AND BANK INDICATOR
4. AIRSPEED INDICATOR
5. MARKER BEACONS
6. DIRECTIONAL GYRO
7. ATIITUDE GYRO
8. RATE OF CLIMB INDICATOR
9. ALTIMETER
10. MASTER WARN SWITCH
11. ANNUNCIATOR TEST SWITCH
12. ENGINE GAUGES
13. AUDIO SELECTOR PANEL
14. COMM. INSTALLATION
15. SWITCH PANEL
16. ANNUNCIATOR DISPLAY
17. RADAR
18. WINDSHIELD WIPER CONTROL
19. FUEL TOTALIZER
20 PNEUMATIC SYSTEM PRESSURE GAUGE
21 PROP SYNCHROPHASER CONTROL
22. GYRO VACUUM GAUGE
23. STALL RECOGNITION SWITCH
24. FIRE WARNING LIGHTS & SWITCHES
25. ENGINE DEICE TEST SWITCH
26. RMI
16
40
41
52
50
45
49 51
27. STATIC SOURCE SELECTOR
28. OXYGEN CONTROL
29. EMERGENCY GEAR DOWN SWITCH
30. OXYGEN SUPPLY GAUGE
31. DME
32. DUAL FUEL QUANTITY
33. PARKING BRAKE HANDLE
34. GEAR POSITION SELECTOR
35. "Q" SENSOR OVERRIDE SWITCH
36. GEAR INDICATOR LIGHTS
37. GEAR WARN MUTE SWITCH
38. POWER LEVERS
39. FUEL PRESSURE INDICATOR
40. PROPELLER LEVERS
41. CONDITION LEVERS
42. FLAP TEST SWITCH
43. FLAP POSITION INDICATOR
44. TRANSPONDER
45. FLAP POSITION SELECTOR
46. CABIN ALTITUDE CONTROLLER
47. CABIN RATE OF CHANGE GAUGE
48. CABIN ALTITUDE GAUGE
49. CABIN PRESSURIZATION TEST/DUMP SWITCH
50. CABIN AIR CONTROL LEVER
51. CABIN COMFORT PANEL
52. WINDSHIELD DEFOG CONTROL LEVER
53. NAV. INSTALLATION
Figure 39-1. Instrument Panel (Typical)
39-10-00
Page 2
4E3
PIPER AIRCRAFT
PA42/42720
CIRCUIT BREAKER PANELS
MAIN CIRCUIT BREAKER PANEL
The main circuit breaker panel is located on pedestal at the center of the flight compartment. It contains 50, 60
(PA-42 only), 100, and 200 amp circuit protectors providing overload protection for various aircraft circuits.
REMOVAL OF MAIN CIRCUIT BREAKERS (Figure 39-2)
1. Ensure master battery switch is off and battery is disconnected.
2. Remove cover assembly from circuit breaker panel at base of pedestal (Figure 39-2).
3. Remove screw securing circuit breaker to circuit breaker panel. Remove circuit breaker from panel.
4. Remove screw securing electrical wire to circuit breaker.
INSTALLATION OF MAIN CIRCUIT BREAKERS (Figure 39-2)
1. Ensure battery master switch is off and battery is disconnected.
2. Position required wires at circuit breaker terminals. Secure with screws.
3. Position circuit breaker in circuit breaker panel and secure with screw.
4. Install cover assembly.
3
1. PANEL SCREWS
2. CIRCUIT BREAKER PANEL
3. LOCKING TABS
4. CIRCUIT BREAKER ATIACHMENT SCREWS
5. TERMINAL SCREW
6. COVER ASSEMBLY
Figure 39-2. Main Circuit Breaker Panel (PA-42 Only)
4E4
@
@
39-10-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
TESTING OF THE ELECTRICAL POWER DISTRIBUTION SYSTEM
The following Electrical Power Distribution System (Diodes and Circuit Breaker Wiring) tests are required at
each 100 hour inspection.
1. Check for an open circuit in bus diode and wiring interconnect as follows:
a. Apply dc power using either aircraft engines or external power.
b. Pull left main bus (circuit breaker A) and ensure equipment powered by left main bus continues to
function.
(1) If left main bus power is lost, diode B or circuit breaker on wire PIB4 is broken, must be replaced
or reset.
(2) If left main bus power is still present, then wiring and circuit breaker are intact, and diode B is
either good or may be shorted (see following system test for shorted diodes).
c. Push ON left main bus circuit breaker A, pull OFF left main circuit breaker D, ensure equipment
powered by left main bus continues to function.
(1) If left main bus power is lost, then diode A on left main bus connecting wire PtA-4, or circuit
breaker A is open and must be replaced.
(2) If left main bus power is still present, wiring and circuit breaker are intact and diode A is either
good or shorted. (See following system test for shorted diodes.)
d. Repeat steps band c, alternating bus bar circuit breakers C and F and B and E, to completely check all
redundant interconnects between right main and essential buses.
2. Test for shorted diodes as follows:
a. Start left engine only and run at approximately 68% Nt, with all circuit breakers pushed ON.
b. Place left generator switch to the ON position.
c. Place master battery switch to the ON position.
d. Pull OFF right generator bus tie circuit breaker H.
e. Pull OFF right main and essential bus circuit breakers C and B.
f. Ensure equipment powered by essential and right main buses is inoperative.
-NOTE-
If essential and right main bus power still exists, diode B on left main
bus is shorted.
g. Reset circuit breaker B, and pull OFF circuit breaker A and C of left and right main buses.
h. Ensure equipment on left and right main buses is inoperative.
-NOTE-
If left and right main bus power still exists, diode G on essential bus
is shorted.
i. Reset breaker C, and pull OFF circuit breakers A and B.
j. Ensure equipment on left main and essential buses is inoperative.
-NOTE-
If left main and essential bus power still exists, diode D on right main
bus is shorted.
k. Reset all breakers; start right engine and shutdown left engine.
1. Repeat above procedure for right generator system by pulling OFF the left generator bus tie circuit
breaker G. Repeat above steps with right generator bus breakers E, F, and D tied to test diodes A, C,
andF.
391000
Page 4
4E5
PIPER AIRCRAFT
PA-42/42-720
RIGHT CIRCUIT BREAKER PANEL
2
1. HOUR METER
2. SURFACE DEICE WARN LIGHTS
3. MAIN C/B ELECTROLUMINESCENT PANEL
--it--3
4. NONESSENTIAL C/B ELECTROLUMINESCENT PANEL
5. AVIONICS C/B ELECTROLUMINESCENT PANEL
Figure 39-3. Typical Circuit Breaker Panel
4E6
39-10-00
PageS
PIPER AIRCRAFT
PA42/42720
1. LEFT PITOT HEAT INDICATING LIGHT
2. RIGHT PITOT HEAT INDICATING LIGHT
3. STALL WARNING HEAT INDICATING LIGHT
4. PROPIINLET DEICE SELECTOR SWITCH
5. AMP METER
6. ELECTROLUMINESCENT PANEL FOR
LEFT MAIN CIB BUS
ESSENTIAL CIB BUS
115V AND 25V "AC" CIRCUIT BREAKERS
2
5
4
3
6
7
8
A.C. POWER CIRCUIT BREAKERS
ELECTROLUMINESCENT
LIGHT ASSEMBLIES
LEFT CIRCUIT BREAKER PANEL
Figure 39-3. Typical Circuit Breaker Panel (continued)
39-10-00
Page 6
4E7
PIPER AIRCRAFT
PA42/42720
AUXILIARY CIRCUIT BREAKER PANELS (Figure 39-3)
The auxiliary circuit breaker panels are attached to mounting brackets on the right and left of the instrument
panel. The circuit breakers allow the crew to isolate individual electrical systems in the event of trouble.
The right auxiliary circuit breaker panel assembly consists of three individual panels. The top panel contains an
engine hour meter, a prop/inlet de-ice ground test switch, wing and tail surface de-ice indicator lights, and the
right main circuit breakers. The center panel contains non-essential bus circuit breakers, and the bottom panel
contains avionics circuit breakers.
The left auxiliary circuit breaker panel assembly consists of three individual panels. The top panel contains
indicator lights for left pitot heat, right pitot heat and stall warning heat, prop/inlet de-ice switch, ammeter, and
the left main circuit breakers. The center panel contains essential bus circuit breakers, and the lower panel
contains the ac circuit breakers.
All panels are electroluminescent plastic, and circuit breakers are wood electric, plug-in type. Breakers used in
the ac circuit breaker panel are wood electric circuit breakers with threaded terminals.
REMOVAL OF AUXILIARY PANEL CIRCUIT BREAKER (PLUG-IN TYPE)
1. Remove desired cover panel from auxiliary circuit breaker panel.
2. Unplug desired circuit breaker from bus bar.
INSTALLATION OF AUXILIARY PANEL CIRCUIT BREAKER (PLUG-IN TYPE)
1. Ensure circuit breaker is the correct amperage.
2. Plug circuit breaker into bus bar.
3. Replace cover panel.
REMOVAL OF CIRCUIT BREAKER (Figure 39-4)
1. Remove panel cover from ac circuit breaker panel.
2. Remove two screws securing circuit breaker support bracket. Withdraw support bracket from panel
assembly with circuit breakers attached.
3. Remove screw securing bus bar to circuit breaker.
4. Remove screw securing wire to circuit breaker.
5. Remove locknut securing circuit to support bracket. Remove circuit breaker from bracket.
INSTALLATION OF CIRCUIT BREAKER (Figure 39-4)
1. Place circuit breaker into support bracket. Secure with locknut.
2. Attach wire to circuit breaker terminal with screw.
3. Attach bus bar to circuit breaker terminal with screw.
4. Position support bracket to panel assembly with screws.
5. Position cover panel and secure with screws.
4E8
39-10-00
Page 7
39-10-00
Page 8
INSULATOR PLATE
PIPER AIRCRAFT
PA-42/42 .. 720
IPLUG IN CIRCUrr BREAKER
i
+
_____ II : PANEL
LEFT AUXILIARY CIRCUIT
BREAKER PANEL
1. CIB TERMINAL - SCREW ATIACHMENT
2. AC BUS
3. CONVENTIONAL FRONT MOUNTED
CIRCUIT BREAKER
4. INSULATORIAC BUS MOUNTING HARDWARE
5. MOUNTING PLATE FOR AC CIB'S
6. CIB LOCKNUT AND WASHER
Figure 39-4. Circuit Breaker Installation (Left-Typical)
4E9
PIPER AIRCRAFT
PA-42/42-720
OVERHEAD ENGINE CONTROL SWITCH PANEL (Figure 39-5 and Figure 39-6.)
REMOVAL OF ENGINE CONTROL PANEL SWITCH
1. Remove screws securing cover panel to switch panel. Remove cover panel.
2. Remove screws securing switch to panel assembly.
3. Remove wire connector from switch.
INSTALLATION OF ENGINE CONTROL PANEL SWITCH
1. Attach wire connector to switch.
2. Place switch in panel assembly. Secure with two screws.
3. Place cover panel on switch panel. Secure with screws.
1 2 3 4 5 6 7 8 9 10 11 1213 14 15 16 17
1. REVERSE LOCKOUT TEST 7. BLEED AIR (LEFT) 13. IGNITION (RIGHT)
2. LEFT H.T.G. RESET 8. FUEL PUMP (LEFT) 14. FUEL PUMP (RIGHT)
3. RIGHT H.T.G. RESET 9. IGNITION (LEFT) 15. BLEED AIR (RIGHT)
4. ELECTROLUMINESCENT LAMP 10. STARTER (LEFT) 16. OIL COOLER (RIGHT)
5. ICE PROTECTION (LEFT) 11. PANEL LIGHTS 17. ICE PROTECTION (RIGHT)
6. OIL COOLER (LEFT) 12. STARTER (RIGHT)
Figure 39-5. Overhead Engine Control Switch Panel (PA-42)
39-10-00
4E10
Page 9
39-10-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
a. OIL COOLER DOOR 1. EXTERNAL LIGHTING SWITCHES
b. ICE PROTECTION 2. DEICE SYSTEM SWITCHES
c. BLEED AIR 3. LEFT ENGINE SWITCHES
d. FUEL PUMP 4. RIGHT ENGINE SWITCHES
e. AUTO IGNITION 5. STARTER DISENGAGE SWITCHES
f. STARTER/GENERATOR 6. BATIERY MASTER SWITCH
9. VOLTMETER
14. NO SMOKING, SEAT BELT, AND DOME LIGHT SWITCHES
15. DOME LIGHT
16. FLUORESCENT LIGHTS DIMMING SWITCH
Figure 39-6. Overhead Switch and Meter Panel (PA-42-720 Model)
4E11
PIPER AIRCRAFT
PA42/42720
OVERHEAD METER AND SWITCH PANEL ASSEMBLY (Figure 39-7)
The overhead meter and switch panel assembly contains three removable switch panels made of
electroluminescent plastic, three bezel mounted electrical gauges, a seat belt light switch, a dome light switch,
and a no smoking light switch.
ROCKER SWITCH REMOVAL
1. Remove four screws securing face panel. Pull panel away from panel assembly.
2. Remove wires from terminals on back of switch.
-NOTE-
To facilitate installation, make a sketch of the wire location on switch.
3. Remove switch from face panel.
ROCKER SWITCH INSTALLATION
1. Position switch in face panel and press into place.
2. Connect wires to terminals on rear of switch.
3. Position face panel on panel assembly. Secure with screws previously removed.
ELECTRICAL GAUGE REMOVAL
1. Remove screws securing overhead meter, switch panel assembly, and lower assembly until electrical gauges
are accessible.
2. Disconnect wiring from back of gauge.
3. Remove screws securing gauge to panel; remove gauge.
ELECTRICAL GAUGE INSTALLATION
1. Place gauge in position on back of panel assembly. Secure with screws.
2. Connect wiring to back of gauge.
3. Position panel assembly and secure with screws.
4E12
39-10-00
Page 11
PIPER AIRCRAFT
PA42/42 720
' .....' ............

______ SKETCH A

L WSHIELD R. WSHIELD LEFT RIGHT SURFACE EXIT
[]
SEAT
BELTS
HEAT HEAT PITOT/STALL HT. DE ICE LIGHT
SKETCH B
888888
RECOG WING LAND TAXI STROBE POSITION
EXTERNAL LIGHTS
SKETCHC
B
@
DOME
LIGHTS
BATTERY
MASTER
tj
Figure 39-7. Overhead Meter and Switch Panel Assembly
39-10-00
Page l2
4E13
NO
SMOKING
SKETCH D
SKETCH E
PIPER AIRCRAFT
PA-42/42-720
ELECTRIC OUTSIDE AIR TEMPERATURE GAUGE (Figure 39-9)
Certain PA-42 aircraft contains an electric OAT gauge in addition to the standard OAT gauge. In this
installation, the OAT gauge is mounted in the copilot's instrument panel, and the temperature probe is installed
forward of fuselage station 35.00, below the avionics access panel.
REMOVAL AND INSTALLATION OF OAT GAUGE
Refer to Removal and Installation of Panel Mounted Instruments, Chapter 39, this manual.
REMOVAL AND INSTALLATION OF OAT PROBE
1. Remove avionics compartment access panel.
2. Ensure electrical power is off and OAT circuit breaker is pulled.
3. Gain access to probe, remove safety wire and connector.
4. Place a wrench on the nut securing probe to the fuselage. With a backup wrench holding the probe
stationary, loosen and remove nut from probe. The probe can now be removed.
5. To install reverse the removal procedure.
DIMMER CONTROL ASSEMBLY
The dimmer control assembly is located in the forward baggage compartment area. On PA-42, SIN's 42-
7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, the dimmer control is located behind the
upper left comer (when facing aft) access panel, on the baggage compartment's aft bulkhead. On PA-42, SIN's
42-7801003 and 42-8001007 and up, the dimmer control is located on the underside of the floorboard access
panel at the aft left comer (when facing forward) of the forward baggage compartment.
REMOVAL OF DIMMER CONTROL ASSEMBLY
1. Remove electrical power from aircraft by disconnecting battery. Open baggage compartment door.
a. For SIN's 42-7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, proceed as
follows:
(1) Remove access panel located in the upper left comer of the aft bulkhead.
(2) Remove electrical connector from dimmer control.
(3) Remove four screws securing dimmer control to panel and remove.
b For SIN's 42-7801003, 42-8001007 and up, proceed as follows:
(1) Raise floor liner in the aft left comer (when facing forward) of baggage compartment.
(2) Remove screws securing access panel.
(3) Lift access panel. Disconnect electrical connector from dimmer control.
(4) Remove mounting screws securing dimmer control to access panel. Separate panel from dimmer
control.
REPAIR OF DIMMER CONTROL ASSEMBLY
Replacement parts are ordered from the Parts Manual. See Figure 39-8 for dimmer control circuitry.
4E14
39-10-00
Page 13
PIPER AIRCRAFT
PA42/42 720
CONN E494
3 R14 3.2 Kn
13 R 16 6.8 Kn
15
R17
FIXED DIM. 2
6.8 Kn
AVIONICS DIM. 4
5A
6
CTR. PNL.
R9 51CKl
B
CONTROL
7
8
SA
CTR. PNL.
18
28VDC 22
R. PNL
R10 510n
B
CONTROL
5
10
5A
R.H. PNL.
20
28VDC 21
PLACARD
R11 510n
B
9
CONTROL
12
5A
PLAC 17
28VDC 23
R13 8.2KQ
FIXED DIM. 14
5A
16
L. PNL. R12 510n
CONTROL
11
5A
L.H. PNL.
19
28 VDC 24
ALL TRANSISTORS ARE MOTOROLA 2N6282
39-10-00
Page 14
Figure 39-8. Dimmer Control Assembly
4E15
C
C
C
PIPER AIRCRAFT
PA-42/42-720
CO PILOTS INSTRUMENT PANEL
O. A. T. GAUGE
I ,r;;-- .
C_ 0

POSTLIGHT
- - - - - -- --,
l
I
1
I
I
1
I
I I
I 1
1(8) @I
'- _________ -"
ELECTRIC O. A. T. GAUGE
COPILOTS INSTRUMENT PANEL
TO CONN. A301
AT F.S. 57.00
----- WIRE RPOAT TO CB44
ON NON-ESSENTIAL BUS C.B. PANEL
O. A. T. GAUGE INSTALLATION
FUSELAGE
r
SKIN
OAT PROBE
(MS28034 - 3)
CONNECTOR
(MS3106A 12S -3S)
WASHER ""'\11.---1-----..
TO CONN A4021
AT F.S. 57.00
WIRE RGOAT
TO GROUND BLOCK
Figure 39-9. Electric Outside Air Temperature Gauge (Optional)
4E16
391000
Page 15
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF DIMMER CONTROL ASSEMBLY
1. Installation.
a. For SIN's 42-7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, proceed as
follows:
(1) Position dimmer control on panel assembly. Secure with appropriate hardware.
(2) Reconnect electrical connector to dimmer control.
(3) Position access panel and secure with appropriate hardware.
h. For SIN's 42-7801003, 42-8001007 and up, proceed as follows:
(1) Position dimmer control assembly on access panel. Secure with appropriate hardware.
(2) Connect electrical connector to dimmer control assembly.
(3) Place access panel into position and secure.
(4) Replace floor liner.
2. Secure baggage compartment door.
3. Reconnect battery and perfonn an operational check of lighting system.
CLOCK
The standard clock is an eight day timepiece with a winding stem located in the lower left hand side of the dial.
Two clocks, one on the right for the copilot and one on the left for the pilot, are mounted on the instrument panel.
As an option, a mechanical or battery-powered quartz digital clock can be placed in the center of the control
wheels.
CONTROL WHEEL MOUNTED CLOCK (OPTIONAL) (Figure 39-10)
REMOVAL AND INSTALLATION OF CONTROL WHEEL MOUNTED CLOCK (Figure 39-10)
1. Remove two set screws securing clock in control assembly.
2. To remove clock, pullout from bottom and lower clock assembly, letting lip at to center of clock clear
control wheel.
3. Remove light assembly from back of clock by pulling carefully unti1light socket disengages from clock.
4. To install, reverse the removal procedure.
39-10-00
Page 16
4E17
PIPER AIRCRAFT
PA-42/42-720
ASTROTECH LC 6
MECHANICAL CLOCK
R. C. ALLEN PIN 16 -100L - 2
ASTROTECH LC 2
OR
u : ~ = \\ /
E5J -,
TIMER J \
o MODE 0
~ RIT 0 ITS' ~
SET SCREWS (2 EACH)
ASTROTECH LC . 2
!tIT "JIll'
o MODE U
SIT OAO'W
-----
CONTROL WHEEL
Figure 39-10. Optional Control Wheel Oock Installation
4E18
391000
Page 17
PIPER AIRCRAFT
PA-42/42-720
1. DIMMER CONTROL 10. RELAY AND CURRENT
2. INVERTER SENSOR SHELF ASSY.
3. WINDSHIELD HEAT TIMER 12. AUTO-FEATHER COMPUTER
4. CURRENT SENSOR 12. STALL WARN. COMPUTERS
5. VOLTAGE REGULATOR 13. INVERTER,OVERHEAD
6. STALL WARNING RESISTOR READING LIGHTS
7. OVERVOLTAGE TEST SWITCH 14. ANNUNCIATOR CONTROLLER
8. FLAP CONTROL AMPLIFIER 15. POWER SUPPLY,INST. LIGHTS
9. SURFACE DEICE TIMER 16. GEARISTALL HORN
17. GROUND WIRES
18. FUSE 5 AMP
1-------------,19. DIODE
VIEW A
5
VIEW A
~ - - - - - - - - - ~
SIN 42 - 7800001, 42 -7800002 AND
42 - 7801004 THRU 42 - 8001006
SINS. 42 -781003,428001007 THRU 42-8001030
DIMMER CONTROL MOVED TO FWD.
BAGGAGE COMPo BOnOM OF
ACCESS COVER (UNDER FLOOR
COVER)
W.L.
0.0
-NOTE-
AUTOFEATHER COMPUTER IN THIS
LOCATION ON SERIAL NOS. 42-8001054,
42-8001063,42-8001065 AND UP
"'-.
SIN 42 - 7801003 AND 42 - 801007 AND UP
3
4
VIEWB
SIN 42 - 7800001, 42 - 7800002
AND 42 - 781004 THRU 424 - 8001006
VIEWB
'"
~ 8 - - +
. ~
~ ,
'\ ..
Figure 39-11. Electrical Accessory and Relay Shelf Installations (PA-42)
4E19
39-20-00
Page 1
392000
Page 2
PIPER AIRCRAFT
PA .. 42/42720
18 /"!
-: 1" 19
17fl , " 19
;-- 18
It:> .' 17
--Y
VIEW C VIEW D
13
[)-16
15
VIEW F VIEW G VIEW H
VIEW E
Figure 39-11. Electrical Accessory and Relay Shelflnstallations (PA-42) (continued)
4E20
PIPER AIRCRAFT
PA42/42720
1. '0' SENSOR RELAYS
2. LEFT AND RIGHT WINDSHIELD HEAT TIMERS
3. LEFT AND RIGHT START CONTROL RELAYS
4. LEFT AND RIGHT JET PUMP DISENGAGE RELAYS
5. FLAP WARNING RELAY
6. GEAR WARNING RELAY
7. LEFT AND RIGHT FUEL PUMP RELAYS
8. FLAP CONTROL AMPLIFIER
9. SURFACE DEICE TIMER
10. FUEL TEMPERATURE MONITOR
11. LEFT WINDSHIELD HEAT SOLENOID AND CONTACTOR
12. RIGHT WINDSHIELD HEAT SOLENOID AND CONTACTOR
13. TAXI LIGHT SOLENOID
14. LANDING LIGHT SOLENOID
15. AVIONICS 1 AND 2 RELAYS
16. LEFT AND RIGHT IGNITION SENSORS
17. LEFT AND RIGHT PITOT HEAT SENSORS
18. AUTOFEATHER COMPUTER
19. LEFT AN RIGHT STALL WARNING COMPUTERS
20. LEFT AND RIGHT STALL VANE HEAT RESISTORS
21. GROUND FAN CONTACTORS
22. ANNUNCIATOR CONTROLLER
23. OIL TEMPERATURE RELAYS
28 24. STALL WARNING AND GEAR WARNING HORN
25. FUEL FLOW SIGNAL CONDITIONER
26. DIMMER CONTROL ASSEMBLY
27. INVERTERS
28. BLEED AIR CONTROL
VIEWC
20
[:1
19
19
Figure 39-12. Electrical Panels and Components Locations (PA-42-720)
4E21
39-20-00
Page 3
3
VIEWB
PIPER AIRCRAFT
PA-42/42 .. 720
VIEW A
16
VIEW 0
Figure 39-12. Electrical Panels and Component Locations (PA-42-720) (continued)
39-20-00
Page 4
4E22
PIPER AIRCRAFT
PA-42/42-720
SEE VIEW A
FOR AVIONICS
CABLESTHRU
PRESSURE BULKHEAD
FEED THROUGH
IDENTIFICATIONS
1.COMM.1
2. COMM 2
3. MARKER BEACON
4.NAV.
5. RADIO ALTIMITER TRNSMITIER
6. RADIO ALTIMETER RECEIVER
7. TRANSPONDER 1
8. RADIO TELEPHONE
9. DME 1
10ADF
CHANNEL
1 2 3

4
o
@-G
I 0 5 6 7 8
I

\
VIEW A
PRESSURE BULKHEAD STA. 57.00

VIEW
LOOKING
AFT.
Figure 39-13. Avionics Bay Lay Out (Typical)
4E23
39-20-00
PageS
PIPER AIRCRAFT
PA42/42720
ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS
ELECTRICAL COMPONENTS LOCATIONS ON ELECTRICAL PANELS
For identification of typical electrical installation components, refer to Figure 39-12.
AVIONICS BAY
AVIONICS SHELVES (Figure 39-13)
The avionics shelves are installed in the nose of the airplane, and provide mounting facilities for avionics
equipment. Located between station 25.60 and station 57.0, these shelves are made of 2024-T3 aluminum,
angles, brackets, and clips. Refer to Chapter 22, this manual, for avionics equipment installation.
A protective blanket, installed in the avionics bay, reduces the possibility of damage to the avionics equipment
caused by water leakage. The blanket is installed using six inch segments of trim strip (Figure 39-13).
ELECTROLUMINESCENT PANEL POWER SUPPLY
Power in the form of 115 Vac, 400 Hertz is supplied to the electroluminescent panels by an inverter, located on
top of the nose gear cover assembly at station 36.0. Access to inverter is through the forward avionics
compartment access panel located on left side of fuselage.
REMOVAL OF ELECTROLUMINESCENT POWER SUPPLY
1. Remove battery connector from battery.
2. Remove wires from inverter terminals. Note location of wires for placement.
3. Remove screws securing inverter to nose gear cover assembly.
4. Remove inverter.
INSTALLATION OF ELECTROLUMINESCENT POWER SUPPLY
1. Position inverter on nose gear cover assembly. Secure with screws.
2. Connect wires to inverter terminals.
3. Connect battery connector to battery.
REMOVAL OF ANNUNCIATOR CONTROLLER
1. Ensure battery master switch is off.
2. Remove screws securing center panel of instrument panel assembly. Pull panel out to gain access to
annunciator controller.
3. Remove electrical connectors from annunciation control.
4. Remove screws securing annunciator controller to instrument panel support assembly. Remove controller
from support assembly.
INSTALLATION OF ANNUNCIATOR CONTROLLER
1. Hold annunciator controller in position on instrument panel support assembly. Secure with screws.
2. Attach wire connectors to annunciator controller.
3. Place center panel into position. Secure with screws.
392000
Page 6
4E24
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4Ft THRU 4F3
4F1
39-20-00
Page 7
CHAPTER
STRUCTURES
4F4
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER51-STRUCTURES
SUB-SYSTEM SUBJECT
51-00-00 GENERAL
51-00-00 Description
51-tO-DO STRUCTURAL REPAIRS
51-tO-DO REPAIRING KEVLAR LAMINATES
51-tO-DO General
51-tO-00 Recommended Tools
51-tO-DO Sanding
51-tO-00 Edge Treatment of Repairs
51-tO-00 Fiberglass Touch-Up and Surface Repairs
51-tO-00 Fiberglass Fracture and Patch Repairs
51-tO-00 Thermoplastic Repairs
51-tO-DO CORROSION CONTROL
51-tO-DO Forms of Corrosion
51-tO-DO Conditions Affecting Corrosion
51-tO-DO Inspection
51-tO-DO Corrosion Removal and Control
51-tO-DO SHEET METAL REPAIRS
51-tO-DO General
51-tO-DO Replacement of Rivets
51-tO-DO Oversize Rivet Replacement
51-tO-DO Rivet Substitution
51-tO-DO Blind Rivets
51-tO-DO Hollow Rivets
51-tO-DO High-Shear Fasteners
51-tO-DO Stop Drill Size
51-tO-DO Passenger Window Skin Inspection
51-tO-DO Wing and Associated Structure
51-tO-DO Empennage and Associated Structure
51-tO-00 Cracks In Bend Radius of Flanges
(Non-Pressurized Areas)
51-tO-DO Cracks in Flange
51-tO-DO Cracks in Lightening Hole Flanges
51-tO-DO Repair of Cracked or Tom-Out Dimpled Holes
Around Oenerator Cooling Scoop
51-tO-DO Fuselage Repairs - Pressurized Section
51-tO-DO Bulkhead Stringer Cut-Out Area Repair
51-tO-DO Bulkhead End Repair
51-tO-DO Channel Repair
51-tO-DO Inspection Item, Part, Description, Reference and Action
4F5
GRID
NO.
4F7
4F7
4F7
4Fll
4Fll
4Fll
4F15
4F15
4F16
4F17
4F18
4G1
4G1
4G2
4G2
4G3
4G4
404
404
405
407
407
407
407
4012
4013
4016
4016
4018
4018
4020
4021
4023
4024
4024
4024
4H1
EFFECTIVITY
51 - Conti Effect.
Page -1
CHAPTER
SECTION
SUBJECT
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51-20-00
51 ContJEffec.
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 51 - STRUCTURES (continued)
SUBJECT
GRID
NO.
SEALING PROCEDURES 413
Sealing of Nacelle Fuel Tank. 413
Fuselage Sealing 418
Surface Preparation 418
Material Preparation 418
List of Equipment 419
List of Materials 419
Application of Sealants 4110
Sealing Faying Surfaces 4110
Sealing Joggles 4110
Sealing Holes and Voids 4112
Holes and Voids in (Cold) Air Duct Work 4112
Sealing Seams and Joints 4112
Sealing Fasteners 4112
Sealing "AN" Standard Bulkhead Fittings 4112
Sealing Electrical Harnesses 4114
Application of Release Agent 4115
Sealing Formed-In-Place Gaskets 4118
Removal of Sealant 4118
Equipment Oean Up 4118
AVIONICS AND ECU BAY DOOR SEALING 4119
Removal of Avionics and ECU Bay Door Seals 4119
Installation of Avionics and ECU Bay Door Seals 4119
Sealing of Avionics and ECU Bay Door Camloc Fasteners 4119
4F6
EFFECTIVITY
GENERAL
DESCRIPTION
PIPER AIRCRAFT
PA42/42720
The PA-42 series aircraft contains a metal, semi-monocoque structure. The fuselage contains bulkheads,
stringers, and stiffeners which are attached to the outer skin. The cabin entrance and cargo doors are located on
the left side of the aircraft. An emergency exit is installed in the third window back, on the right side of the
aircraft. The wings and empennage are also made of full cantilever, semi-monocoque construction.
STRUCTURAL REPAIRS
Structural repairs must be made according to recommended repair procedures in this chapter and regulations
set forth in FAA Advisory Circular 43.13-1A. To assist in repairs and replacements, Figure 51-1 identifies the
type and thickness of various skin material used. Never replace skin or patch plate with material other than of the
original type skin. The repair must be as strong as the original skin, and flexibility must be retained so
surrounding areas will not receive extra stress.
When making major structural repairs other than replacing factory manufactured parts, the manufacturer must
be contacted.
-WARNING-
NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL
SURFACES. DO NOT USE PATCH PLATES OR ANY FILLER
MATERIAL NORMALLY USED FOR REPAIR OF MINOR
DENTS, ON ANY MOVABLE TAIL SURFACES.
-NOTE-
When service is completed on the elevator control system, conduct a
friction check to ensure system friction is within limits.
If access holes need to be cut for skin repairs on the aircraft, refer to Figure 51-2 for typical access hole
locations. In pressurized areas, all skins, formers, stringers, etc, are considered structural members and must be
treated as such. All repair material must be free of defects such as nicks, scratches, etc, which can cause stress
risers. Do not dimple a structural member by driving the rivet head into the part.
Scratches in acrylic-plastic windows are removed by buffing, providing no more than 0.031 inch of material
has been removed. No crazing or cracks are allowed in pressure windows.
4F7
51-10-00
Page 1
22
21
16
7
CALLOUTS ON PAGE 4
51-10-00
Page 2
PIPER AIRCRAFT
PA42/42720
17
00000
8 17 7
7
17
DO 0 0
7 17
17
7
7
Figure 51-1. Material Skin Thickness
4F8
0
0
15
15
5
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
LEFT WING SHOWN, RIGHT WING OPPOSITE AND NOTES
MATERIAL IN DOTS USED ON RIGHT WING ONLY
10
7
60
5 5-0 5
5-0
5
5
~
5
6
7
5 6
7
d
rhO
6
~
t.:
5
2
LEFT
SHOWN
RIGHT
OPPOSITE
CALLOUTS ON PAGE 4
Figure 51-1. Material Skin Thickness (continued)
4F9
51-10-00
Page 3
NUMBER MATERIAL
1 Fiberglass
2 2024-T3
3 2024-T3
4 2024-0*
5 2024-T3
6 2024-0
7 2024-T3
8 2024-0*
9 2024-T3
10 2024-T3
11 321 ST STL
12 2024-T3
NOTE:
PIPER AIRCRAFT
PA-42/42-720
SKIN THICKNESS
THICKNESS NUMBER MATERIAL
13 2024-T3
.020 14 2024-T3
.025 15 2024-0*
.025 16 2024-T3
.032 17 2024**
.032 18 Ployurethane
.040 19 2024**
.040 20 2024*
.050 21 2024**
.064 22 Kevlar
.015 23 2024**
.080 24 2024**
THICKNESS
.050
.090
.063
.016
.040
.032
.050
.020
.025
.063
LEFT WING SHOWN, RIGHT OPPOSITE AND NOTED MATERIAL OUTLINES IN DOTS USED ON RIGHT WING ONLY.
* HEAT TREAT TO 2024-T4 AFTER FORMING.
** HEAT TREAT TO 2024-T42 AFTER FORMING.
51-10-00
Page 4
Figure 51-1. Material Skin Thickness (continued)
4F10
PIPER AIRCRAFT
PA-42/42-720
17318 ACCESS HOLE COVER PLATE
; 0
,
\
\
\
\
\
,
,
AN507832R10 ',_
17317 ACCESS HOLE Y--
REINFORCEMENT PLATE
r---------------------------------------------.
10 0 0 0 0 0:
'-HOLE IN BOnOM WING
SKIN DIAMETER 4 11/16
I : 01: :: : 17315 ACCESS HOLE
: ,. r-------- ------:: :.- --- --- ---- --- .,". ! -----REINFORCEMENT PLATE
I I I S""""'--
I 0 I 0
I I
, I
I I
: I
0 I
I
, ---1--
17316 ACCESS HOLE
COVER PLATE
If) ,n.:
, \
\ .. ,1 I
... I
: I 0 I
I I
I I
I I
I I
I I R 0 I
i ____ L ________________ J !
:r: :I: :r: 0" t
o
o
o o o o o
AN 507832R10
11+------- 615/16
Figure 51-2. Typical Access Holes and Panels
4F11
51-10-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
REPAIRING KEVLAR LAMINATES
GENERAL
PPSS0042
Standard machining equipment can be used with modifications. In general, spindle speeds and feeds are
dependent upon thickness of laminate and type of cutting method employed.
For longer tool life, drills and routers must be made of tungsten carbide. Circular, band, and saber saws,
together with countersinks, must be made of high speed steel. Be sure to keep tools sharpened to provide quality
cuts and minimize delamination. Proper backup support is required to eliminate delamination, along with cooling
methods to control resin buildup on tools caused by excessive frictional heat. Water and water soluble coolants,
such as Campbellene, are the only coolants permitted for machining of Kevlar. If water soluble coolants are used,
the machined parts must be rinsed thoroughly with water to remove excess coolant. As long as delamination does
not occur, any method can be used to trim, make holes, or machine edges on Kevlar laminates.
-NOTE-
In general, repairs to non-structural Kevlar panels are done the same
way as fiberglass panels.
RECOMMENDED TOOLS
1. Band Saw - Best with fine, offset stagger-tooth blade (14 to 20 teeth per inch) and cutting speed of 6000
fpm /- 500 fpm. For clean cuts, run band saw in reverse, using the heel and not the hook of the cutting tooth
blade (Figure 51-3). Before using cutting blade, sharpen with a 300-400 grit honing stone (alumina-
silicone-carbide). Place it in contact with blade exerting pressure on cutting teeth points.
REVERSE BAND SAWING COMPOSITES
OF KEVLAR ARAMID
REVERSE
MODIFIED BAND OR CIRCULAR SAW BLADES FOR
CUTTING COMPOSITES OF KEVLAR ARAMID

STRAIGHTST
I DIRECTION OF BLADE SET
HONED EDGES
ad
0002"
RAKER
FLATS SHOULD BE PARALLEL TO THE BLADE
Figure 51-3. Band Saw Use
2. Circular Saw - Best with fine, offset tooth blade (60 to 80 teeth per inch) and cutting speed 5000 to 6000
fpm. Speed and feed is governed by thickness of material.
3. Saber Saw - Blade number 121 or 122 (Technology Associates Inc.) is recommended for cutting. The
blade, with 5 alternating teeth in opposed directions (Figure 51-4), should be used at speeds of 2500 strokes
per minute. However, blade speed and feed rates vary due to material thickness.
51-1000
Page 6
4F12
PIPER AIRCRAFT

ALTERNATING -TOOTH SABRE
SAW BLADE FOR CUTTING
COMPOSITES OF KEVLAR
}
PATTERN
REPEATED
LENGTH
OF BLADE
Figure 51-4. Alternating Tooth Sabre Saw Blade
4. Drilling, fixed and hand held - A modified spade drill number 111 (Technology Associates Inc.) is
recommended. Spade drills with less than 0.250 inch diameter require cutting speeds of 2500 to 3500 rpm.
Speeds must increase as diameter increases, and feed rate must be made under lignt pressure (Figure 51-5).
SPADE DRILL FOR COMPOSITES OF KEVLAR
SELF - CENTERING SERRATED DRILL
L.d
Figure 51-5. Recommended Drill Bits
4F13
51-1000
Page 7
PIPER AIRCRAFT
PA42/42 720
5. Routing - Router number 101 (Technology Associates Inc.) is recommended. Router speed must be 20,000
to 35,000 rpm (Figure 51-6). To properly cut Kevlar laminate, position edge of laminate at exact junction of
two opposing router helix angles. Dull routers, filled with a fine film of epoxy resin on the cutting surfaces,
can be cleaned with a suitable epoxy paint stripper.
OPPOSED HELICAL ROUTER
BIT FOR TRIMMING
COMPOSITE
MUST BE
CENTERED AT
INTERSECTION
OF HELICES
"V" SLOT ROUTER
FOR TRIMMING
Figure 51-6. Suggested Routers
6. Countersinking - A butterfly type tool, modified with serrations, is recommended (Figure 51-7). Typical
cutting speeds are 40 to 60 rpm. If residual fuzzing occurs on countersink. holes, it can be removed by wet
sanding with 120 grit paper.
51-10-00
Page 8
SERRATED COUNTERSINK
Figure 51-7. Suggested Countersink. Tool
4F14
SANDING
PIPER AIRCRAFT
PA42/42720
Laminates are sanded by conventional wet sanding techniques. The preferred grit sizes are 120 to 240. Since
wet sanding removes residual fuzz on Kevlar, providing a smoother finish to the cut edge or hole, it is the only
preferred technique.
EDGE TREATMENT OF REPAIRS
All cut or machined edges and holes must be sealed with epoxy or polyester resin preventing absorption of
moisture. If edge repair is required, use 3M EC-2216 BfA epoxy adhesive or equivalent, as follows:
1. Surface Preparation:
a. Use a Dotco disc sander or equivalent to abrade surface until fibers are exposed, to ensure good
mechanical bond.
b. Clean abraded surface with clean cloth and trichoroethane or methyl ethyl ketone. (Alcohol can be used
if these solvents are unavailable.)
2. Mixing Ratio of Adhesive:
-CAUTION-
MIXING RATIO OF ADHESIVE MUST BE EXACT. USE
ONLY GRAM SCALES FOR SMALL MIXES.
EC-2216B 5 parts by weight.
EC-2216A 7 parts by weight.
3. Application:
a. Apply 10 mils of adhesive to each surface. Thicken adhesive if surfaces are rough and gap filling is
necessary.
b. During overlap shear bond application, apply 2 psi pressure by dead weight, cleeos, or clamps; ensure
surface contact is in alignment.
c. For added reinforcement (fillets, etc), apply strip of fabric impregnated with adhesive mix.
4. Cure Time:
a. 24 hours at 75F.
b. 5 minutes at 250F.
4F15
511000
Page 9
PIPER AIRCRAFT
PA-42/42-720
Repair procedures in this manual describe methods for repairing of fiberglass reinforced structures. Touch-up
and surface repairs such as blisters, open seams, delaminations, cavities, small holes, and minor damages (that
have not harmed the fiberglass cloth material) are covered, as well as fracture and patch repairs such as punctures,
breaks, and holes which penetrated through the structure and damaged the fiberglass cloth. A repair kit (part
number 756-729) for the aforementioned repairs is available through Piper Aircraft distributors.
-NOTE-
Follow resin and catalyst mixing instructions furnished with repair kit
carefully.
FIBERGLASS TOUCH-UP AND SURFACE REPAIRS
1. Remove wax, oil, and dirt from around damaged area with acetone, methylethylketone, or equivalent.
Remove paint to gel coat.
2. The damaged area can be scraped with a fine blade knife, or a power drill burr attachment, to roughen
bottom and sides of damaged area. Feather edge surrounding scratch or cavity. Do not undercut the edge.
(If scratch or cavity is shallow and penetrates only the surface coat, proceed to step 8.)
3. Pour proper amount of resin into jar lid or on piece of cardboard to fIll area being worked on. Using a putty
knife or stick, mix equal amount of milled fiberglass with resin. Add catalyst, (according to kit instruction)
to resin and mix thoroughly. A hypodennic needle can be used to inject gel into small cavities not requiring
fiberglass millings mixed with gel.
4. Work mixture of resin, fibers, and catalyst into damaged area. Use sharp point of putty knife or a stick,
press it into bottom of hole, and puncture air bubbles. Fill scratch or hole about 0.06 inch above damaged
area.
5. Lay cellophane or waxed paper over repair to cut off air. Start gel mixture cure.
6. Allow gel to cure 10 to 15 minutes until it feels rubbery. Remove cellophane and trim flush from surface,
using a sharp razor blade or knife. Replace cellophane and cure completely for 30 minutes to an hour. The
patch will shrink slightly below structure as it cures. (If wax paper is used, ensure wax is removed from
surface.)
7. Roughen bottom and edge of hole with electric burr attachment or rough sandpaper. Feather hole into
surrounding gel coat. Do not undercut.
8. Pour out small amount of resin, add catalyst, and mix thoroughly with cutting not stirring motion. Use no
fibers.
9. Using tip of putty knife or fingertips, fill hole to about 0.06 inch above surrounding surface with gel coat
mixture.
10. Lay piece of cellophane over patch to begin curing process. Repeat step 6 above; trim patch when partially
cured.
11. After trimming patch, place another small amount of gel coat on one edge of patch. Cover with cellophane.
Using squeegee or back of razor blade, level area surrounding patch and leave cellophane on patch for 1 to 2
hours, or overnight, for complete cure.
12. After repair has cured for 24 hours, sand patch area with sanding block and fine wet sandpaper. Finish by
priming, sanding, and applying color coat.
51-10-00
Page 10
4F16
PIPER AIRCRAFT
PA-42/42-720
FIBERGLASS FRACTURE AND PATCH REPAIRS
1. Remove wax, oil, and dirt from damaged area with acetone, methylethylketone, or equivalent.
2. Using a keyhole saw, electric saber saw, or sharp knife, cut away ragged edges to solid material.
3. Remove paint 3 inches back from damaged area.
4. Working inside structure, bevel edges to an approximate 30 degree angle. Rough sand hole and area around
it with 80 grit dry paper. Feather back about 2 inches around hole, roughening the surface for a strong bond
with patch.
5. Cover a piece of cardboard or metal with cellophane. Tape it to outside of structure, covering hole
completely. The cellophane must face toward inside of structure. If repair is on sharp contour or shaped
area, an aluminum sheet formed to similar contour can be placed over area. The aluminum must also be
covered with cellophane.
6. Prepare a fiberglass mat patch and cloth to cover an area 2 inches larger than hole.
7. Mix enough resin and catalyst to use one step at a time, according to kit instructions.
8. Thoroughly set mat and cloth with catalyzed resin and daub resin on mat and cloth. Mat must be applied
against surface structures with cloth on top. Both pieces can be wet on cellophane and applied as a
sandwich. Use enough fiberglass cloth and mat reinforcements to replace reinforcements removed to
maintain original strength. If damage is a stress crack, use an extra layer or two of cloth to strengthen area.
9. Lay patch over hole on inside of structure, cover with cellophane. Squeegee from center to edges to remove
air bubbles and ensure adhesion around edge of hole. Remove excess resin before it gels on part. Allow
patch to cure completely.
10. Remove cardboard or aluminum sheet from outside of hole. Roughen sand patch and edge of hole. Feather
edge of hole about 2 inches into undamaged area.
11. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat 1 inch larger
than hole, and one or more pieces of fiberglass cloth 2 inches larger than hole. Brush catalyzed resin over
hole, lay mat over hole, and wet out with catalyzed resin using a daubing action with brush. Apply
additional layer (or layers) of fiberglass cloth to build patch up to structure surface. Wet out each layer
thoroughly with resin.
12. With a squeegee or broad knife, work out air bubbles in patch from center to edge. Press patch firmly
against structure. Allow patch to cure 15 to 20 minutes.
13. When patch begins to set up and is still rubbery, use a sharp knife to cut off extra cloth and mat. Cut on
outside edge of feathering; strip cutting edges of structure. Complete process before cure is complete, to
save extra sanding. Allow patch to cure overnight.
14. Using dry 80 grit sandpaper with power sander or sanding block, smooth patch and blend with surrounding
surface. If air pockets appear while sanding, puncture and fill with catalyzed resin. A hypodermic needle is
used to fill cavities. Let cure and resand.
15. Mix catalyst resin, work into patch with fingers, and smooth carefully working into any crevices.
16. Cover with cellophane and squeegee smooth. Allow to cure completely before removing cellophane;
resand.
17. Brush or spray on a coat of catalyzed resin to seal patch. Sand patch and apply primer. Sand again, apply
color coat.
-NOTE-
Brush and hands can be cleaned in solvents such as acetone or
methylethylketone. If solvents are not available, a strong mixture of
detergent and water can be used.
4F17
511000
Page 11
PIPER AIRCRAFT
PA42/42720
THERMOPLASTIC REPAIRS
The following procedure explains field repairs to thennoplastic items used throughout the airplane. A list of
materials needed, along with suggested material suppliers is given. Safety precautions must be observed when
handling materials and tools used for these repairs.
1. Surface Preparation:
a. Surface dirt and paint must be removed from item being repaired. Household cleaners are most
effective in removing surface dirt.
b. Preliminary cleaning of damaged area with perchlorethylene or VM&P naphtha, generally ensures good
bonding between epoxy compounds and thennoplastic.
2. Surface Scratches, Abrasion, or Ground-in-Dirt: (Figure 51-8)
a. Shallow scratches and abraded surfaces are repaired by following directions for conventional
automotive buffing and rubbing compounds.
b. If large dirt particles are embedded in thennoplastic parts, remove with a hot air gun containing a
temperature range of 300 to 400F. Be careful not to overheat material. Hold gun nozzle about 1/4
inch away from surface. Apply heat with a circular motion until area is soft enough to remove dirt
particles. Thennoplastic returns to its original shape when cool.
3. Deep Scratches, Shallow Nicks, and Small Holes: (Less than 1 inch in diameter.) (Figure 51-9)
-NOTE-
Do not use solvent adhesives for highly stressed areas, on thin-walled
parts, or patching holes greater than l/4-inch in diameter. For larger
damages, a two-part, fast curing, easy sanding, commercially
available epoxy patching compound is recommended.
a. Solvent cements are compatible with virtually any of these applications. If area to be repaired is small,
dissolve same type thennoplastic material in solvent until desired paste-like consistency is achieved.
b. Apply mixture to damaged area. Upon solvent evaporation, hard durable solids remaining are easily
shaped to desired contour by filing or sanding.
c. Adhesion is increased by roughing bonding surface with sandpaper and using as much surface area for
the bond, as possible.
d. Mix patching compound in equal portions on a hard flat surface. Use figure eight motions. Clean
damaged area with perchlorethylene or VM&P naphtha, prior to applying compound (Figure 51-tO).
e. A mechanical sander can be used after compound is cured, providing sander is kept in constant motion
to prevent heat buildup.
f. For repairs in areas with little or no shear stress, hot melt adhesives (polyamids) supplied in stick fonn
can be used. This type of repair has a low cohesive strength factor.
g. For repairs in areas with small holes, indentations, or cracks where high stress is apparent, or thin
walled sections are used, welding is suggested.
h. To weld, a hot air gun and ABS rods are required. Hold gun so direct flow of hot air goes into the
fusion (repair) zone, heating damaged area and rod simultaneously. Move gun continuously in a
fanning motion to prevent discoloration of material. Pressure must be maintained on the rod to ensure
proper adhesion (Figure 51-11),
i. When repair is completed, sand surface finish to an acceptable appearance.
51-10-00
Page 12
4F18
PIPER AIRCRAFT
PA .. 42/42 .. 720
4. Cracks: (Figure 51-12)
-NOTE-
Before repairing crack in thennoplastic part, detennine cause of crack
and take steps to prevent recurrence.
a. Drill small stop holes at each end of crack.
b. If possible, bond a double plate to reverse side of crack to provide extra strength.
c. The V grooved crock is filled with either solvent cement, hot melt adhesive, epoxy patching compound,
or is hot air welded, whichever is preferred.
d. After repair has cured, sand to match surrounding finish.
5. Repairing Major Damage: (Larger than 1 inch in diameter.) (Figure 51-13)
-NOTE-
If possible, use patch made of same material. Cut slightly larger than
section under repair.
a. If appearance is important, repair large holes, cracks, tears, etc, by cutting out damaged area and
replacing it with similar material.
b. When cutting away damaged area, undercut perimeter and maintain a smooth edge. The patch and plug
must have a smooth edge to ensure a good fit.
c. Coat patch with solvent adhesive. Finnly attach it over damaged area.
d. Let patch dry for approximately one hour before perfonning additional work.
e. Fill the hole with repair material. Slight overfilling or repair material is suggested to allow for sanding
and finishing after repair has cured. If patching compound is used, repair in layers not exceeding a 1/4
inch thickness allowing compound to cure properly.
6. Stress Lines: (Figure 51-14)
-NOTE-
Stress lines produce a whitened appearance in localized areas and
generally emanate from severe bending or impacting of material
(Figure 51-15).
a. To restore material to its original condition and color, use a hot air gun or similar heating device.
Carefully apply heat to affected area. Do not overheat material.
7. Painting Repair:
a. Clean parts prior to painting with a commercial cleaner, or a solution of 1/4 cup detergent mixed with 1
gallon of water.
b. Use either lacquer or enamel paint to coat thennoplastic, depending on preference of repair facility or
customer. (See NOTE.)
-NOTE-
Solvent fonnulations must be considered when selecting paint, as not
all lacquers or enamels can be used on thennoplastics. Some solvents
in paints can significantly affect and degrade plastic properties. Also,
hard, brittle coatings, usually best for abrasion resistance, should not
be used in areas incurring high stress, flexing, or impact. Such
coating can crack and create a weak area.
4F19
511000
Page 13
PIPER AIRCRAFT
PA .. 42/42 .. 720
CHART 5101. liST OF MATERIALS (THERMOPLASTIC REPAffi)
ITEMS DESCRIPTIONS SUPPLIERS
Buffing and Rubbing Automotive Type - DuPont Company
Compounds DuPont #7 Wilmington, DL 19898
(See Caution)
Ram Chemical #69 x 1 Ram Chemicals
Gardena, CA 90248
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Irvin, CA 92713
Cleaners Fantastic Spray Obtain from Local Suppliers
(See Caution) Perchlorethylene
ABS - Solvent Cements Solarite #11 Series Solar Compounds Corp.
Linden, NJ 07036
Solvents Methylethyllcetone Obtain from Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound Linden, NJ 07036
Hot Melt Adhesives Stick Form If2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot Melt 3 in. long Most Hardware Stores
Gun
Hot Air Gun Temp. Range 300 to Local Suppliers
400F
-CAUTION-
USE HIGHLY FLAMMABLE AND/OR EXPLOSIVE
SUBSTANCES ONLY WHEN ABSOLUTELY NECESSARY. IF
SUBSTANCES ARE USED, ENSURE ALL CONTAINERS OR
SOURCES OF SUBSTANCES ARE REMOVED BEFORE
OPERATING ANY SYSTEM IN AIRCRAFT.
511000
Page14
4F20
PIPER AIRCRAFT
PA42/42 720
HOT AIR GUN
Figure 51-8. Surface Scratches, Abrasions or Ground-in-Dirt
Figure 51-9. Deep Scratches, Shallow Nicks and Small Holes Repair
51-10-00
4F21
Page 15
51-10-00
Page 16
PIPER AIRCRAFT
PA .. 42/42 .. 720
Figure 51-10. Mixing of Epoxy Patching Compound
ABS R O D ~ ~ ~ ~
Figure 51-11. Various Repairs
4F22
PIPER AIRCRAFT
PA-42/42-720
Figure 51-12. Welding Repair Method
DOUBLER PLATE BONDED TO
UNDERSIDE OF DAMAGED AREA
Figure 51-13. Repairing of Cracks
4F23
51-10-00
Page 17
511000
Page 18
PIPER AIRCRAFT
PA-42/42-720
Figure 51-14. Repair of Stress Lines
PROFILE VIEW INDICATING DAMAGED AREA
Figure 51-15. Repair of Impacted Damage
4F24
CORROSION CONTROL
PIPER AIRCRAFT
PA-42/42-720
Metal corrosion is deterioration of metal by chemical or electrochemical attack, and can take place internally
and on the surface. Water or water vapor containing salt, combined with oxygen in the atmosphere, is the main
source of corrosion in aircraft. Two types of corrosion exist: direct chemical attack, such as spilled battery acid
or fumes from batteries, has entrapped caustic solutions and residual flux deposits from inadequately cleaned,
welded, brazed, or soldered joints. Electrochemical attack is similar to electrolytic reactions, which take place in
electroplating, anodizing, or in a dry cell battery. This reaction usually requires a medium such as water, which is
capable of conducting a tiny current of electricity. Different areas of the same metal surface have varying levels
of electrical potential, and if connected by a conductor such as salt water, will start the corrosion process.
Electrochemical is the most common corrosion found on aircraft structures and component parts. The most
effective method of corrosion control is regular cleaning and surface refinishing, removing the medium and
minute electrical corrosive cells.
FORMS OF CORROSION
Various forms of corrosion exist depending on the size, shape, and specific function of the metal, atmospheric
conditions, and corrosion producing agents present.
The most common forms found on airframe structures are as follows:
1. Surface Corrosion:
This type appears as a general roughening, etching, or pitting of the metal surface, usually accompanied by
a powdery deposit of corrosion products. Surface corrosion is caused by either direct chemical or
electrochemical attack. This corrosion may spread under the surface coating, and not be recognized until
the paint or plating is lifted off the surface in small blisters, resulting from underlying accumulations of
corrosion products.
2. Dissimilar Metal Corrosion:
This type of corrosion, also known as galvanic corrosion because of the electrochemical principle involved,
can be very serious since it usually takes place out of sight and can only be detected by disassembly and
inspection prior to structural failure.
3. Intergranular Corrosion:
This type of corrosion attacks the metal along grain boundaries of an alloy and results from lack of
uniformity in the alloy structure. This lack of uniformity is caused by changes occurring in the alloy during
heating and cooling. Intergranular corrosion can exist without visible surface evidence, and is difficult to
detect in its original state. Severe corrosion of this type may cause the surface of the metal to exfoliate.
(Flaking or lifting of metal at the surface, due to delamination of grain boundaries caused by pressure of
corrosive residual product buildup.)
4. Stress Corrosion:
This type of corrosion results from the combined effects of sustained tensile stresses and corrosive
environments. It usually occurs in aluminium alloy bellcranks with pressed-in bushings, landing gear shock
struts with pipe-thread type grease fittings, clevis pin joint, and shrink fit parts.
5. Fretting Corrosion:
This type of corrosion develops between close fitting components that rub together. The rubbing contact
destroys the protective film and eventually removes small particles of virgin metal from surfaces. These
particles act as an abrasive, preventing formation of any protective oxide film, and expose fresh active metal
to the atmosphere.
4G1
51-10-00
Page 19
PIPER AIRCRAFT
PA42/42720
CONDITIONS AFFECTING CORROSION
The following conditions, some of which can be controlled and some cannot, affect metal corrosion:
1. Climate:
The environmental conditions where an aircraft is maintained and operated greatly affect corrosion
characteristics. If location is in a hot, moist climate, corrosion attach is increased considerable. The worst
conditions are in areas near sea water and salt air.
2. Metal Size and Type:
Size and shape of metal can indirectly affect its corrosion resistance due to chemical composition variations
and cooling-rate difference between surfaces and material centers.
3. Foreign Material:
Among foreign materials contributing to corrosion, the following are the most frequently found:
a. Soil and atmospheric dust.
b. Oil, grease, and engine exhaust residue.
c. Salt water and salt moisture condensation.
d. Spilled battery acids and caustic cleaning solutions.
e. Welding, brazing and soldering flux residue. It is important that the aircraft be kept clean. Frequency
of cleaning depends on several factors such as geographical location, aircraft model, and type of
operation.
INSPECTION
1. Corrosion inspection must be done daily since corrosion is a continuing problem and must be part of routine
preflight inspections.
2. In addition to routine inspections, the following special requirements must be obselVed:
a. Aircraft operated in a marine atmosphere must have special weekly checks.
b. Aircraft operated in semi-arid conditions must have monthly inspection checks.
c. Corrosion inspection and checks must be perfonned by personnel familiar with corrosion problems as
follows:
51-10-00
Page 20
(1) Daily and preflight inspections must include engine frontal areas, including all intake vents, engine
compartment gaps, seams and faying surfaces in the exterior skins, wheel and wheel well areas,
battery compartment, fuel cell drains and any other drains on the aircraft and, if possible, any bilge
areas not requiring extensive removal of inspection access covers.
(2) To thoroughly inspect internal cavities of aircraft, detailed inspection must include above
referenced areas and areas requiring removal of inspection plates and panels.
4G2
PIPER AIRCRAFT
PA-42/42-720
CORROSION REMOVAL AND CONTROL
-NOTE-
Corrosion is a natural phenomenon and can not be completely
eliminated. In most cases, the rate of corrosive attack can be reduced
to an acceptable level with proper prevent methods.
1. All corrosion products must be completely removed whenever rework is started. The corroding process will
continue even when the affected area is refinished. The following steps must be carried out prior to starting
any rework:
a. Position airplane in a wash rack or provide a washing apparatus for rapid rinsing of all surfaces.
b. A static ground line must be connected to the airplane.
c. Remove airplane battery, if required.
d. Protect pitot-static ports, engine openings airscoops, louvers, wheels, tires, and all other vulnerable
airplane parts from moisture and chemical brightening agents.
e. Protect surfaces around rework areas from chemical paint strippers, corrosion removal agents, and
surface treatment materials.
2. Evaluation of corrosion damage is required after initial inspection and cleaning, to determine nature and
extent of repairs required. To evaluate extent of corrosion, the following guidelines have been established:
a. Light corrosion:
This appears as discoloration or pitting to a depth of approximately 0.001 of an inch maximum. It is
normally removed by light hand sanding or small amount of chemical treatment.
b. Moderate corrosion:
This appears similar to light corrosion except blistering or evidence of scaling and flaking might exist.
Pitting depths may be as deep as 0.010 of an inch. Damage is normally removed by extensive hand
sanding or mechanical sanding.
c. Severe corrosion:
The general appearance could be similar to moderate corrosion, with severe blistering, exfoliation,
scaling, or flaking. Pitting depths will be deeper than 0.010 of an inch and damage is normally removed
by extensive mechanical sanding or grinding.
3. Corrosion Removal: Several standard methods for corrosion removal exist depending on the metal and
extent of corrosion. Methods normally used are chemical treatments, hand sanding with abrasive paper or
metal wool, and mechanical sanding or buffing with abrasive mats, or grinding wheels.
In certain cases a special method could be required depending on type and extent of corrosion. For
example, corrosion in a hole could require enlarging the hole, or abrasive blasting could require removing
corrosion from steel fasteners, or irregular shaped parts or surfaces.
All depressions resulting from corrosion rework must be faired or blended with the surrounding surface.
This is accomplished by removing any rough edges and corrosion from the damaged area, and blending the
edges of the reworked area in an elliptical shape, with the major axis in the longitudinal direction. In areas
containing multiple pits closely spaced, the intervening material must be removed to minimize surface
irregularity or waviness.
4. To ensure corrosion does not reappear, reprotecting repaired areas is very important and must be done as
soon as repair work is completed. The surface must be protected in the same manner as was originally
manufactured, unless manufacturer recommends some other procedure or protective coating.
4G3
51-10-00
Page 21
SHEET METAL REPAIRS
GENERAL
PIPER AIRCRAFT
PA42/42720
LK1l40
Repairs in this report are Piper Aircraft approved using standard sheet metal repair procedures. Repairs in the
following areas, other than those listed in this report, are not recommended without the approval of Piper
Aircraft:
1. Wing front, main and rear spars, and assemblies.
2. Wing spar box assembly.
3. Spars of elevator, horizontal and vertical stabilizer, rudder, and ailerons.
4. Pressurized section of fuselage including pressure bulkheads.
5. Heat treated steel parts and welded steel structures.
6. Splices.
7. Forgings and castings.
8. Fittings and machined parts.
-NOTE-
The replacement of rivets in items 1, 2, 3, and 4 above is a Piper
Aircraft approved repair.
REPLACEMENT OF RIVETS
-WARNING-
UNDER NO CIRCUMSTANCES CAN A RIVET BE REPLACED
WITH ONE OF LOWER STRENGTH.
Whenever possible, rivets must be replaced with the same size and strength originally specified. However,
when a rivet hole is enlarged, deformed or damaged, increase hole size and replace the original with an oversize
rivet, specified in this manual.
It is acceptable, however, to replace 2117-T3 rivets with either 2017-T4 or 2024-T4 rivets, providing the
spacings and edge distances of Chart 5102 are maintained.
511000
Page 22
4G4
PIPER AIRCRAFT
PA42/42720
CHART 5102. EDGE DISTANCE AND SPACING VS RIVET DIAMETER
RIVET EDGE DISTANCE SPACING
DIAMETER 2D 2D1/16 3D 4D 5D
1/16 .125 .188 .188 .250 .313
3/32 .188 .250 .281 .375 .469
7/64 .219 .281 .328 .438 .547
1/8 .250 .313 .375 .500 .625
9/64 .281 .344 .422 .563 .703
5/32 .313 .375 .469 .625 .781
11/64 .344 .406 .516 .688 .859
3/16 .375 .438 .563 .750 .938
CHART 5103. ACCEPTABLE RIVET SUBSTITUTES
SPECIFIED RIVET REPLACEMENT RIVET
2117-T3 20 17-T4 2024-T4
MS20426-AD MS20426-D MS20426-DD
MS20470-AD MS20470-D MS20470-DD
OVERSIZE RIVET REPLACEMENT
6D
.375
.563
.656
.750
.844
.938
1.031
1.125
LK-1l40
When a rivet hole is enlarged, defonned or damaged the hole size can be increased and the original rivet
replaced with an oversize rivet, according to the following limitations:
1. The enlarged, finished hole must e smooth and free of defects.
2. The larger rivet diameter must meet the edge distance and spacing requinnents of chart 5102.
3. In the case of a 1/64" oversize flush rivet, the countersink or dimpleis accepable without rework
4. In the case of a 1/32" oversize flush rivet, the hole must be countersunk or dimpled.
5. Blind rivets with aluminum spindles, which have an oversized hole, may be replaced by oversize cherry-
max blind rivets, providing hole standards confonn to Chart 5104 (use CR3243 for protruding head and
CR3242 for flush head).
4GS
511000
Page 23
PIPER AIRCRAFT
PA-42/42-720
CHART 5104. SPECIFICATION FOR REPLACEMENT OVERSIZE RIVETS
PROTRUDING HEAD RIVETS
SPECIFIED RIVET OVERSIZED REPLACEMENT RIVET
STANDARD DIA. 1/64" OVERSIZE DIA. 1/32" OVERSIZE
MS20470-AD3 3/32 NASI242-AD3 7/64 MS20470-AD4
MS20470-AD4 1/8 NASI242-AD4 9/64 MS20470-AD5
MS20470-AD5 5/32 NASI242-AD5 11/64 MS20470-AD6
FLUSH HEAD RIVETS
SPECIFIED RIVET OVERSIZED REPLACEMENT RIVET
STANDARD DIA. 1/64" OVERSIZE DIA. 1/32" OVERSIZE
MS20426-AD3 3/32 NAS1241-AD3 7/64 MS20426-AD4
MS20426-AD4
1/8 NAS1241-AD4 9/64 MS20426-AD5
MS20426-AD5 5/32 NAS1241-AD5 11/64 MS20426-AD6
CHART 5105. 1/64" OVERSIZE RIVET HOLE STANDARDS
RIVET DIAMETER HOLE DIAMETER
7/64 .133
9/64 .144
11/64 .177
NOTE:
For NAS1241, NAS1242, CR3242 and CR3243 Rivets.
511000
Page 24
4G6
DRILL SIZE
#33
#27
#16
DIA.
1/8
5/32
3/16
DIA.
1/8
5/32
3/16
RIVET SUBSTITUTION
BLIND RIVETS
PIPER AIRCRAFT
PA-42/42-720
LK1l40
Blind rivets can be substituted for AD type solid aluminum rivets, except in the following areas:
L Wing, fin, or stabilizer spar assemblies.
2. Machined fittings.
3. Castings.
4. Forgings.
5. Wing or tail surface attachment fittings.
6. Control surface hinges.
7. Landing gear fittings or other highly stressed components.
HOLLOW RIVETS
Hollow rivets can be substituted for solid rivets in nut-plate attachment only if their sole purpose is the
attachment of nut plates. Hollow rivets may not be substituted for solid rivets if the nut plate to be attached is
1/4" or larger. Hollow rivets will not be substituted for solid rivets if the attachment will become a leak through a
barrier. (Example: Firewalls, pressure bulkheads, fuselage skins, etc.)
HIGH-SHEAR FASTENERS
When "huck-bolts" (53 LP-DT) have been removed for repairs, they can be replaced by hi-locks (HL18 or
HL19). For oversize holes, use HL62 or HL63.
4G7
51-10-00
Page 25
PIPER AIRCRAFT
PA .. 42/42 .. 720
CHART 5106. STRUCTURAL RIVET SUBSTITUTION
SOLID THINNEST MATERIAL 1 SUBSTITUTE BLIND RIVET 4
RIVET
DIA. .016 .020 .025 .032 .040 .051 .064 PROTRUDING FLUSH
to .125 HEAD HEAD
incl.
1/8" Two Two Two Two See See See NAS1398D NAS1399D
TYPE 1/8" 1/8" 1/8" 1/8" Note Note Note (Cherrylock (Cherrylock
AD Rivets Rivets Rivets Rivets 6 6 6 CR2163) CR2162)
See See See See Note 11
Note 8 Note 8 Note 8
Two Two Two Two NAS1738B NAS1739B
1/8" 1/8" 1/8" 1/8" 1/8" 1/8" 1/8" (Bulbed (Bulbed
Rivets Rivets Rivets Rivets See See Cherrylock Cherrylock
See See Notes Note CR2249) CR 2248)
Note Note 7 and 9 9
8 8
5/32" Two Two Two Two Two See See NAS1398D NAS1399D
TYPE 5/32" 5/32" 5/32" 5/32" 5/32" Note Note (Cherrylock (Cherrylock
AD Rivets Rivets Rivets Rivets Rivets 7 7 CR2163) CR2162)
See See See See See Note 11
Note 8 Note 8 Note 8 Note 8
Two Two Two Two Two See NAS1738B NAS1739B
5/32" 5/32" 5/32" 5/32" 5/32" Notes 5/32" (Bulbed (Bulbed
Rivets Rivets Rivets Rivets Rivets 7 and Cherrylock Cherrylock
See See See See 10 CR2249) CR 2248)
Note Note Note Note
8 8 8 10
NOTES:
1. The material thickness refers to the thinnest gauge of material that the fastener has to pass through.
2. Where two rivets are called for, replace each solid aluminum rivet with two blind rivets of the same diameter as the
solid rivet.
3. When a row of four or more rivets is involved and two rivets are called for, then the total number of rivets required is
twice the original number of solid rivets in the row less one.
4. Substitute rivets are to be placed at the location of the original solid rivet maintaining edge distances and spacing
shown in Chart 5102.
5. When two blind rivets are to be substituted for one solid rivet, place the second rivet between two adjacent rivets,
maintaining edge distances and spacing as specified in Chart 5102.
6. If countersunk, use two 1/8 in. rivets.
7. If countersunk, use two 5/32 in. rivets.
8. 00 not countersink.
9. If dimpled, use two 1/8 in. rivets.
10. If dimpled, use two 5/32 in. rivets for material thickness up to .070. For thickness over .070, use one 5/32 in. rivet.
11. Do not use if material is to be dimpled.
511000
Page 26
4GB
PIPER AIRCRAFT
PA-42/42-720
CHART 5106. STRUCTURAL RIVET SUBSTITUTION (continued)
APPROVED SUBSTITUTIONS FOR MS20470AD 1/8 INCH PROTRUDING HEAD TYPE
RIVET ON A DIRECT" ONE FOR ONE" BASIS.
SHEET METAL THICKNESS
RIVET
.020 .025 .032 .040 .050 .063 .071
NAS1398B - - - -
* * *
CR3213 - - -
* * * *
NAS1738B - -
* * * * *
CR3243 - -
* * * * *
NAS1768D - -
* * * * *
RIVET ON A DIRECT "ONE FOR ONE" BASIS.
SHEET METAL TIDCKNESS
RIVET
.020 .025 .032 .040 .050 .063 .071
NAS1398B - - - - -
* *
CR3213 - - - -
* * *
NAS1738B
- - -
* * * *
CR3243 - - -
* * * *
NAS1768D - - -
* * * *
RIVET ON A DIRECT" ONE FOR ONE" BASIS.
RIVET
.020 .025 .032 .040 .050
NAS1398B
- - - - -
CR3213 - - - - -
NAS1738B - - - - -
CR3243 - - - -
*
NAS1768D - - - - -
NOTE: Substitute Rivets are indicated by an asterisk (*).
4G9
.063 .071
*
-
* *
* *
* *
* *
511000
Page 27
PIPER AIRCRAFT
PA-42/42720
APPROVED SUBSTITUTIONS FOR MS20426AD 1/8 INCH FLUSH (MACHINE
COUNTERSINK) HEAD TYPE RIVET ON A DIRECT "ONE FOR ONE" BASIS.
RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212 - - - -
* * *
NAS1739B - - - -
* * *
CR3242 -
* * * * * *
NAS1769D - - - -
'"
* *
RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212 - - - - -
* *
NAS1739B - - - - -
* *
CR3242 - -
* * * * *
NAS1769D - - - - -
* *
RIVET
.020 .025 .032
CR3212 - - -
CR3242 - - -
NAS1769D
- - -
51-10-00
Page 28
4G10
.040 .050
- -
-
*
- -
.063
-
*
-
.071
*
*
*
PIPER AIRCRAFT
PA-42/42-720
APPROVED SUBSTITUTIONS FOR MS20426AD 1/8 INCH FLUSH (DIMPLED) HEAD
TYPE RIVET ON A DIRECT" ONE FOR ONE" BASIS.
RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212 - - - - -
* *
NAS1739B - - - - -
* *
TYPE RIVET ON A DIRECT" ONE FOR ONE" BASIS.
RIVET
.020 .025 .032 .040 .050 .063 .071
NAS1739B - - - - - -
*
TYPE RIVET ON A DIRECT "ONE FOR ONE" BASIS.
Currently, there are no approved "one for one" substitutions for the 3/16 inch Flush (Dimpled) Head
Type Rivet.
4G11
51-10-00
Page 29
PIPER AIRCRAFT
PA-42/42720
CHART 5107. NUTPLATE RIVET SUBSTITUTION
SUBSTITUTE HOLLOW BLIND RIVET
SOLID RIVET GRIP PROTRUDING FLUSH HEAD
DIA. RANGE HEAD (100)
Up to .062 CCR 27455-3-1 CCR 26455-3-1
CCR 26455-3-2
.063 to .125 CCR 27455-3-2 DR 1204-0306
3/32" CCR 26455-3-3
TYPE .126 to .187 CCR 27455-3-3 DR 1204-0308
AD
.188 to .250 CCR 27455-3-4 CCR 26455-3-4
DR 1204-0310
.251 to .312 DR 1204-0312
.313 to .375 DR 1204-0314
.376 to .437 DR 1204-0316
NOTE:
CCR Denotes cherrylock rivets (Cherry Rivet Div. of Townsend Corporation).
DR Denotes chobert rivets (Avdel Corporation).
STOP DRILL SIZE
CHART 5108. STOP DRILL SIZES
MATERIAL THICKNESS
5110-00
Page 30
Up to .032
.040 to .064
.072 to .081
4G12
DRILL SIZE
#50 (.070)
#40 (.098)
#30 (.129)
LK.1l40
PIPER AIRCRAFT
PA42/42720
PASSENGER WINDOW SKIN INSPECTION
It is strongly recommended that to detect any early fatigue cracks in the fuselage skin, in the vicinity of the
blend between the comer radius and vertical edges of the passenger window cutouts, inspections must be
performed at intervals earlier than normally called for. Aircraft which require this early inspection, and times for
the first inspection, are listed below.
-NOTE-
This inspection is to be performed every 1100 hours after the
designated first inspection.
1. 42-7800001 through 42-7801004, and 42-8001001 through 42-8001024. First inspection by 3500 airframe
hours and every 1100 hours thereafter.
2. 42-8001025, 42-8001026, 42-8001028 through 42-8001037, and 42-8001039. First inspection by 6100
airframe hours and every 1100 hours thereafter.
This inspection is to be carried out by the eddy-current method of non-destructive testing (NDT) without
stripping any paint from the inspection area. An experienced testing laboratory must be retained to do the testing.
The personnel conducting the test must be certified to American Society of Nondestructive Testing TC-1A, Level
II minimum, and have two years of actual working experience. All passenger windows must be inspected in the
area indicated in Figure 51-16, Passenger Window Skin Inspection.
The eddy-current testing instrument must be in the 5 kHz to 500 kHz range with the lowest possible frequency
being preferred. A small-tip (0.130 inch) probe, with frequency matched to the tester, must be used.
Inspection equipment calibration is unconventional, so a reference standard (Piper PIN 73130-02) is available
and must be used for calibration. Practice may be necessary before the operator is skilled in this procedure.
Proceed as follows:
1. Adjust gain controls.
2. Set X and R controls to obtain an on scale reading.
3. Rotate level control to bring pointer on scale.
4. With the probe in air (away from metal), tune the Balance X control until a 60% meter is obtained. If the
pointer drops off-scale, bring it back on-scale with the level control.
5. Repeat step 4 for Balance R control.
6. With the probe on the calibration standard between rivets and away from cracks, a 0 meter reading must be
obtained. Ifnot, obtain the lowest possible reading by repeating steps 4 and 5.
7. The calibration standard simulates the window edge skin and inner doubler with non-coincident cracks in
the skin and doubler. While cracks in the airframe will generally run to a rivet, the simulated cracks in the
standard run between rivets. The inspection area is between the row of universal head rivets and the edge
farthest from them. With an 0 meter reading between rivets and away from cracks, a crack in the skin will
register a 20-30% deflection, while one in the doubler will register 5-10%. The operator must familiarize
himself with deflections caused by the flush rivets.
8. Once inspection personnel are certain their calibration technique is correct, readings from the airplane must
be compared to those obtained on the calibration standard. Equipment must be adjusted as close as possible
to an 0 reference reading on the airplane. Double check using the reference standard and simulating any
paint thickness variation; use tape on the standard.
When inspecting the airplane, ensure the surface to be inspected is clean and dry. The primary area of concern
is between the window cutout edge and the row of flush rivets (5/16 inch from the edge). However, the
inspection must be carried as far back as the first row of universal head rivets.
4G13
51-10-00
Page 31
PIPER AIRCRAFT
PA42/42 720
If a crack in the fuselage skin is found, the standard. repair (Figure 51-23, Structural Repairs - Fuselage Skin
Repair) can be used. If the crack has progressed past the rivet hole or has started between two rivets, the leading
edge of the crack must be stop-drilled using a No. 40 (0.098 dia.) drill. The stop-drill hole must go through the
skin and the inner doubler behind it. Before rivetting on the repair doubler, the airplane exterior paint must be
roughed-up in the area beneath the repair doubler and the faying surface sealant applied between the repair
doubler and the skin. Use sealant which complies with MIL-S-7502 or 8802. Wipe off excess sealant before it
cures. Prime, finish, and paint the repair area to match the aircraft exterior. If a crack is found in the inner
doubler, contact Piper Aircraft Corporation for a recommended repair providing specifics on the problem.
51-10-00
Page 32
-CAUTION-
FAILURE TO COMPLY WITH THESE INSPECTIONS AND
REPAIR PROCEDURES AT THE TIMES SPECIFIED CAN
ULTIMATELY LEAD TO AN INABILITY TO MAINTAIN
PRESSURIZATION OR THE IN-FLIGHT LOSS OF THE
WINDOW ITSELF.
4G14
PIPER AIRCRAFT
PA42/42720
_________ -'
INSPECT
BLEND

0000 0
o 0
o
o 0 0 O'//"All
o
o
o
"EDDY - CURRENT" INSPECT YO"
OVER SHADED AREA
o
c
z
UJ
...J
al
)
3 INCHES
r--
INSPECT
3 INCHES
c
z
UJ
...J
al
Figure 51-16. Passenger Window Skin Inspection
4G15
BLEND
(
51-10-00
Page 33
PIPER AIRCRAFT
PA42/42 720
WING AND ASSOCIATED STRUCTURE
UPPER WING LEADING EDGE ASSEMBLY
FIREWALL TO ENGINE MOUNT EXTENSION BOLTS
-NOTES-
1. INSPECT WING LEADING EDGE ASSEMBLY (SHADED AREA) FOR LOOSE RIVETS AT 10,000 FLIGHT
HOURS. IF RIVETS ARE INTACT AT INSPECTION, REINSPECT EVERY 1,600 HOURS.
2. REPLACE FIREWALL TO ENGINE MOUNT EXTENSION BOLTS (NAS626-8) AT 7,800 FLIGHT HOURS.
511000
Page 34
Figure 51-17. Wing Inspection and Repair Areas
4G16
PIPER AIRCRAFT
PA42/42720
EMPENNAGE AND ASSOCIATED STRUCTURE
-NOTES-
1. IF RIVETS ARE INTACT AT INSPECTION,
REINSPECT EVERY 1600 HOURS.
2. INSPECT RIGHT AND LEFT SIDES EVERY 100
HOUR INSPECTION PERIOD.
INSPECT SHADED AREAS
A. AT 11,600 FLIGHT HOURS, INSPECT RIVETS AT F.S. 332.0, W.L. 32.0 FOR LOOSE RIVETS (SEE NOTE 1).
8. INSPECT RIVETS AT F.S. 359.32, W.L. 29.45 TO 39.0. REPLACE "WORKING" RIVETS (MS20470-AD5, 13 EA.)
WITH NAS 173885-4 AS REO'D. (SEE NOTE 2).
C. INSPECT RIVETS AT F.S. 359.32, WL 41.15 TO 2L 52.50. REPLACE "WORKING" RIVETS (MS20470-AD5, 14 EA.)
WITH NAS 173885-4 AS REO'D (SEE NOTE 2).
D. INSPECT RIVETS AT VERTICAL FIN REAR SPAR, W.L. 57.628 TO W.L. 69.10. REPLACE "WORKING" RIVETS
{MS20470-AD4, 14 EA.} WITH NAS 173885-4 AS REO'D {SEE NOTE 2}.
E. INSPECT RIVETS AT VERTICAL FIN REAR SPAR, W.L. 26.65 TO W.L. 56.0. REPLACE "WORKING" RIVETS
(MS20470-AD5, 34 EA.) WITH NAS 173885-4 AS REO'D (SEE NOTE 2).
Figure 51-18. Empennage Inspection and Rivet Replacement
4G17
51-00-00
Page 35
PIPER AIRCRAFT
PA42/42 720
CRACKS IN BEND RADIUS OF FLANGES (NONPRESSURIZED AREAS)
1. When a flange has a crack less than 1/4 inch long, repair the crack by grinding it out smoothly while
maintaining a inch radius at the base of the crack.
2. When a flange has a crack greater than 1/4 inch long, but not exceeding one inch in length, and the crack is
located at the end of the flange, proceed as follows:
a. Stop drill the crack (specified in Chart 5108).
b. Install an angle stiffener of the same material, thickness, heat treat, finish, and sufficient length to pick
up two additional rivets beyond the end of the crack.
-NOTE-
Both legs of the angle must have the same number of rivets. When
installing rivets, use the same type and size as the existing rivets.
3. A flange having a crack which does not exceed one inch in length, and which is not located at either end of
the flange, can be repaired as follows:
a. Stop drill the crack at both ends (specified in Chart 5108).
b. Install an angle stiffener of the same material, thickness, heat treat, and finish as the original flange.
This stiffener must be of sufficient length to pick up two additional rivets beyond the end of the crack at
both ends.
-NOTE-
Both legs of the angle must have the same number of rivets. The
rivets used must be of the same type and size as the existing rivets.
4. Cracks in flanges having four rivets or less, must be repaired as follows:
a. Cut off flange to remove the crack. Replace with an angle of the same material, thickness, heat treat,
finish. and contour.
b. Attach repair angle with two rivets in the web for every one rivet in the flange. Rivets must be of the
same type and size as the existing rivets.
CRACKS IN FLANGES
1. A short crack in a flange originates at the flange edge does not extend beyond the line mid-way between the
edge and the band tangent line, and is more than 2D (twice the nominal diameter of the rivet) from the rivet
holes. Do not use this repair within two rivets from a splice.
a. Stop drill as specified in Chart 5108.
b. Add a patch plate of the same material and thickness as the flange.
511000
Page 36
-NOTE-
Radius one corner of the plate to provide a snug fit into the bend
radius.
4G18
PIPER AIRCRAFT
PA-42/42-720
c. Attach plate with the number and size rivets shown in Chart 5109.
-NOTE-
The number shown is the number of rivets on each side of the crack.
Should the crack be between the second and third rivet from the end
of the flange, the two end rivets can be used and the number will only
refer to the rivets required on the remaining side.
2. Short cracks to rivet holes include those within 2D from a rivet hole.
a. Stop drill (specified in Chart 5108) those cracks which do not terminate at a rivet hole.
b. Add a patch plate of the same material and thickness as the flange. Radius one comer of the plate to
provide a snug fit into the bend radius.
c. Attach the plate with the number and size rivets specified in Chart 5109.
-NOTE-
Midspace one rivet that is one diameter less than originally used
(minimum size is 3/32 inch diameter) on each side of cracked hole.
Maintain edge distances and spacing.
3. Long cracks originate at the flange edge and extend beyond the flange centerline, not extending into the
bend radius.
a. Stop drill the crack as specified in Chart 5108.
b. Add an angle of the same material and thickness as the flange. The legs of the angle must be of equal
length. The number and size of the rivets to be used are found in Chart 5109.
CHART 5109. NUMBER AND SIZE OF AD RIVETS REQUIRED ON EACH SIDE OF CRACKS.
WIDTH OF FLANGE
UP TO .50 (INCH) .50 TO .75 (INCH)
MATERIAL RIVET NUMBER RIVET NUMBER
TIDCKNESS SIZE REQUIRED SIZE REQUIRED
3/32 3 3/32 4
UP TO .040 (INCH)
1/8 3 1/8 3
5/32 2 5/32 3
1/8 4 1/8 4
.051 TO .064 (INCH) 5/32 3 5/32 4
4G19
.75 TO 1.00 (INCH)
RIVET NUMBER
SIZE REQUIRED
3/32 5
1/8 4
5/32 3
1/8 5
5/32 4
51-10-00
Page 37
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Both legs of the angle must have the same number of rivets. If the
stop drilling produces a double line, or if the stop drilling is within 2D
of a rivet hole, add a midspaced rivet one diameter smaller (minimum
diameter 3/32 inch) on each side of the affected hole.
CRACKS IN LIGHTENING HOLE FLANGES
1. If the crack length does not exceed fifty percent of the distance between the edge and the bend radius tangent
line, the crack can be faired out gradually with a minimum radius of inch.
2. If the crack length exceeds fifty percent of the distance between the edge and the bend radius tangent line,
but does not extend into the bend radius, proceed as follows:
a. Stop drill the crack as specified in Chart 5108.
b. Add a formed doubler of the same material, thickness, and contour as the web.
-NOTE-
Doubler details must be as shown in Figure 51-19.
h30
0
/
MIN.--..) .
TWO ROWS OF /
FOUR WEB RIVETS ~ - - , : f . . . . .. /'-. \
----to -f---
-NOTES-
1. PARTS MUST "NEST" SNUGLY.
2. FLANGE RIVETS ARE 3/323 IN.
3. WEB RIVETS ARE 3/32 IN. FOR MATERIAL UPTO .032, AND 1/SIN.
FOR MATERIAL THICKNESS IN EXCESS OF .032.
4. RIVET SPACING AND EDGE DISTANCES IN ACCORDANCE WITH CHART 51 02.
51-10-00
Page 38
Figure 51-19. Lightening Hole Flange Repair
4G20
30
J-
PIPER AIRCRAFT
PA-42/42-720
REPAIR OF CRACKED OR TORN-OUT DIMPLED HOLES AROUND GENERATOR COOUNG SCOOP
:...-_+.%--_. __ - - ~ ' , ~ DOUBLER .025, 2024-T3 ALUMINUM SHEET
1.00 (TYP)
CUTOUT TO MATCH EXISTING
GENERATOR COOLING SCOOP
CUTOUT IN OUTER COWL SKIN.
CRACKS IN DIMPLED AREA OF COWL
SKIN STOP DRILL PER CHART 5107
.098 HOLE. MATE WITH
DOUBLER. COUNTERSINK
100
0
X .179 DIA. ON OUTSIDE ----1I.pe
SURFACE OF OUTER COWL
SKIN (11 PLACES)
INSTALL DOUBLER ON INSIDE
SURFACE OF OUTER COWL SKIN
.257 HOLE DIMPLE 100
0
X .437
FAR SIDE (11 PLACES) MATE
WITH EXISTING HOLES IN COWL
OUTER SKIN.
.098 HOLE; COUNTERSINK 100
0
X .179
DIA. NEAR SIDE EQUALLY SPACED
BETWEEN DIMPLED HOLES (11 PLACES)
v " NAS1097AD3 (11 PLACES) DOUBLE FLUSH
i ON INSTALLATION
Figure 51-20. Cowl Repairs
4G21
51-10-00
Page 39
.257 HOLE (6 PLACES)
DIMPLE 100
0
X .437 DIA. FAR
SIDE. MATE WITH EXISTING
HOLES IN COWL SKIN.
DOUBLER .025 2024-T3
ALUMINUM SHEET
.098 HOLE (8 PLACES)
COUNTERSINK 100
0
X .179
DIA. NEAR SIDE.
PIPER AIRCRAFT
PA-42/42-720
7.60

'-'
,---------------------

1.75
4 PLACES)

5.82
h \'9) P)
1.00R (TYP)../ -----I------..L--,-_.........:::.. __ ---L_L
EOUALL Y SPACED BETWEEN DIMPLED HOLES ( 4 PLACES)
NAS1097AD3 (8 PLACES) DOUBLE
FLUSH ON INSTALLATION - V
CRACKED OR TORN - OUT DIMPLED HOLES
AROUND GENERATOR EDUCTOR (UPPER COWL)
AND FRESH AIR INLET (LOWER COWL)
.098 HOLE MATE WITH DOUBLER
COUNTERSINK 100
0
X .179 DIA.
ON OUTER SURFACE OF COWL
SKIN (8 PLACES)
CRACKS IN DIMPLED AREA OF
COWL SKIN. STOP DRILL PER
CHART 51 07
" INSTALL DOUBLER ON INSIDE
SURFACE OF COWL SKIN
Figure 51-20. Cowl Repairs (continued)
51-10-00
Page 40
4G22
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE REPAIRS - PRESSURIZED SECTION
Whenever possible, an inset is provided in the upper part of the page with the shaded portion indicating a
typical area where repair could be required. The material to be used in the repair is specified either on the
illustration or in the lower right hand section of the page.
Figure 51-21 shows typical bulkhead and channel cracks.
Chart 5110 lists item numbers, part numbers, descriptions, reference pages, and actions required if a crack is
found during inspection. The required inspection is visual only.
Figure 51-22 shows typical inspection areas listed in Chart 5110, and where applicable, applies to both left and
right sides.
Figure 51-23 shows approved repair method.
All items in Chart 5110 must be inspected at 12,382 airframe flight hours and repaired if cracks are found.
In addition, items 33,68, and 99 must be inspected at 13,978 airframe flight hours.
4G23
51-10-00
Page 41
PIPER AIRCRAFT
PA42/42720
BULKHEAD END REPAIR
BULKHEAD STRINGER CUT-OUT AREA REPAIR
CHANNEL REPAIR
FOR BULKHEAD AND CHANNEL CRACK REPAIR, SEE FAA ACCEPTABLE METHODS, TECHNIQUES, AND
PRACTICES - AIRCRAFT INSPECTION AND REPAIR MANUAL.
ARROWS INDICATE AREAS PRONE TO CRACKING.
51-10-00
Page 42
Figure 51-21. Crack Type Identification
4G24
PIPER AIRCRAFT
PA-42/42-720
INSPECTION ITEM, PART, DESCRIPTION, REFERENCE AND ACTION
CHART 5110. INSPECTION AREAS
REPAIR
ITEM NO. PART NO. DESCRIPTION REF. PAGE ACTION
1 56642-3 Bulkhead 51
2 45162-20 Bulkhead 48
3 - INTENTIONALLY LEFT BLANK-
5 45234-14 Bulkhead 50
6 56284-25 Bulkhead 47
7 45648-3 Frame 52
8 45224-2 Bulkhead 50/68
9 56243-10 Bulkhead 47
10 45151-20 Bulkhead 48
11 45234-2 Bulkhead 50/68
13 56076-4 Bulkhead 51
14 56796-28 Bulkhead 47
15 56068-3 Bulkhead 51
17 56068-3 Bulkhead 51
18 56688-14/-10 Bulkhead 47
19 56796-24 Bulkhead 47
21 54111-20 Bulkhead 47
23 56507 Bulkhead 46
24 56775-48 Stringer 53
25 56053-14 Clip 46
26 56775-49 Stringer 53
27 56053-15 Clip 46
28 45086-2 Channel 46
30 56287-18 Bulkhead 47/54
31 56036-8 Bulkhead 55
32 80033-4 Clip 46
33 56254-2 Channel 46
34 45150-7 Bulkhead 46
35 57628-6 Strap 56
37 56740-7 Strap 56
38 56286-20 Bulkhead 47/57
39 56790-3 Clip 49
40 45191-9 Bulkhead 49
4H1
X
X
X
X
X
R-19
X
X
R-20
X
X
X
X
X
X
X
X
R-l
R
R-2
R
X
R-3
R-4
R
X
X
R-5
R-5
R-6
R
X
51-10-00
Page 43
ITEM NO.
51-10-00
Page 44
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
PIPER AIRCRAFT
PA-42/42-720
CHART 5110. INSPECTION AREAS (continued)
PART NO. DESCRIPTION REF. PAGE
- INTENTIONALLY LEFf BLANK-
45203-20 Bulkhead 49
45113-0 Channel 46
45113-0 Channel 46
56507-9 Bulkhead 46
- INTENTIONALLY LEFf BLANK -
56261-4 Bulkhead 51/58
56770-3 Clip 47/59
56297-12 Shelf 61
- INTENTIONALLY LEFf BLANK -
46550-4 Bulkhead 52
46582-2 Bulkhead 52
56287-19/-22 Bulkhead 47
56629-2 Strap 56
56695-3 Skin 60
45083-0 Support 46
56511-2 Doubler 60
56261-6 Bulkhead 51
56507-2 Bulkhead 46
56053-2 Clip 46
45085-4 Bulkhead 46
45233-0 Bulkhead 50
45150-3 Bulkhead 46
45161-2 Bulkhead 51
45055-5 Channel 62
56995-2 Skin 63
56995-2 Skin 63
56511-2 Doubler 63
4H2
REPAIR
ACTION
X
R
R
X
R-7
R-8
R-11
X
X
X
R-5
R-9
R
R-lO
X
X
X
X
R
X
X
X
X
X
R-12
R-13
X
R-14
ITEM NO.
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
PIPER AIRCRAFT
PA-42/42-720
CHART 5110. INSPECTION AREAS (continued)
REPAIR
PART NO. DESCRIPTION REF. PAGE ACTION
45112-1 Channel 46 X
56642-3 Bulkhead 51 R
45151-20 Bulkhead 48/64 R-15
56269-20/-21 Beam 65 R-16
45160-0 Channel 66 R-17
56296-3 Bulkhead 67 R-18
46678-3 Frame 50 R
56695-2 Skin 69 R-21
56507-6 Bulkhead 50 X
45085-4 Frame 50 R
70456-2 Skin 50/60 R-9
45112-1 Channel 50 X
45113-0 Channel 50 R
70456-3 Skin 5060 R-13
R-X Repair Number
R Replace Part
X Stop Drill End Of Crack (Ref. Chart 5108 For
Hole Diameter)
4H3
51-10-00
Page 45
LEGEND
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE UPPER CABIN SECTION

8 = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
D=CHANNEL
511000
Page 46
Figure 51-22. Typical Inspection Areas
4H4

ITEM 43 &44
PIPER AIRCRAFT
PA42/42 720
FUSELAGE LOWER FORWARD FRAME
ITEM??

ITEM 18
?6
II 2A, 2B ITEM 21
LEGEND
= BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
28 ITEM 19
Figure 51-22. Typical Inspection Areas (continued)
4H5
51-10-00
Page 47
PIPER AIRCRAFT
PA42/42720
FUSELAGE LOWER CENTER FRAME (FS 135 TO 174)
/). = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
511000
Page 48
4H6
LEGEND
PIPER AIRCRAFT
PA42/42720
FUSELAGE LOWER REAR FRAME (FS 174 TO 215)
!l. = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
4H7
51-10-00
Page 49
02
ITEM 102
LEGEND
PIPER AIRCRAFT
PA-42142-720
FUSELAGE AFT SECTION (FS 215 TO 280)
d 1A, 1B
ITEM 105
d3
ITEM 99
02
ITEM 8
ITEM 100
A = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
511000
Page 50
4H8
d31TEM97
~ 3
ITEM 1
~ 4
ITEM 75
LEGEND
PIPER AIRCRAFT
PA42/42720
FUSELAGE AFT SECTION (FS 280 TO 334)
t1 = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
4H9
1 - - - - ~ 1 B
ITEM 13
51-10-00
Page 51
PIPER AIRCRAFT
PA42/ 42 720
FUSELAGE FLOORBOARD INSTALLATION
FUSELAGE FLOORBOARD INSTALLATION
LEGEND
.1.2
ITEM 54
CABIN DOOR ENTRANCE
L\ = BULKHEAD STRINGER CUTOUT
o = BULKHEAD END
= CHANNEL
51-10-00
Page 52
4H10
I'
PIPER AIRCRAFT
PA-42/42-720
II JII STRINGER SPLICE (TYPICAL)
R-lANDR-2
VIEWAA
12 (PER SIDE) RIVETS, MS20470-AD4
EQUALLY SPACED WITH .375 EDGE MARGIN. A
o 0 0 o 0 0 0 0 0 0 0
o 0 0 0
F.S.
87.5
-
0 0
PICK UP EXIST INGPATTERN
LEFT SIDE SHOWN ( R - 1)
RIGHT SIDE OPPOSITE ( R - 2)
-
-
0
Figure 51-23. Structural Repairs
4H11
0
- -
-
0
0 0 0
F.S.
76.0
L "J" STRINGER A
SPLICE (2)
511000
Page 53
PIPER AIRCRAFT
PA .. 42/42720
BULKHEAD REPAIR (CONTINUED)
R 3
9 EACH MS20470AD4 EVENLY SPACED
17 EACH MS20470AD4 TO MATCH BULKHEAD"
TYPICAL BULKHEAD LOCATION
I
o
o
o
EXISTING HOLES
BULKHEAD
F.S.117.88
A
REPAIR FOR LEFT AND RIGHT SIDE SIMILAR
A
REPAIR MAY BE MADE USING
PIN 56287-18 BULKHEAD
Figure 51-23. Structural Repairs (continued)
511000
Page 54
4H12
PIPER AIRCRAFT
PA .. 42/42 .. 720
33 EACH MS20470=AD4 RIVETS
EVENL Y SPACED (AS SHOWN)
BULKHEAD REPAIR
R-4
STRINGER CUT - OUT ON
BULKHEAD ONLY
o 0
0 0
PICK UP EXISTING PATIERN
TRIM BACK TO CLEAR CLIPS
REPAIR FOR LEFT AND RIGHT SIDES SIMILAR
MATERIAL 2024-T3 ALUMINUM
4H13
51-10-00
Page 55
/
- I
-:- /
/
I
I
-
I
PIPER AIRCRAFT
PA-42/42-720
REPAIR OF INNER SKIN (TYPICAL)
R5
/
/
I
----- -......... ------
--
C----
/1 -----
I
I
I
-:::::>
I
1(---
9ft
VIEW OF INNER SKIN INSTALLATION
WITH REPAIR ACCOMPLISHED
24 EACH MS20470-AD4 RIVETS
PICKUP EXISTING PATTERN
51-1000
Page 56
t
.75"
-- ---. --- -----.----- f

! 8 EACH MS20470-AD4 4.25"
RIVETS EQUALLY
SPACED
0000000
1. 75" 7.38"
1
1.75"
MATERIAL .040 2024-T3
4H14
A
4.6"
PIPER AIRCRAFT
PA42/42720
A
---0 ___
I

I
.... 4----10 EACH MS20470-AD4 RIVETS (EXISTING)
,
\
EXISTING HOLE
L. :;:;1
~ 2 . 4 .1
VIEW A-A
I BULKHEAD
F.S.110.0
REPAIR MADE BE MADE FROM PIN 56286-2
BULKHEAD WITH FLANGES REMOVED.
REPAIR FOR LEFT AND RIGHT SIDES SIMULAR
4H15
51-10-00
Page 57
PIPER AIRCRAFT
PA42/42720
BULKHEAD REPAIRS (continued)
R-7
TYPICAL BULKHEAD LOCATION
BULKHEAD
F.S.297.38
PICK UP EXISTING PATIERN (4 EACH)
~ > BULKHEAD
51-1000
Page 58
a
3.0"
a
a
a
a
a
0
F.S. 280.0
EXISTING CLIP
,
0
a
A
REPAIR MAY BE MADE FROM PIN 56261-4
BULKHEAD WITH FLANGES REMOVED.
4H16
PIPER AIRCRAFT
PA-42/42720
TYPICAL FUSELAGE CENTER BULKHEAD REPAIR
R-8

VIEW A-A
'I' .1'1,
-+- III Iii
I, i ' "
I , I I
MS20470-AD4
t ..."..---- __ I, .....
t' --Lr-----, m r - L J"T.".. - :t.
ANGLE
i L-!!'----I
A
!/I , I r II - - - --r! - - -
COMPLETED I !
REPAIR I 11 II
..... CENTER BULKHEAD
II I I I
..
--+- --,..- ... -+--
LONGITUDINAL BEAM ASSEMBLY
MATERIAL: .050 2024-T3 ALUMINUM
Figure 51-23. Structural Repairs continued)
4H17
51-10-00
Page 59
PIPER AIRCRAFT
PA-42/42-720
~ .'
"-
,
'''"'
-NOTE-
FUSELAGE SKIN REPAIR (TYPICAL)
R-9 ANDR-IO
a a 000
a
a

a
0

0

0

STOP DRILL CRACKS BEFORE ADDING DOUBLER
0

a

a

6 EACH MS20470-ADS RIVETS

a

7 EACH MS20470 -ADS RIVETS

a 0

0
0 000 1S.0"
0

7 EACH MS20470 -AD5 RIVETS

0 0 0
0 0 a a 0 0
0
4.9"

0
0
0
0

a a 0 0 0 0 0 0 0 0
I,
.31 IN. MINIMUM .j
r-
EDGE DISTANCE, TYPICAL
9.0"
MATERIAL: .080 2024T-3 CLAD ALUMINUM BEVEL SIDES 4S0 X .070
51-10-00
Page 60
Figure 51-23. Structural Repairs continued)
4H18
.40
2.8"
4.2"
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD SHELF REPAIR
R-ll
TYPICAL SHELF INSTALLATION
A
A
J 1

I -1 2.5" r--
I
BULKHEAD
F.S.332.0
EXISTING PATIERNS
MS20470-AD4 RIVETS (12 EACH) J---L
.63"
t
VIEW A-A
o
SHELF
4H19
51-10-00
Page 61
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE CHANNEL REPAIR
R-12
TYPICAL CHANNEL LOCATION ---=:-----....
~
4"
UTILIZE EXISTING RIVETPATIERN
USE 5/8" SPACING FOR ADDITIONAL FASTENERS
1.5"
PRESSURE
BULKHEAD
F.S.57.0
51-10-00
Page 62
4H20
--
---
PIPER AIRCRAFT
PA42/42 720
R-13 AND R-14
r
4.3"
0 0 000
"'-
0
0

0
0

-NOTE-
0

0

0

0

0

0


0 0

0
0 000 1S.0"
0 0 0
0 0 0
4.9"

0
0
0
0

0 0 0 0 0 0 0 0 0 0
I,
.31 IN. MINIMUM
,r
EDGE DISTANCE, TYPICAL
9.0"
MATERIAL: .080 2024-T3 CLAD ALUMINUM BEVEL SIDES 4S0 X .070
4H21
51-10-00
Page 63
51-10-00
Page 64
A
I
I

1
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD REPAIR (continued)
R-15
-+-- BULKHEAD
A
MS20470AD4 RIVETS
l
I

l
l
l
h
Ii
TYPICAL
BULKHEAD
. _. LOCATION
'BULKHEAD
F.S.140.0
-1 r- .30"
+
t
1.5"
..
-.l
*
2.0"
VIEW A-A
MATERIAL: .032 2024T3 ALUMINUM
4H22
~
-
~ >
<>
I-
-
a
0
0
0
0
0

_C
PIPER AIRCRAFT
PA42/42720
r---
-
LONGITUDINAL BEAM REPAIR
R-16
lYPICAL LOCATION
MID SPACE AS SHOWN
...... PICKUP EXISTING PATTERN
r- MATCH CENTER P ATTERN
to-
- -

I
0

0

>
0

0
8.75"

0
<)

0

~
~
BEAM ASSEMBLY
- ~
t
1- --4.0" ---I .25"
BULKHEAD
F.S.135.0
4H23
51-10-00
Page 65
PIPER AIRCRAFT
PA42/42720
TYPICAL PRESSURE BULKHEAD CHANNEL REPAIR
R-17
TYPICAL PRESSURE BULKHEAD ---
CHANNEL LOCATION
,-----------------'"1
:-+ .. + ... -+- + .. + + + +1
I
I I i I
1-011._:
CHANNEL
MS20470AD4 RIVETS
.75" CHANNEL

VIEW A-A
REPAIR FOR LEFT AND RIGHT SIMULAR
51-10-00
Page 66
4H24
12 EACH MS20470-AD4
RIVETS
EXISTING
PATTERN
EXISTING
PATTERN
PIPER AIRCRAFT
PA42/42720
FUSELAGE STATION 332.0 BULKHEAD REPAIR
R18
+
-$

12 EACH MS20470-AD4
RIVETS
\
3.13"
~
4.38"
{j)-
I
TYPICAL BULKHEAD
LOCATION F.S. 332.0
IIJ-oot--f-- PICKUP EXISTING PATTERN
5.63"
-1
___ ..",JIJ .75"
~ 2 . 0 ~ f
'--------.l1lI J
VIEW A-A
A A
411
51-10-00
Page 67
51-10-00
Page 68
PIPER AIRCRAFT
PA42/42720
BULKHEAD REPAIR (continued)
R19 AND R20
BULKHEAD
F.S.239.0
BULKHEAD
F.S.21S.0
PICK UP EXISTING RIVET PATIERN
I
A
A
;
,1/
, BULKHEAD
F.S.270.0
1.25"
VIEW A A
MATERIAL: .040 2024T-3 ALUMINUM
412
PIPER AIRCRAFT
PA42/42 720
R-21
~
INTERCOSTAL
TYPICAL REPAIR LOCATION CHANNEL
-NOTE-
( ~ { J ~ P
-.-4
I
0
0
MS20470-AD4 RIVETS
W.L.10.0
10+----2.0 - - - ~
MATERIAL: .040 2024T-3 ALUMINUM
413
51-10-00
Page 69
PIPER AIRCRAFT
PA-42/42-720
SEALING PROCEDURES
SEALING OF NACELLE FUEL TANK PPS4S027
The following procedures must be used for repairing leaks in the nacelle fuel tank. Using specified materials
allows the least amount of aircraft down time during repair.
LIST OF MATERIALS
Sealant Material- PR-1435-G (See Chapter 91 for vendor)
Solvent - Methylethylketone (M.E.K.)
Alodine Solution 1200
Small nylon brush
Clean white gauze pads (4 inch square)
Pillet fairing tools (Refer to Chapter 95)
PR-1435-G is a two-part polysulfide sealant which, when mixed, has a short application life (15 minutes at
75P and 50% relative humidity). Por every lOoP rise in temperature, the time is reduced in half. Por every lOoP
drop in temperature, the time is doubled. High humidity at time of mixing also shortens the application life.
This sealant cures to an acceptable hardness in approximately 16 hours at 75P and 50% relative humidity.
Cure is hastened when applying heat up to 130F.
-NOTE-
Nacelle fuel tanks can be filled with fuel one hour after application of
sealant. The cure does not depend on exposure to air or elevated
temperatures, and will seal even when combined with fuel, without
affecting sealing efficiency.
-WARNING-
DO NOT ALLOW ALODINE SOLUTION TO COME IN
CONTACT WITH HANDS, EYES OR CLOTHING.
-WARNING-
PR-1435-G SEALANT CONTAINS FLAMMABLE AND
VOLATILE SOLVENTS. KEEP SEALANT AWAY FROM HEAT,
SPARKS AND FLAME. USE PROPER PRECAUTIONS WHEN
APPLYING THIS SEALANT.
414
51-20-00
Page 1
PIPER AIRCRAFT
PA .. 42/42 .. 720
-WARNING-
AVOID ALL CONTACT OF SEALANT WITH YOUR BODY,
ESPECIALLY CONTACT WITH OPEN BREAKS IN THE SKIN.
POLYETHYLENE MITTS MUST BE USED AND HANDS
WASHED, BEFORE EATING OR SMOKING.
1. In areas where the original sealant has been scratched, gouged, or otherwise damaged, remove damaged
section of fillet with a sharp plexiglas scraper. Taper all cuts in the old sealant at a 45 angle.
2. The original sealant in the fuel tank will be fuel soaked and must be dried in the repair area. Use a vapor-
proof heat lamp or hot air blower.
3. Thoroughly clean all areas to be repaired with solvent such as methylethylketone (MEK). A progressive
cleaning procedure must be used. Wash a small area at a time and dry with a clean cloth before the solvent
evaporates to prevent redeposition of the oil, fuel, etc, on the surface. Always pour solvent on washing cloth
to maintain a clean solvent supply. Do not use reclaimed solvents.
4. Check damaged area for other repairs which have to be made before applying new sealant. Realodine
aluminum surfaces where the original alodine coating has been removed. Apply alodine 1200 solution
(undiluted) to affected area with a small nylon brush. Allow solution to dry until a light golden color
appears. When a coating has been formed, remove excess solution by wiping with a clean water moistened
cloth; wipe dry.
5. Just prior to application of PR-1435-G sealant, the affected area must be recleaned with MEK (per
instruction given in step 3).
6. Using premeasured kits, mix the accelerator with the PR-1435-G base compound. The mixing ratio is 7.5
parts base compound to 1 part accelerator by weight. Slowly mix accelerator into base compound by hand
until a uniform gray-green color is obtained.
7. Apply the sealant 0.125 to 0.187 inch thick to repair area with spatula or a paddle shaped tool. Firmly press
sealant in place and form into desired shape. Lap new sealant over old existing sealant 0.125 to 0.25 inch.
8. Allow sealant to cure until stiff.
9. After all sealant has dried, proceed as follows:
a. Plug all tank openings with temporary caps and gaskets.
b. Install a modified filler cap, (shown in Chapter 95), which accepts an air hose fitting.
c. Apply 2 psi (55 inches of water) closed circuit air pressure into tank.
d. Allow pressure to stabilize (normally the air pressure will drop slightly). When pressure stabilizes,
return tank pressure to 2 psi (55 inches of water) and hold this pressure for 5 minutes. There will be no
decrease of pressure during this time, as indicated by the manometer.
e. Nothing less than a perfect seal is acceptable.
f. Check all external seams and rivets for leaks. Use a non-corrosive leak detecting solution.
512000
Page 2
415
PIPER AIRCRAFT
PA-42/42-720
1,3, A
-NOTES-
1,3 SEALING METHODS:
1,2,3
1,2,3
----------------------------------------------------------------
1. FAYING SEAL (NOTE A)
FWD PRESSURE 2. FILLET SEAL (NOTE A)
BLKHD. 3. BRUSHCOAT WITH "A" TYPE SEALANT
TUBE ASSEMBLY
TUBE ASSEMBLY 'SPECIAL INSTRUCTIONS
VIEW A
F, FAYING SEAL WILL BE APPLIED TO
TUBE FLANGE AND MATING SURFACE
ON BULKHEAD PRIOR TO ASSEMBLY.
A. USE RTV 88 WITH RTV 9811 CATALYST.
B. USE FAYING SEAL METHOD FOR WINDOW
DOUBLER ALL AROUND WINDOW
OPENING. DO NOT USE CLASS "A"
SEALANT.
C. SEAL AREA BEFORE INSTALLING INNER
SKIN
D. ALL SKIN LAPS IN PRESSURE AREA MUST
HAVE FAYING SEALS.
E. USE BRUSHCOAT AS WELL AS FAYING
SEAL METHOD ON AREAS WHERE SKINS
SLIDE INTO FINAL POSITION.
F. BRUSHCOAT BULKHEAD TV SKIN
FLANGES, PARTICULARLY AT PRESSURE
BULKHEADS. MAKE SURE ALL "SEAL
PLATES" STRINGERS, BOLTS, AND RIVETS
ARE SEALED PROPERLY.
G. APPLY GLASS CLOTH (TYPE 101) COATED
WITH SEALANT.
Figure 51-24. Fuselage Sealing (Forward)
416
512000
Page 3
PIPER AIRCRAFT
PA42/42720
1, B
1,2,3, F
2, 3, F

'Il -NOTES-
__________________________________________________________________ ,SEALING METHODS:
l,3,F
WING ROOT
: 1. FAYING SEAL (NOTE A)
: 2. FILLET SEAL (NOTE A)
: 3. BRUSHCOAT WITH "A" TYPE SEALANT
,
,
SPECIAL INSTRUCTIONS
A. USE RTV 88 WITH RTV 9811 CATALYST.
B. USE FAYING SEAL METHOD FOR
WINDOW DOUBLER ALL AROUND
WINDOW OPENING. DO NOT USE
CLASS "A" SEALANT.
C. SEAL AREA BEFORE INSTALLING INNER
SKIN
D. ALL SKIN LAPS IN PRESSURE AREA
MUST HAVE FAYING SEALS.
E. USE BRUSHCOAT AS WELL AS FAYING
SEAL METHOD ON AREAS WHERE
SKINS SLIDE INTO FINAL POSITION.
F. BRUSHCOAT BULKHEAD TV SKIN
FLANGES, PARTICULARLY AT
PRESSURE BULKHEADS. MAKE SURE
ALL "SEAL PLATES" STRINGERS, BOLTS,
AND RIVETS ARE SEALED PROPERLY.
G. APPLY GLASS CLOTH (TYPE 101)
COATED WITH SEALANT.
Figure 51-25. Fuselage Sealing (Aft)
51-20-00
Page 4
417
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE SEALING (Figures 51-24 and 51-25) LH14S8
Special sealing compounds are used to seal sections of the aircraft against leakage of pressurized air. This
sealing is done during construction. Any air leakage throughout the pressurized fuselage can normally be
detected while carrying out the fuselage pressure check in Chapter 21.
SURFACE PREPARATION
-WARNING-
WHEN USING THESE CLEANING SOLVENTS IN A CLOSED
AREA, FORCED VENTILATION MUST BE USED TO
PROTECT PERSONNEL FROM TOXIC FUMES.
All parts to be sealed must be thoroughly cleaned. Methylethylketone (MEK) or aliphatic naphtha are
recommended cleaning agents.
-NOTE-
Aliphatic naphtha is preferable since it does not damage painted
surfaces or acrylic plastic (plexiglas) windows.
1. All parts, sub-assemblies, and assemblies to be sealed must be alodined and primed with zinc chromate,
except pressurized air duct work, airboxes, etc, which are alodined only.
2. Remove all filings, chips, loose dirt, and other foreign objects on surfaces to be sealed by forced air, or
vacuum cleaning and brush.
3. Clean all surfaces or voids to be sealed, to remove all fingerprints, oil, or grease. To clean, wipe affected
areas with naptha; use a clean, cotton cloth. To prevent redisposition of contaminents on surface, the
cleaned surfaces should be wiped dry immediately and not allowed to air dry.
4. It is essential that only clean cloths be used for cleaning. When a cloth becomes soiled, it must be cleaned
or discarded. To avoid contamination of cleaning solvent, it must be poured on the cloth. Repeat cleaning
procedures above until no contaminates are left on surfaces to be sealed.
-NOTE-
The importance of proper cleaning prior or applying sealant cannot be
over emphasized. Sealant will not adhere properly to dirty, oily
surfaces.
MATERIAL PREPARATION
Sealant manufacturer instructions must be followed exactly for both mixing and storage of sealants.
Mix only enough sealant needed for the job. The application life of A-2 and B-2 class sealants is two hours at
75 degrees Fahrenheit and 50 percent relative humidity. For every 10 degree temperature rise, application life is
reduced in half; for every 10 degrees drop in temperature, application life is doubled. Increased humidity
decreases application life, and decreased humidity increases application life.
The application life of A-lf2 class sealant is If2 hour under the same 75 degrees Fahrenheit and 50 percent
relative humidity.
-NOTE-
Use care when mixing sealant to avoid getting air into the sealant.
418
51-20-00
PageS
PIPER AIRCRAFT
PA42/42720
LIST OF EQUIPMENT
1. Mixers - Semco No. 285 Portable, or Semco No. 385 Automatic or equivalent.
2. Cartridges - SemKit No. 650 2 1/2 ounces and 6 ounces proportioned with MIL-S-7502 or MIL-S-8802
Class B sealants only.
3. Half pint kits of MIL-S-7502 or MIL-S-8802 Class A sealants only (5 fluid ounces).
4. Air powered sealant gun (Semco No. 250-6 with extra retainers for 2 1/2 ounce cartridges or equivalents).
5. Assorted nozzles for sealant gun.
6. Extension for sealant gun.
7. Solvent dispensers (polyethylene squirt bottles).
8. Clean, white, cotton cloths.
9. Stiff bristle brush (not nylon).
10. Solvent containers with covers for cleaning nozzles, tools, etc.
11. Fillet fairing tools. (Refer to Chapter 95.)
-NOTE-
Equipment listed is commercially available from vendors shown in
the List of Consumable Materials, Chapter 91.
LIST OF MATERIALS
Only the following materials are to be used:
1. Sealants - MIL-S-7502 or MIL-S-8802 - Classes A-l/2, A-2, B-2, B-4, B-6, and B-8.
2. Sealant material- 3M - E.C. 1239.
3. Sealant material- G.E.-SS-4404 Primer.
4. Sealant material - G.E. RTV 88 with RTV 9811 catalysts.
5. Sealant material- PRe - PR 1422 (MIL-S-8802) and PR 1221 (MIL-S-7502).
6. Aluminum Wool - Fine.
7. Release Agent - Polyvinyl Alcohol. (p.Y.A.)
8. Cleaning Solvents - Methylethylketone (M.E.K.) or Aliphatic Naphtha.
51-20-00
Page 6
-NOTE-
Materials listed are commercially available from vendors shown in
the List of Consumable Materials, Chapter 91.
419
PIPER AIRCRAFT
PA-42/42-720
APPLICATION OF SEALANTS
The following sequence of sealing must be observed:
1. Seal faying surfaces of assemblies and sub-assemblies prior to installation, which are not accessible later.
2. Seal joggles, holes, cutout, and any other gaps.
3. Seal remaining seams and joints.
4. Seal bolts, screws, nuts, and other fasteners.
5. Seal electrical harness.
6. Seal formed in place gaskets.
-NOTE-
All sealing is done on the pressure side of the seal plane. This assures
the pressure will help hold seal in place.
SEALING FAYING SURFACES (Figure 51-26)
Typical parts requiring sealing prior to assembly are bulkhead stations extending beyond the seal plane,
between bulkhead stations 57.0 and 332.0 inclusive, angles and skin joints behind box bulkheads, stringers,
windshields, and windows.
-NOTE-
The PA-42 floor panels are not sealed, but are within the pressure
vessel.
Type B-2 class sealant must be used. Apply a liberal amount of sealant to each mating surface of the applicable
parts. Assemble and secure components together before sealant dries. If specific components require riveting,
the components must be riveted together while sealant is still wet. If permanent fastening is not possible at the
time, temporary fasteners must be used in at least 50% of the holes to be riveted.
-NOTE-
Sufficient sealant must be applied to ensure a continuous extrusion on
both sides of the joint after assembly of the faying surface. (Figure
51-19.) Permanent fastening is required before work life of sealant
has expired. A sand blasted bucking bar must be used to perform the
riveting operation.
Allow class B-2 sealant to fully cure for 48 hours at 75P and 50% relative humidity.
SEALING JOGGLES (Figure 51-27)
Seal joggles by completely filling them with class B-2 sealant. Apply sealant with a pressure applicator,
forcing the sealant under the joggle from either side until it begins extruding on the opposite side of the joggle.
4110
51-20-00
Page 7
PIPER AIRCRAFT
PA42/42720
FAYING SEAL BETWEEN SKINS AT SKIN LAP AREAS
SKIN
FAYING SEAL BETWEEN
ULKHEAD AND SKIN AT ALL AREAS
BULKHEAD
~ A
I
I
SEALANT
APPROX.
1/32 THICK
-------------------------------------
EXTRUDED SEALANT AFTER ASSEMBLY
~ ~
l = = ~ ! SEALA T APPLIED TO
BOTH SURFACES PRIOR
TO ASSEMBLY
,
A
FAYING SURFACE
SECTION A A
APPLICATION OF SEALANT
'-
....
BEFORE ASSEMBLY
~
':.
~
EXTRUDED SEALANT AFTER ASSEMBLY
51-20-00
Page 8
SEALANT FILLETED INTO
SEAM AFTER ASSEMBLY
Figure 51-26. Faying Surface Seal
Figure 51-27. Joggle Seal
4111
AFTER ASSEMBLY
INJECT UNTIL SEALANT
EMERGES FROM THIS SIDE
PIPER AIRCRAFT
PA-42/42-720
SEALING HOLES AND VOIDS (Figure 51-28)
Voids are defined as gaps between airframe members which present a direct opening through the pressure
vessel structure. Such gaps occur at stringer cutouts in the pressure bulkheads, forming reliefs and flanges.
Holes and voids which are less than 0.125 inch wide must be filled with sealant, building up a bead with a
minimum thickness of 0.062 inch. If the gap is larger than 0.125 inch wide, use a mechanical closure such as a
soft rivet, a screw and washer. If rivets are used, be sure to brush coat both sides with class A-1(2 sealant.
HOLES AND VOIDS IN (COLD) AIR DUCT WORK (Figure 51-28)
Sealing in this area prevents air noises and eliminates undesirable, uncontrollable drafts. Apply sealant to any
holes and voids less than 0.125 inch wide. Apply 3M 471 plastic tape on inside or outside surface of any holes
and voids larger than 0.125 inch.
SEALING SEAMS AND JOINTS (Figure 51-29)
Fillet seals must be used along edges of all structures riveted to the skin in the pressurized area, such as frames,
stringers, doublers, laps, seams, and jOints. Apply sealant with a pressure gun and be sure to avoid getting gaps
or bridges along the seam joint. Final dimensions of a cross section of bead must conform to those shown in
Figure 51-29.
-CAUTION-
ENSURE PRESSURE GUN CONTAINS ENOUGH SEALANT
TO COMPLETE A SEAL AT ONE INJECTION WITHOUT
ANY BREAK. STOPPING AND STARTING CAUSES AIR
BUBBLES IN SEALS AND WILL PRODUCE A POOR SEAL.
SEALING FASTENERS (Figure 51-30)
Seal all fasteners installed in a seal plane by filleting around fasteners, after installation, with a coat of B-2 class
sealant.
-NOTE-
If a bolt or nut is being sealed, it must be torqued before sealants set.
Tightening after sealant sets is not recommended.
SEALING "AN "STANDARD BULKHEAD FITTINGS
Seal AN fittings passing through pressure plain of the bulkhead by cleaning around seal area. Apply sealant to
inside surface around the hole and install the fitting before the sealant sets.
4112
5120-00
Page 9
5 10
PIPER AIRCRAFT
PA-42/42-720
1. BULKHEAD
2. FAYING SEAL
3. STRINGER
4. SKIN
5. STRINGER SEAL PLATE
6. BRUSH COAT WITH
CLASS A-1/2 SEALANT
7. FILLET SEAL
8. BULKHEAD CUTOUT
9. FUSELAGE SKIN
10.FAYING SEAL AT FWD.
BULKHEADS BETWEEN
SKIN AND STRINGER
A 11. BULKHEAD FLANGE
12.SCREW
-+--"- 13.SEAL PLANE (SKIN,
BULKHEAD, ETC.)
14.LARGE HOLE (GREATER
THAN .125")
15.NUT
16.WASHER
SEALING STRINGERS
Figure 51-28. Stringers, Holes and Voids Seals
APPLY SEALANT WITH FLOW GUN
DETAIL A
APPLICATION OF FILLET SEAL
PRESS SEALANT INTO PLACE
WITH FAIRING TOOL
e
DETAIL C
DETAIL C DIMENSIONS
D = 0.10" MIN.
W = 0.20" MIN.
PRESSURE
SIDE 12
15
SEALING HOLES
PRESSURE
SIDE
.125 MIN.
13
A + B = W, EXCEPT A = 0 WHEN B = 0.20" OR MORE
DETAIL B FORMING OF FILLET SEAL
512000
Page 10
Figure 51-29. Fillet Seal
4113
PIPER AIRCRAFT
PA-42/42-720
BOLT HEAD
.005 TO .015"
NUT AND THREAD
RIVET
Figure 51-30. Bolts and Rivets Seals
SEALING ELECTRICAL HARNESSES (Figure 51-31)
0.60"
These steps pertain to the main fuselage and wing harness only. The wire harnesses are sealed at the point
where they pass through the pressure bulkhead.
1. Sealing with sealing compound can be accomplished as follows:
a. Clean area of bulkhead where seal fittings will seal.
b. Pass wire bundle through hole provided in bulkhead.
c. Place seal fitting halves around wire harness, on pressure side of bulkhead.
d. Fill groove in mounting flange ofthe fitting halves with sealant. (Refer to detail A of Figure 51-31.)
-NOTE-
Use enough sealant to assure it extrudes around the mounting flange
after securing them to the bulkhead.
e. Secure fitting to bulkhead with fasteners.
f. Fillet seal extruded sealant around sides of mounting flange (shown in detail B of Figure 51-31).
g. Put nozzle of sealant gun in center of wire harness and work sealant throughout wires inside seal fitting
(shown in detail C of Figure 51-31).
h. Place a strong piece of string against the seal assembly, parellel with the wires. (Refer to detail D of
Figure 51-31.)
i. Wrap fitting halves with three turns of 1.50 inch wide masking tape. (Refer to detail D of Figure 51-
31.)
j. Crimp wide masking tape around seal assembly to center wire harness.
k. Wrap crimped end with three turns of 0.750 inch masking tape. (Refer to detail D of Figure 51-31.)
1. Puncture masking tape over most convenient injection hole in seal fitting. Inject sealant with pressure
gun.
m. Apply sealant over seal fitting fasteners (explained in this section).
n. Remove tape after sealant has cured (16 to 24 hours) by pulling rip string and unwinding tape.
o. All other electrical harnesses and wires use O-ring type pressure seal bulkhead connectors per MIL-C-
5015 or Dura-Grom type seals.
4114
51-20-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
2. The feedthrough seals used to seal the wiring harness at the pressure bulkhead are heat shrinkable coverings
made of various plastic and elastomer compounds. They are supplied in expanded form, when heated,
shrink to a predetennined size and shape. Installation of these seals is accomplished as follows:
a. Equipment required:
(1) Thermogun heating tool Model CV-5000, Mode1500A.
(2) Heat reflector TG-24 (Raychem PIN 991023).
(3) Pressure feedthrough seals.
-NOTE-
Two types of nuts may be used depending upon installation. Type A
nut is pressed into opening in the bulkhead from the same side that
the feedthrough seal will be installed. Type B nut is installed from the
bulkhead side opposite the feedthrough seal.
b. Installation.
(1) Install nut (type A or B) in the pressure bulkhead.
(2) Insert wire or cable through feed through.
(3) Ensure O-ring is positioned in groove of feedthrough. Screw feedthrough into nut. Tighten to
approximately (10) foot pounds torque.
(4) Using recommended heating device and heat reflector, apply heat to recoverable end offeedthrough
seal. (Shown in Figure 51-31.)
(5) After shrinking, inspect to ensure neck of feedthrough is generally rounded and has uniform wall
thickness.
APPLICATION OF RELEASE AGENT
Edges and faying surfaces of removable or hinged panels must receive at least two coats of release agent
(Polyvinyl Alcohol P.V.A.) applied approximately 0.50 inch wider than the mating flange proper to sealant
application. The panel must be allowed to air dry between coats. Only removable covers requiring a formed-in-
place gasket receive an application of release agent. Sealant must be applied to prepared surface within 2 hours
after completion of surface preparation. Surfaces not sealed within this time must be prepared again.
512000
Page 12
-CAUTION-
DO NOT USE POLYVINYL ALCOHOL AS A RELEASE
AGENT NEAR ACRYLIC (PLEXIGLAS) WINDOWS. IT WILL
CRAZE ACRYLIC PLASTICS.
4115
PIPER AIRCRAFT
PA-42/42-720
WIRE BUNDLE
FITTING HALVES
DETAil A
DETAILC
MASKING TAPE 1-1/2" WIDTH
MASKING TAPE 3/4" WIDTH
FILLET EXCESS SEALANT AFTER
INSTALLATION OF FITTING HALVES
DETAIL B
}-o4----ir--SlRING
DETAIL D
Figure 51-31. Wire Harness Seals
4116
51-20-00
Page 13
TYPE "A"NUT
TYPE"B"NUT
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
RECOVERABLE END. APPLY HEAT IN THIS AREA
O-RING
END VIEW
PRESSURE BULKHEAD
PRESSURE BULKHEAD
HEAT REFLECTOR
TYPE "A " NUT INSTALLATION
FEED THROUGH
SEAL
PRESSURE BULKHEAD
HEAT APPLICATION TYPE "B" NUT INSTALLATION
51-20-00
Page 14
Figure 51-31. Wire Harness Seals (continued)
4117
PIPER AIRCRAFT
PA-42/42-720
SEALING FORMED-IN-PLACE GASKETS
-NOTE-
This type of seal is used on the Radome lock handle cover of the
airplane.
Unless otherwise specified, apply heavy bead of class B-2 sealant to mating surfaces not coated with a release
agent. Spread evenly until coating is approximately 0.062 inch thick. While sealant is still fluid, secure access
cover and smooth excess sealant flush with top of cover. Allow to fully cure for 48 hours at 70
0
P and 50%
relative humidity. After curing, trim excess sealant from around cover; pry one comer of panel open, using care
not to damage the gasket. Slowly free the rest of panel. Remove all release agent and excess sealant from panel
and mating surface.
-NOTE-
Release agents can be removed with water.
-NOTE-
Do not pressure test the fuselage until sealing compound has
thoroughly cured.
REMOVAL OF SEALANT
When it is necessary to remove fillets or beads of sealant due to rework or repair, scrape sealant off with
scrapers made of hardwood or plexiglas. Remove only major portion of fillets or beads. After rework, clean,
reseal and test the area for leaks.
EQUIPMENT CLEAN UP
Clean equipment within 3 hours after exposure to room temperature using naptha, Methylethylketone, or Toluol
as a cleaning agent.
4118
51-20-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
AVIONICS AND ECU BAY DOOR SEALING
REMOVAL OF AVIONICS AND ECU BAY DOOR SEALS
1. Apply mineral spirits to seal to loosen adhesive. Using a plastic scraper or other appropriate instrument,
scrape off seal while applying mineral spirits, as necessary, to dissolve adhesive.
2. With seal removed, use a clean cloth and mineral spirits to remove all excess adhesive.
INSTALLATION OF AVIONICS AND ECU BAY DOOR SEALS
1. Clean door frame using a clean cloth and Prep-Sol, or a similar cleaner which will not leave an oily residue.
2. Orient seals on the frame as follows. Mark the seal mating surface:
Aft - 56598-06
Top - 56598-07
Forward - 56598-08
Bottom - 56598-09
3. Coat seal mating surfaces and the bay frame face with 3M 1300L contact cement. Allow to dry 15 minutes.
4. Install seals in their appropriate locations.
SEALING OF AVIONICS AND ECU BAY DOOR CAMLOC FASTENERS
Seal camloc fastener receptacles on backside of the bay frame as follows (Refer to Figure 51-32):
1. Apply PRC 1221 Type B-2 sealant around receptacle perimeter, over rivet bucked tails, and around base of
the receptacle's centetpart.
2. Slip a sleeve cap over center part of receptacle. Seat it firmly in sealant around base. Allow to cure
properly.
3. Seal receptacle holes in the face of the bay door frame. (Shown in Figure 51-32)
S L E E V E ~
512000
Page 16
RECEPTACLE
Figure 51-32. Avionics and ECU Bay Door Sealing
4119
SEAL ALL SEAMS
BETWEEN SKINS
AND BETWEEN
SKIN AND
RECEPTACLES
DOOR FRAME
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4120 THRU 4122
4120
512000
Page 17
CHAPTER
DOORS
4123
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 52 DOORS
SUBSYSTEM SUBJECT
52-00-00 GENERAL
52-10-00 CABIN ENTRANCE DOOR
52-10-00 Removal of Cabin Entrance Door
52-10-00 Inspection of Cabin Entrance Door
52-10-00 Installation of Cabin Entrance Door
52-10-00 Cabin Entrance Door Step Mechanism
52-10-00 Removal of Steps
52-10-00 Installation of Steps
52-10-00 Removal of Handle (Inside)
52-10-00 Cabin Entrance Door Latch Mechanism
52-10-00 Removal of Latching Mechanism
52-10-00 Installation of Latching Mechanism
52-10-00 Adjustment of Latching Mechanism
52-10-00 Cabin Door Auxiliary Lock
52-10-00 Removal of Auxiliary Lock
52-10-00 Installation of Auxiliary Lock
52-10-00 Cabin Door Snubber
52-10-00 Removal of Door Snubber
52-10-00 Filling Snubber Assembly
52-10-00 Installation of Door Snubber
52-10-00 Door Seal System
52-10-00 Door Seal Assemblies
52-10-00 Removal of Door Seals
52-10-00 Installation of Door Seals
52-10-00 Door Ajar Switches Description
52-10-00 Removal of Door Ajar Switches
52-10-00 Installation of Door Ajar Switches
52-10-00 Adjustment of Door Ajar Switches
52-10-00 Periodic Check of Door Ajar Switches
4124
GRID
NO.
4J2
4J2
4J2
4J2
4J2
4J2
4J2
4J4
4J4
4J4
4J4
4J6
4J6
417
417
417
417
417
417
4J8
4J8
4J8
4J9
4J9
4J11
4J11
4J11
4J11
4J12
EFFECTIVITY
52 Coot.! Effect.
Page 1
CHAPTER
SECTION
SUBJECT
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-20-00
52-30-00
52-30-00
52-30-00
52-30-00
52 ContJEffec.
Page 2
PIPER AIRCRAFT
PA42/42720
CHAPTER 52 DOORS (cont)
CARGO DOOR
Removal of Cargo Door
Installation of Cargo Door
Cargo Door Latch Assembly
SUBJECT
Removal of Cargo Door Latch Assembly
Installation of Cargo Door Latch Assembly
NACELLE LOCKER DOOR
Removal of Nacelle Locker Door
Installation of Nacelle Locker Door
Nacelle Locker Door Latch Assembly
Removal of Nacelle Locker Door Latch Assembly
Installation of Nacelle Locker Door Latch Assembly
FORWARD BAGGAGE DOOR
Removal of Forward Baggage Door
Installation of Forward Baggage Door
Removal of Forward Baggage Door Latch Assembly
Installation of Forward Baggage Door Latch Assembly
Adjustment of Forward Baggage Door Latch
SERVICE
Nose Cone
Removal of Nose Cone
Installation of Nose Cone
4J1
GRID
NO.
4J13
4J13
4J13
4J13
4J13
4J13
4J15
4J15
4J15
4J15
4J15
4J15
4J17
4J17
4J17
4117
4117
4119
4119
4119
4J19
4119
EFFECTIVITY
GENERAL
CABIN ENTRANCE DOOR
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF CABIN ENTRANCE DOOR (Figure 52-1)
1. Place a padded support under the door to relieve tension from the two support cables.
2. Remove scuff cover from over the door hinge.
3. Remove boot over the door snubber attachment point on door. Disconnect snubber if installed. Refer to
Paragraph Cabin Door Snubber.)
4. Disconnect two support cables from door.
5. Disconnect pressure line to door seal.
6. Remove hinge pin and lift door to separate hinges. Remove door from airplane.
INSPECTION OF CABIN ENTRANCE DOOR
1. Make a visual inspection of parts for excessive wear, metal fatigue, and signs of improper adjustments.
2. Operate door latch mechanism. Check for proper functioning of all locking lugs and for signs of binding.
3. Refer to paragraphs for repair and service instructions of various door components.
4. Refer to Chapter 12 for proper lubrication of door and related mechanisms.
INSTALLATION OF CABIN ENTRANCE DOOR (Figure 52-1)
1. Place a padded support under door.
2. Position hinge half on the door and half on the airplane. Install hinge pin.
3. Connect two support cables to door.
4. Connect pressure line to door seal.
5. Connect door snubber and replace boot, if installed.
6. Install scuff cover over door hinge.
7. Remove padded support from under door. Check door fit.
CABIN ENTRANCE DOOR STEP MECHANISM
REMOVAL OF STEPS (Figure 52-1)
With cabin entrance door opened and steps extended, remove steps as follows:
1. Remove nuts, bolts, and washers from both sides of the steps connecting step support tubes which link the
three steps together.
2. Remove hinge pins securing step half of hinge with door half of hinge; remove steps.
4J2
52-10-00
Page 1
52-10-00
Page 2
1
""'-A
PIPER AIRCRAFT
PA42/42720
Figure 52-1. Cabin Entrance Door
4J3
6
1.SUPPORT CABLE
2.SCUFF COVER
3.BOOT
4.DOOR SNUBBER
5.PRESSURE LINE
6. WEATHER SEAL
7.STEP EXTENDER
8.ROYALITE PANEL
9.INNER SKIN
10.GUSSET
11. BULKHEAD
12. DOOR HEADER
13. INFLATABLE SEAL
14. OUTER SKIN
15. OUTER SKIN
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF STEPS (Figure 52-1)
1. Position steps to door. Install hinge pins.
2. Position step support tubes along sides of steps. Be sure to place tube with door support cable guide on
forward side of door. Be sure step stops, on step support tubes, point forward toward center of entrance
door.
-NOTE-
Check that door support cable is routed between roller and bracket on
forward step support tube assembly.
3. Install bolts through step support tubes, washers between tubes and step brackets and secure with locknuts.
REMOVAL OF HANDLE (INSIDE) (Figure 52-2)
1. Remove screw pin from handle.
2. Remove handle and teflon washer.
3. Remove screws securing cover plate and remove plate.
4. Remove machine screws and locknuts to remove spindle from door.
5. Reach into opening made by removing cover plate. Remove bolt and locknut securing outer handle and
shaft to bellcrank.
CABIN ENTRANCE DOOR LATCH MECHANISM
The latching mechanism consists of seven locking lugs and a series of push-pull rods and bellcranks, all
controlled from a centrally located handle.
REMOVAL OF LATCHING MECHANISMS (Figure 52-2)
1. Upper and lower latching mechanism:
a. Remove interior trim panels from door.
b. Remove cover plate over bellcrank.
c. Remove bolt connecting vertical push rod to bellcrank.
d. Remove bolts connecting right or left push rod, or both if necessary, to remove complete assembly.
e. Remove bellcrank or push rod and lugs.
2. Center latching mechanism:
a. Remove interior trim panels from door, if not previously removed.
b. Remove inside handle and cover plate.
c. Remove bolts. spacers, and locknuts connecting vertical push rods which extend to upper and lower
latching mechanism bellcranks.
d. Remove bolts connecting right or left push rod, or both if necessary, to remove complete assembly.
e. Remove bolt and locknut. and remove bellcrank.
f. Remove outside handle from outside of door.
g. Remove push rods extending to sides of door and appropriate locking lugs.
4J4
52-10-00
Page 3
52-10-00
Page 4
PIPER AIRCRAFT
PA42/42720
\
I
i
I
I (
I
I
I
I
I
1. LOCKING LUG
2. PUSH PULL ROD
3. PUSH PULL ROD
4. COVER PLATE
5. BELLCRANK (UPPER)
6. VERTICAL PUSH ROD
7. BELLCRANK (CENTER)
8.COTIERPIN
9. WASHER
10. a-RING
11. PLUNGER
12. SPRING
13. LOCK BUSHING
14 ROD
15. COVER PLATE
16. KNOB (AUXILIARY LOCK)
17. INSIDE LATCH HANDLE
18. VERTICAL PUSH ROD
19. BELLCRANK (LOWER)
20. COVER PLATE
-NOTE-
SEE FIGURE 52-5 FOR DOOR
AJAR SWITCH
Figure 52-2. Cabin Entrance Door Latch Mechanism
4J5
PIPER AIRCRAFT
PA42/42720
INSTALLATION OF LATCHING MECHANISM (Figure 52-2)
1. Upper and lower latching mechanism:
a. Install push rods, and locking lugs into door.
b. Install bellcranks; position upper bellcrank with push-pull rod attachment point to forward side of door,
and lower bellcrank with push-pull rod attachment point to aft side of door.
c. Install upper vertical push rod (curved end up) to upper bellcrank. Secure with right push rod using
bolt, washer, and locknut.
d. Connect left push rod to bellcrank. Secure with bolt, washer, and locknut.
e. Install lower vertical push rod to lower bellcrank. Secure with left push rod using bolt, washer, and
locknut.
f. Install cover plates and adjust lugs.
2. Center latching mechanism:
a. Install push rods and locking lugs into door.
b. Install outside handle, if previously removed.
c. Install bellcrank. Secure with bolt and locknut.
d. Connect push rods to bellcrank, being sure to install spacers between vertical and horizontal push rods.
(Shown in Figure 52-2.) Secure with bolts and locknuts.
e. Install cover plate and inside handle; adjust lugs.
ADJUSTMENT OF LATCHING MECHANISM (Figure 52-2)
1. Remove inside trim panels and access plates.
2. With door open, position handle in open position.
3. Check all seven locking lugs and ensure all are even with ends of door lug guides.
4. If any lugs extend beyond the guides, or are inside the guides, loosen locknuts on push rod. Tum push rod
for proper setting.
5. Place handle in closed position. Check all seven locking lugs for proper extension (approximately 1.25
inches).
6. If any lugs are out of adjustment, loosen locknuts on push rod and adjust push rod for proper extension.
7. Check that all locknuts on push rods are tight, and all lugs and bellcranks operate freely.
8. Replace access plates and trim panels.
4J6
52-10-00
PageS
PIPER AIRCRAFT
PA42/42 720
CABIN DOOR AUXILIARY LOCK
REMOVAL OF AUXILIARY LOCK (Figure 52-2)
1. Remove knob from auxiliary lock rod extending through inside surface of entrance door next to handle.
-NOTE-
The interior trim panels must be removed to gain access to cover plate
over lock mechanism.
2. Remove four screws securing cover plate; remove.
3. Remove cotter pin and washer from end of lock rod extending through lock bushing; remove rod.
4. To remove lock bushing, plunger, and spring from door, loosen and remove two machine screws and nuts
securing assembly to door.
INSTALLATION OF AUXILIARY LOCK (Figure 52-2)
1. Install spring into plunger. Install plunger and spring into bushing.
-NOTE-
Ensure O-ring is installed in bushing around plunger.
2. Place assembly into access opening. Secure in place with two screws and nuts.
3. Install lock rod into slot in bushing and through hole in plunger. Secure in place with washer and cotter pin.
4. Install cover plate, ensuring lock rod extends out through bushing in cover.
5. Secure cover to door with four screws. Replace trim panels on interior of door and knob on end oflock rod.
CABIN DOOR SNUBBER (Figure 52-3)
The snubber assembly is a hydraulic cylinder with an orifice type valve on the piston, which allows hydraulic
fluid to pass at a predetermined rate during door opening sequence. When the door is being closed, the piston is
forced into the cylinder, and the orifice valve opens to allow a faster flow rate of hydraulic fluid.
REMOVAL OF DOOR SNUBBER
1. With door extended, remove screws securing boot over lower end of snubber.
2. Remove bolt and locknut securing lower end of snubber to cabin door.
3. Remove bolt securing snubber assembly to bracket on door frame.
FILLING SNUBBER ASSEMBLY
With snubber piston collapsed into cylinder, remove plug on cylinder, fill with MIL-H-5606 hydraulic fluid,
insert plug back into cylinder, extend piston from cylinder, and work piston in and out to help remove any trapped
air in the cylinder. Collapse piston into cylinder, remove plug, add more fluid as required, and reinsert plug in
cylinder.
521000
Page 6
4J7
PIPER AIRCRAFT
PA42/42 720
INSTALLATION OF DOOR SNUBBER
1. Install snubber to bracket on door frame with a bolt.
2. Install lower end of snubber into bracket on door. Secure with bolt and nut.
3. Secure boot over snubber connection on entrance door.
AT FRAME
@
AT DOOR
(

DOOR CLOSING
CYLINDER
FLUID FLOW
--PISTON TRAVEL
DOOR OPENING
FLOW
PISTON
ROD
Figure 52-3. Door Snubber Assembly
DOOR SEAL SYSTEM (Figure 52-4)
The door seal system receives its pressure from the engine bleed air. The bleed air leaves the bleed port on both
engines at a temperature of 600F and a pressure of 90 psi, and travels to the intercoolers where the heat
exchange process takes place. There bleed air is cooled and routed to check valves prior to entering the pressure
regulator. The regulator decreases pressure from 90 psi to 18 psi. The line is then routed to a three way valve
which directs the pressurized air to the door seal, or dumps the pressure when the door is opened.
DOOR SEAL ASSEMBliES
This is an inflatable seal with an air inlet valve from the lower comer of the seal to a control solenoid valve.
A metal flange is installed around the seal to keep it in place. When the door is closed and the cabin is
pressurized, the door seal is also pressurized and expands against the door frame to completely seal the door
opening.
4J8
5210-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DOOR SEALS
1. Remove lower trim from door. Discormect rubber hose from inlet valve on seal.
2. Remove rubber seal from around door using MEK or white gas to cut through cement.
-CAUTION-
WHEN REMOVING INLET VALVE FROM DOOR HOLE, USE
EXTREME CAUTION NOT TO DAMAGE IT.
3. Clean door, and seal with MEK or white gas to remove all traces of old cement.
INSTALLATION OF DOOR SEALS
1. Clean both doors and seal with MEK or white gas prior to applying cement.
2. Apply an even coat of 3M EC-1403 cement to cleaned surfaces of door and seal. Allow to dry and apply a
second coat; let dry.
-CAUTION-
BE SURE TO AVOID GETTING CEMENT ON AREAS NOT
TO BE CEMENTED.
3. Activate cement by wiping cemented surfaces lightly with Toluol. Wipe approximately 2 feet at a time;
immediately position and press seal in place. Start at the air inlet on the inflatable seal.
-CAUTION-
DO NOT STRETCH THE INFLATABLE SEAL. MARK SEAL
AND DOOR AT 10 INCH INTERVALS TO GAUGE LENGTH.
4. After positioning seal correctly on door, press seal fi1Ully in place to assure complete adhesion.
5. Clean off excess cement with a cloth dampened in MEK or white gas. Allow cement to set for 4 hours
before using door and inflating seal.
6. Connect rubber hose to inlet valve. Replace trim panel over door.
52-10-00
Page 8
4J9
PIPER AIRCRAFT
PA-42/42-720
1.LlNE ASSEMBLY - FROM PNEUMATIC SYSTEM
2.DOOR INFLATION VALVE
3.LlNE ASSEMBLY - CABIN DOOR
4.CABIN ENTRANCE DOOR SEAL
5.CARGO DOOR SEAL
6. WASHER - DOOR SEAL
7. LINE ASSEMBLY - CARGO DOOR
Figure 52-4. Door Seal Assembly
4J10
521000
Page 9
PIPER AIRCRAFT
PA42/42720
DOOR AJAR SWITCHES DESCRIPTION (Figure 52-5)
Seven switches are wired in parallel in the cabin door channel; three on each side and one on top. These
switches are adjusted to sense insertion of door plungers in their receptacles in the locked position. If any of the
switches are out of adjustment and the circuit is completed. the cabin door ajar light will stay on. The lower
forward switch is a two pole switch. The purpose of these switches is to provide independent ground to the
warning light assembly if any of the locking pins do not engage properly.
REMOVAL OF DOOR AJAR SWITCHES
1. Remove interior trim panel from around door frame.
2. Disconnect electrical leads from switch.
-NOTE-
Note position of each wire to facilitate reinstallation.
3. Loosen retainer nut. unscrew switch from receptacle and remove switch.
INSTALLATION OF DOOR AJAR SWITCHES
1. Install new switch into latch receptacle located behind door frame.
2. Make sure locking pin is properly adjusted.
3. With door closed and locked. screw switch into receptacle until switch actuates (OFF position).
-NOTE-
actuation.
4. Secure switch in this position with retainer nut.
5. Connect wires to their proper place on switch.
6. Lock and unlock door several times to assure proper adjustment.
7. Install interior trim panel around door frame.
ADJUSTMENT OF DOOR AJAR SWITCHES
Since seven switches are wired in parallel. each one must be checked and adjusted separately. This is done by
jumping wires at switches not being adjusted.
1. Before adjusting switches. ensure all locking pins are adjusted.
2. Remove interior trim panel from around door frame.
3. With door closed and locked. screw switch into receptacle until switch actuates.
-NOTE-
actuation.
4. When adjustment is satisfactory. tighten retainer nut on switch. If several switches are being adjusted.
follow same procedures for each switch.
5. Lock and unlock door several times to check for proper adjustments.
6. Install interior trim panel around door frame.
52-10-00
Page 10
4J11
DOOR
PIPER AIRCRAFT
PA-42/42-720
FRAME
------
.... - --...... -- -
.... , :r--
1:
~ ~
2
4
1. LOCKING LUG 5. OUTER SKIN
2. OUTER DOOR SKIN 6. RETAINER NUT
3. INFLATABLE SEAL 7. DOOR AJAR SWITCH
4. WEATHER SEAL 8. RECEPTACLE
Figure 52-5. Door Ajar Switch
PERIODIC CHECK OF DOOR AJAR SWITCHES
5
Periodically, but not less than 100 flying hour intelVals, check mechanical action of cabin (and cargo door, if
installed) door ajar switches.
1. Insert a long blunt object small enough to fit into door lock pin receptacle.
2. Actuate switch by pushing against it until an audible click is heard. Release it with another audible click.
3. Replace any malfunctioning switch where the click action and mechanical function is doubtful.
4J12
521000
Page 11
PIPER AIRCRAFT
PA42/42720
CARGO
REMOVAL OF CARGO DOOR (Figure 52-6)
1. With door open, disconnect door support assembly from door.
2. Remove hinge pin. Remove door from airplane.
INSTALLATION OF CARGO DOOR (Figure 52-7)
1. Position door and align hinges. Insert hinge pin and blend both ends.
2. Attach door support assembly to door.
3. Operate door latch to determine locking pins are engaging properly.
CARGO DOOR LATCH ASSEMBLY
The latching mechanism consists of three locking pins, two latch assemblies, and a series of push rods
controlled by two bellcranks from a centrally located handle.
REMOVAL OF CARGO DOOR LATCH ASSEMBLY
1. Remove trim panels and bellcrank cover plates.
2. Index push rods to aid in reassembly.
3. Remove hardware securing push rods to bellcranks.
4. Remove bellcrank assemblies from door along with teflon washers used on left bellcrank only.
5. Remove hardware securing push rods to upper door latch assemblies.
6. Remove push rods from door.
7. Remove remaining push rods with attached locking pins.
INSTALLATION OF CARGO DOOR LATCH ASSEMBLY
1. Install upper door latch assembly push rods. Secure with appropriate hardware.
2. Install remaining push rods with locking pins attached.
3. Install bellcrank assemblies, using new teflon washers where required.
4. Secure push rod assemblies to bellcrank assemblies using appropriate hardware.
5. Install bellcrank cover plates.
6. With door handle in closed position, check three locking pins for proper extension (approximately 1.75
inches).
7. Ensure all locknuts on push rods are secure. Be sure door latch assembly operates freely.
8. Install trim panels previously removed.
4J13
523000
Page 1
PIPER AIRCRAFT
PA42/42 720
LATCH MECHANISM . . . ~ ~
MAIN ENTRANCE 000
CARGO DOOR INSTALLATION
5
1. UPPER DOOR LATCHES
2. PUSH RODS, UPPER LATCHES
3. BEARING/SUPPORT, INNER
4. ACCESS PANEL, DOOR
5. LATCH PIN, AFT
6. CONTROL BELLCRANKS FOR AFT LATCHING MECHANISM
7. PUSH ROD, MAIN CONTROL FROM HANDLE BELLCRANK TO
AFT BELLCRANK
8. BEARING/SUPPORT, OUTER
9. PUSH RODS, LOWER LATCH PINS
10. LOWER LATCH PINS
CARGO DOOR LATCH MECHANISM 11. HANDLE MECHANISM
52-3000
Page 2
12. HANDLE BELLCRANK
13. NYLON BEARING WASHER
Figure 52-6. Cargo Door Installation
4J14
NACELLE LOCKER DOOR
PIPER AIRCRAFT
PA42/42720
REMOVAL OF NACELLE LOCKER DOOR (Figure 52-7)
1. With nacelle locker door open and supported, remove cotter pin and washer from door support assembly
hinge pin.
2. Remove support assembly from nacelle locker door.
3. Remove cotter pins and washers from nacelle locker door hinges.
4. Remove hinge pins. Remove door from nacelle.
INSTALLATION OF NACELLE LOCKER DOOR
1. Position door on nacelle, align hinges, and insert hinge pins and washers.
2. Support door in an open position. Secure hinge pins with cotter pins.
3. Align door support assembly with support bracket, insert pin, and secure with washer and cotter pin.
NACELLE LOCKER DOOR LATCH ASSEMBLY (Figure 52-7)
REMOVAL OF NACELLE LOCKER DOOR LATCH ASSEMBLY
1. With locker door open, remove screws from access panel in rear bulkhead of nacelle locker; remove access
panel.
2. Remove six machine screws and locknuts securing latch assembly to nacelle. Withdraw latch assembly
through access panel.
3. Remove two screws securing key lock guide.
4. Remove key lock assembly by removing retaining nut and washer from back of key lock assembly.
INSTALLATION OF NACELLE LOCKER DOOR LATCH ASSEMBLY
1. Procedure for installing key lock assembly is as follows:
a. Insert key lock assembly in nacelle with latching arm towards latch handle cut out.
b. Replace washer and retaining nut to back of lock and secure.
c. Install lock guide plate. Secure with two screws from outside of door.
2. Procedure for installation of nacelle locker door latch assembly is as follows:
a. Replace latch assembly in latch cut out with handle to outer skin of nacelle.
b. Secure with six machine screws and locknuts.
c. Position access panel on rear compartment bulkhead. Secure with screws previously removed.
4J15
52-30-00
Page 3
1. NACELLE DOOR
2. LATCH ASSEMBLY
3. LOCK ASSEMBLY
PIPER AIRCRAFT
PA42/42720
4. DOOR SUPPORT ASSEMBLY
5. NACELLE LOCKER
523000
Page 4
Figure 52-7. Nacelle Locker Door Installation
4J16
PIPER AIRCRAFT
PA42/42720
FORWARD BAGGAGE DOOR
REMOVAL OF-FORWARD BAGGAGE DOOR (Figure 52-8)
1. With door open and hinges exposed, remove cotter pins and washers from hinge pins.
2. Remove screw securing baggage door holding link clamp to door frame.
3. While supporting door, remove hinge pins and lift door for removal.
INSTALLATION OF FORWARD BAGGAGE DOOR
1. While supporting door, align hinges in hinge bracket assemblies. Insert hinge pins.
2. Replace washers and insert cotter pins into ends of hinge pins.
3. Attach baggage door holding link clamp to door frame.
REMOVAL OF FORWARD BAGGAGE DOOR LATCH ASSEMBLY (Figure 52-8)
1. Removal procedure for forward baggage door tube and ann assemblies is as follows:
a. With door open, remove screws holding inside cover. Remove cover from door assembly.
b. Remove roll pin located between tube assembly and door handle.
c. Remove six machine screws (three on each end) holding arm assemblies to door assembly. Remove
tube with both arm assemblies from door.
d. Remove ann assemblies from the clevis end of the tube by removing cotter pins, washers, and pins.
2. Removal procedure for forward baggage door handle assembly is as follows:
a. Disconnect roll pin located between tube assembly and handle, if not previously done.
b. Remove six locknuts and machine screws holding handle and bracket. Remove from door assembly.
c. The handle is removed from bracket by removing cotter pin, washers, and pin.
3. Removal procedure for forward baggage door key lock assembly is as follows:
a. Remove two screws from outside of door to disconnect lock guide plate assembly located on inside of
door.
b. Remove key lock assembly by removing retaining nut and washer from back of key lock assembly.
INSTALLATION OF FORWARD BAGGAGE DOOR LATCH ASSEMBLY
1. Procedure for installing the key lock assembly is as follows:
a. Insert key lock assembly from back side of door with latching arm towards handle cut out on door.
b. Replace washer and retaining nut to back of lock and secure.
c. Install lock guide plate. Secure with two screws from outside of door.
2. Procedure for installing baggage door handle assembly is as follows:
a. Assemble handle and bracket by placing two washers between handle and bracket. Insert roll pin.
b. Replace handle and bracket assembly into back of door with handle to outer skin of door. Secure
assembly with six machine screws and locknuts.
c. If tube assembly was not removed, replace roll pin between tube assembly and handle. Secure with
cotter pin.
3. Installation procedure for baggage door tube and arm assemblies is as follows:
a. Secure arm assemblies to clevis ends on tube assembly with pins, washers, and cotter pins. Ensure
proper arm assembly is on each end of tube.
b. Place complete tube and arm assembly onto rear of door, ensuring projection on handle aligns with tube
assembly link. Replace six machine screws (three on each side) to hold arm assemblies to door.
c. With holes in both handle projection and tube assembly link aligned, insert roll pin.
d. Adjustment must be made before replacing cover. Use six machine screws to secure cover on door
assembly.
4J17
52-30-00
Page 5
1. HINGE ASSY.
2. BAGGAGE DOOR
3. LATCH ASSY.
4. HANDLE
5. LOCK ASSY.
52-3000
Page 6
PIPER AIRCRAFT
PA42/42720
~
~
,
,
1
Figure 52-8. Forward Baggage Door Installation
4J18
I
I
5 ~
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF FORWARD BAGGAGE DOOR LATCH
Adjustment is done by removing cover and adjustment of two clevis fittings, located at ends of tube assembly.
1. Remove cotter pin, washer, and pin from clevis and arm assemblies. Loosen locknuts between clevis and
tube.
2. With handle in closed position, tum clevis in or out to get anns to extend out at a 90 degree angle to edge of
door assembly.
3. When adjustment is completed, tighten locknuts and reconnect clevis and ann assemblies with pins,
washers, and cotter pins. Replace cover and secure with six machine screws.
SERVICE
NOSE CONE
REMOVAL OF NOSE CONE (Figure 52-9)
1. Gain access to locking handle through forward baggage compartment door.
2. Lift handle from keeper. Pull out on handle, and tum counterclockwise to unlock four locking pins.
3. Swing nose cone forward and to the right of fuselage.
4. Disconnect any electronic cables going into nose cone.
5. Remove hinge pin.
-NOTE-
Support nose cone before removing hinge pin.
INSTALLATION OF NOSE CONE
1. Place nose cone in position with hinge halves aligned.
2. Insert hinge pin.
3. Connect any electronic cables previously disconnected.
4. Close nose cone. Secure in place by moving handle clockwise and returning handle to handle keeper.
4J19
52-30-00
Page 7
52-30-00
Page 8
6
PIPER AIRCRAFT
PA42/42720
1. NOSE CONE HANDLE KEEPER
2. NOSE CONE LATCH HANDLE
3. LOCKING PIN
4. HINGE PIN
5. BULKHEAD
6. NOSE CONE
Figure 52-9. Nose Cone Installation
4J20
PIPER AIRCRAFT
PA42/42720
GRIDS 4J21 THRU 4J23
4J21
52-30-00
Page 9
CHAPTER
FUSELAGE
4J24
SYSTEM
PIPER AIRCRAFT
PA42/42720
CHAPTER53-FUSELAGE
SUB-SYSTEM SUBJECT
53-00-00 GENERAL
53-10-00 MAINFRAME
53-10-00 Description
53-10-00 Forward Baggage Compartment
53-20-00 AUXILIARY STRUcrURE
53-20-00 Floorboard Installation
53-20-00 Removal of Floorboard
53-20-00 Installation of Floorboard
53-40-00 ATTACH FITTINGS
53-40-00 Seat Rails
53-50-00 AERODYNAMIC FAIRINGS
53-50-00 Nose Cone
53-50-00 Tail Cone
53-50-00 Removal of Tail Cone
53-50-00 Installation of Tail Cone
53-50-00 Fuselage to Wing Fillets
4K1
GRID
NO.
4K2
4K2
4K2
4K3
4K3
4K3
4K6
4K6
4K6
4K6
4K6
4K6
4K6
4K7
4K7
4K7
EFFECTIVITY
53 - ContJ Effect.
Page" 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The fuselage is an all metal, semi-monocoque structure which consists of the nose section, the pressurized
cabin section, and the tail cone section.
The nose section, forward of station 57.00, houses the forward baggage compartment, the avionics
compartment, and nose wheel attachment points.
The cabin section, from station 57.00 to station 332.00, contains the crew, passenger compartments, and
attachment points for the wings, cabin, and cargo doors.
The tail cone section, aft of station 332.00, has the empennage attached.
MAINFRAME
DESCRIPTION
The fuselage is an all metal, semi-monocoque structure consisting of bulkheads, stringers, stiffeners, and
longitudinal beams to which the outer skin is riveted. The fuselage is pressurized between bulkhead 57.00 and
332.00. Windows include a two piece windshield, five windows along the right side of the fuselage, and four
windows along the left with a stonn window for the pilot. A 25.75 by 19.75 inch emergency exit is an integral
part of the third right window and is removable when the release, located above the window, is pulled. The
window is sealed when installed in the fuselage and must be carefully reinstalled whenever removed to maintain
the pressure seal. The cabin entrance door is located on the left side of the fuselage just aft of the wing. It is a
one piece door which swings down to open and provides cabin entrance steps. A snubber is installed to prevent
the door from dropping too fast when opened. A cargo door,located in the left side of the fuselage aft of the main
cabin entrance door, swings up only after the cabin entrance door has been opened. This door pennits rapid
loading and storage of cargo and facilitates loading items nOmlally too bulky to pass through the cabin entrance
door. All wiring, plumbing, and control cables passing through the pressurized portion of the fuselage are sealed
to minimize air leakage. Major repairs to the fuselage must be completed according to AC 43.13-1A.
-WARNING-
DO NOT ADD HOLES TO ANY OF THE REINFORCEMENT
CHANNELS AND PRESSURE BULKHEADS.
4K2
53-1000
Page 1
PIPER AIRCRAFT
PA-42/42720
FORWARD BAGGAGE COMPARTMENT
The forward baggage compartment is located between station 15.00 and station 22.00. The baggage
compartment floorboard is an integral part of the fuselage and is supported by bulkheads, beams, and reinforcing
angles. Access to the baggage compartment is through the forward baggage compartment door, on the left side of
the fuselage. Access panels are provided in the floorboard for inspection of the airframe and components.
AUXILIARY STRUCTURE
FLOORBOARD INSTALLATION
The floorboard installation consists of individual floor panels attached to the aircraft bulkheads, beams, and
stiffeners. Two control system access panels are provided for inspection purposes, aft of station 57.00.
-NOTE-
Individual floor panels must be identified during removal to facilitate
reinstallation.
CONTROL SYSTEMS
ACCESS PANEL
Figure 53-1. Floorboard InstallationSTA. 332.00
532000
4K3
Page 1
3
PIPER AIRCRAFT
PA-42/42-720
8
5
3
4 5
3
5 3
8
5
3
5
SKIN THICKNESS
NUMBER MATERIAL
1. FIBERGLASS
2. 2024-T3
3. 2024-T3
4. 20240
5. 2024
6. 2024
7. KEVLAR
8. 2024
-NOTE-
3
THICKNESS
.020
.040
.040
.040
.050
.063
LEFT WING SHOWN, RIGHT WING OPPOSITE AND NOTED MATERIAL OUTLINED IN DOTS USED ON
RIGHT WING ONLY. CIRCLED MATERIAL NUMBERS INDICATE LEFT WING ONLY.
HEAT TREAT TO 2024-T4 AFTER FORMING
HEAT TREAT TO 2024-T4 AFTER FORMING
Figure 53-2. Skin Material - Fuselage
532000
Page 2
4K4
PIPER AIRCRAFT
PA42/42720
5
000
0000
3 2
~ _ 4 ___ _ ~ ______________________ ~
-

1. TAIL RECOGNITION LIGHTS, ELEVATOR CONTROLS, STABILIZER ATTACHMENT, ELEVATOR PUSH ROD
2. INSPECTION, ELEVATOR SECTOR, RUDDER AND ELEVATOR CABLES
3. INSPECTION, PRESSURIZATION OUTFLOW VALVES
4. ELT
5. EMERGENCY EXIT
6. ECU, HYDRAULIC RESERVOIR AND POWERPACK
7. RADAR AND BATTERY
8. ANTENNA AND CABLE (EXEC)
9. RUDDER TRIM
10. AVIONICS BAY, NOSE GEAR STEERING CONNECTIONS
11. HYDRAULIC FILL, BRAKE RESERVOIR
12. NOSE BAGGAGE COMPARTMENT, OXYGEN BOTTLE, ECU GROUND COOLING FAN, ELECTRICAL CONTROL
PANEL
13. APU RECEPTACLE
14. NOSE GEAR DOORS, NOSE EMERGENCY GEAR EXTENSION SYSTEM
15. "a" SENSOR RELAYS
16. BELOW FLOOR ACCESS, RUDDER CABLES, ECS LINES AND MISC.
17 ELEV. RUDDER, ELEV. TRIM AND RUDDER TRIM CABLES
18 ELEV. RUDDER, ELEV. TRIM AND RUDDER TRIM CABLES
19 RUDDER SECTOR, RUDDER CABLES AND RUDDER TRIM CABLES
Figure 53-3. Access Plates and Panels
4K5
532000
Page 3
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FLOORBOARD
1. Remove carpeting, seats, and other fixtures preventing removal of floorboards.
2. Remove required screws from floorboard.
3. Remove floorboard from supporting structure.
INSTALLATION OF FLOORBOARD
1. Place floorboard into position. Secure with proper length screws.
-CAUTION-
USE SPECIFIED LENGTH SCREWS ONLY TO PREVENT
POSSIBLE DAMAGE TO TUBING OR ELECTRICAL
WIRING.
2. Reinstall carpeting and fixtures previously removed.
ATTACH FITTINGS
SEAT RAILS
The seat rails, located in the crew and passenger areas, provide attachment points for the crew and passenger
seats. Seat rails consist of 2024-T4 extruded aluminum alloy. These are secured to the fuselage assembly with
steel flat-head structural screws.
AERODYNAMIC FAIRINGS
NOSE CONE
The nose cone, made of fiberglass, is hinged to provide easy access to the radar unit. For removal and
installation procedure, refer to Chapter 52.
TAIL CONE
The tail cone, consisting of a stinger with an attached ventral fin, is high strength Kevlar material and riveted
together to fonn one complete assembly.
-CAUTION-
KEVLAR ABSORBS AND RETAINS WATER FROM RAGGED
AND UNPREPARED EDGES. UNLESS PROPERLY DRILLED,
HOLES ADDED TO KEVLAR PERMIT WATER TO BE
ABSORBED AND WILL ADVERSELY AFFECT STRUCTURE
STRENGTH AND AIRCRAFT WEIGHT AND BALANCE.
ENSURE ALL EDGES ARE PROPERLY SEALED. (REFER
TO DUPONT CUTTING AND MACHINING GUIDE IN THE
VENDOR PUBLICATION LIST.)
4K6
535000
Page 1
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF TAIL CONE
1. Remove four screws securing closure plate to tail cone. Remove closure plate.
2. Remove screws securing tail cone assembly to fuselage. Remove tail cone.
INSTALLATION OF TAIL CONE
1. Place tail cone into position on fuselage. Secure with flat-head screws previously removed.
2. Install closure plate. Secure with four flat-head screws previously removed.
FUSELAGE TO WING FILLETS
Aerodynamic smoothness between the fuselage and wing is provided by fuselage to wing fillets. Each wing
fillet installation consists of a forward fillet, upper fillet, aft fillet, lower forward fillet, and lower aft fillet. The
forward, upper, and aft fillet assemblies are made of high-strength Kevlar fiber, and are secured to the fuselage
and wing with flat-head machine screws.
53-50-00
Page 2
-CAUTION-
KEVLAR ABSORBS AND RETAINS WATER FROM RAGGED
AND UNPREPARED EDGES. UNLESS PROPERLY
DRILLED, HOLES ADDED TO KEVLAR PERMIT WATER
TO BE ABSORBED AND WILL ADVERSELY AFFECT
STRUCTURE STRENGTH AND AIRCRAFT WEIGHT AND
BALANCE. ENSURE ALL EDGES ARE PROPERLY SEALED.
(REFER TO DUPONT CUTTING AND MACHINING GUIDE
IN THE VENDOR PUBLICATION LIST.)
4K7
PIPER AIRCRAFT
PA42/42720
GRIDS 4K8 THRU 4KIO
4K8
53-50-00
Page 3
CHAPTER
NACELLES
4K11
SYSTEM
SUB-SYSTEM SUBJECT
54-00-00 GENERAL
PIPER AIRCRAFT
PA42/42720
CHAPTER54-NACELLES
4K12
GRID
NO.
4K12
EFFECTIVITY
54 - Conti Effect.
Page - 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The nacelle assembly consists of the engine cowling, the nacelle fuel cell, and the baggage locker.
The engine cowling consists of cantilever constructed upper and lower cowl assemblies attached to the
firewall. A hinged door on the upper cowl of the PA-42 allows access to the oil filler neck and quantity dipstick
for servicing. The PA-42-720 aft cowl is hinged for easier access and servicing. The lower cowl provides
mounting for the cowl flap door and intercooler air inlet. (Refer to Chapter 71 for complete detail.)
The nacelle fuel cell is located in a compartment directly aft of the engine firewalL This bladder type fuel cell
has a capacity of 75 U.S. gallons and provides single-point refueling of all fuel cells in the wing. (Refer to
Chapter 28 for complete detail.)
The baggage locker, located aft of the nacelle fuel cell compartment, has a capacity of 5.6 cubic feet, allowing
for 100 pounds of baggage.
The main nacelle structure, excluding the engine cowling, consists oflongitudinal and lateral bulkheads riveted
and sealed to the wing. (Refer to Chapter 51 for sealing procedures.)
Figure 54-1. Nacelle Assembly
4K13
BAGGAGE
LOCKER
54-00-00
Page 1
54-00-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4K14 THRU 4K16
4K14
CHAPTER
STABILIZERS
4K17
SYSTEM
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 55 - STABILIZERS
SUB-SYSTEM SUBJECT
55-00-00 GENERAL
55-00-00 Control Surface Balancing (Stabilizers)
55-00-00 Checking Control Surface Balance
55-00-00 Balancing Equipment
55-00-00 Balancing Definitions
55-10-00 HORIZONTAL STABILIZER
55-10-00 Removal of Horizontal Stabilizer
55-10-00 Installation of Horizontal Stabilizer
55-20-00 ELEVATOR
55-20-00 Removal of Elevator
55-20-00 Dismantling of the Hinge Tube Assembly
55-20-00 Assembly of the Hinge Tube Assembly
55-20-00 Removal of the Elevator Trim Tab
55-20-00 Installation of the Elevator Trim Tab
55-20-00 Installation of Elevator
55-20-00 Elevator Balancing Procedure
55-20-00 Elevator Control System Friction Measurement
55-20-00 Checking Elevator Trim Tab Free Play
55-30-00 VERTICAL STABILIZER
55-40-00 RUDDER
55-40-00 Removal of Rudder
55-40-00 Installation of Rudder
55-40-00 Removal of Rudder Trim Tab
55-40-00 Installation of Rudder Trim Tab
55-40-00 Rudder Balancing Procedure
55-40-00 Rudder Control System Function Measurement
4K18
GRID
NO.
4K19
4K19
4K19
4K19
4K19
4K19
4K19
4K24
4K24
4K24
4Ll
4Ll
4L2
4L2
4L2
4L3
4L4
4L5
4L5
4L6
4L6
4L6
4L6
4L7
4L7
4L8
EFFECTIVITY
55 - Cont.I Effect.
Page -1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
CONTROL SURFACE BALANCING (STABILIZERS)
CHECKING CONTROL SURFACE BALANCE
The movable control surfaces are balanced when installed at the factory, and normally need not be rebalanced
unless surfaces are repainted, repaired, or replaced. Each control surface must be complete including paint, trim
tab where required, balance weights, static wicks, etc. Tabs must be held in neutral position with a small piece of
tape. Tab actuating rods must be in place and connected to tab. Disconnected actuating rod (forward ends) must
be positioned to correspond to neutral tab position. The rudder seal retaining strips must be screwed or taped in
place, but silicone/fiberglass fabric shall be removed for the balance procedure.
BALANCING EQUIPMENT
Balancing using test weights (if required) called for in text for each surface. Any control surface being
balanced must be removed from aircraft and placed in a test fixture Gig) shown in Figures 55-2 and 55-4.
Balancing must be accomplished in a draft free area and in a manner which allows unrestricted movement of
control surface.
BALANCING DEFINITIONS
The following is a list of balancing definitions used in this maintenance manual:
1. Balance Weight: Weight attached permanently to a control balance to produce a static hinge moment within
required range. (Such as 30 inch-pounds 10 inch-pounds trailing edge heavy.)
2. Trailing Edge Heavy: Positive static hinge moment; trailing edge of surface moves downward when
released from a neutral position.
3. Leading Edge Heavy: Negative static hinge moment; leading edge of the surface moves downward when
released from neutral position.
4. Trim Weight: Small weight or weights added to surface balance weight to bring surface within tolerances.
(Required depending on variations in surface conditions.)
5. Test Weight: Weight attached temporarily to a control surface to determine if surface is within static
balance limits.
HORIZONTAL STABILIZER
REMOVAL OF HORIZONTAL STABILIZER (Figure 55-1)
1. Remove bullet assembly from top of vertical fin.
2. Remove left and right elevator, hinge tube, and trim tab assemblies per Chapter 27.
3. Disconnect all affective lines, ground straps, and fittings required for removal.
4. Drill out rivets securing lower drag angle to stabilizer and fin.
5. With support on bottom of both sides of stabilizer, remove six bolts attaching front spar of vertical fin and
six more attaching rear spar to vertical fin rear spar.
6. Carefully lift stabilizer up and out of tail.
4K19
551000
Page 1
55-10-00
Page 2
PIPER AIRCRAFT
PA42/42720
Figure 55-1. Empennage Installation
4K20
PIPER AIRCRAFT
PA-42/42-720
FIGURE A FIGURE B
FIN FRONT AND REAR SPAR FiniNG RUDDER TRIM TAB HINGE POINTS
FIGURE C
FIGURE D
INBOARD ELEVATOR HINGE POINT
CENTER ELEVATOR HINGE POINT
Figure 55-1. Empennage Installation (continued)
4K21
55-10-00
Page 3
55-10-00
Page 4
PIPER AIRCRAFT
PA42/42720
"".;.-
FIGUREE
OUTBOARD ELEVATOR HINGE POINT
FIGUREG
CENTER RUDDER HINGE POINT
FIGUREF
UPPER RUDDER HINGE POINT
FIGUREH
RUDDER SECTOR
4K22
7
1. SAFETY WIRE
2. ELEVATOR UP STOP
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR HINGE TUBE ASSEMBLY
3. ELEVATOR DOWN STOP
4. ELEVATOR CONTROL HORN
5. TORQUE TUBE
6. ELEVATOR HINGE TUBE COLLAR
7. ELEVATOR CONTROL PUSH-PULL TUBE
4K23
55-10-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF HORIZONTAL STABILIZER (Figure 55-1)
1. Position stabilizer at top of vertical fin with front spar behind fin front spar and rear spar behind fm rear
spar.
2. Line up fixture holes and install retaining bolts. With holes aligned, torque bolts.
3. Reinstall hinge tube and elevators as shown in this chapter.
4. Reinstall and connect all lines, ground straps, and fittings.
5. Rivet lower drag angle to stabilizer and fin. (Refer to latest Piper SIB 765.)
6. Reconnect trim tab mechanism.
7. Check system friction is within limits.
8. Check for full travel of elevator and trim tab.
9. Reinstall bullet assembly.
-NOTE-
Tail fin, fuselage drag angle, and tail fin front spar can begin to
loosen after several hundred hours of operation. Instructions for
replacement and addition of rivets is found in the latest Piper Service
Bulletin, No. 765.
ELEVATOR
REMOVAL OF ELEVATOR (Figure 55-1)
1. Remove bullet assembly from top of vertical stabilizer.
2. Disconnect trim tab control rods from both tabs.
3. Remove four bolts attaching each hinge tube collar to its elevator.
4. Disconnect ground wires between stabilizers and elevators. Carefully remove hinge pins to remove
elevators.
5. To remove elevator hinge tube assembly, proceed as follows:
-NOTE-
Though not mandatory, it is suggested that whenever a hinge tube or
collar needs replacing, a matched set consisting of the hinge tube and
right and left collars should be used to satisfy a required close
tolerance fit.
a. Disconnect aft elevator push-pull tube from elevator control hom.
b. To remove hinge tube assembly, remove two screws on inner flange and two bolts on each hinge at top
and bottom of horizontal stabilizer rear spar; remove assembly.
4K24
55-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
DISMANTLING OF THE ruNGE TUBE ASSEMBLY (Figure 55-1)
1. Remove one elevator and assembly from aircraft as described in paragraph titled removal of elevator.
-NOTE-
Though not mandatory, it is suggested whenever a hinge tube or collar
needs replacing, a matched set (consisting of the hinge tube and right
and left collars) be used to satisfy a close tolerance fit.
2. Remove two bolts attaching elevator down stop to hinges.
3. Remove through bolts connecting two collars to hinge tube. Slide collars off tube.
4. Between two hinges, remove two through bolts fastening hom assembly to hinge tube.
5. Carefully drive hinge tube out of two hinges, spacers, and control hom.
6. Check hinge tube for out-of-round or excessive wear, along with collars, control hom, elongated bolt holes,
and warpage.
7. Check bearings for proper movement.
ASSEMBLY OF HINGE TUBE ASSEMBLY (Figure 55-1)
-NOTE-
Though not mandatory, it is suggested whenever a hinge tube or collar
needs replacing, a matched set (consisting of the hinge tube and
collars) must be used to satisfy a required close tolerance fit.
1. Slide a collar over end of tube with mounting flange at end of tube it covers.
2. Align holes in collar with those in tube. Install AN174-22A through bolts and torque to 30-40 inch-pounds
on locknuts.
3. Considering spacer - plate assembly riveted to two hinge assemblies, position specified tube spacer between
two hinges and slide hinge tube through one hinge and partially through spacer.
4. Position elevator control hom on inside of spacer. Drive tube through spacer into hom.
5. With another spacer placed between hom and other hinge, carefully drive tube through spacer and other
hinge.
6. Align holes in hom with those in tube. Install ANI74-22A through bolts and torque to 30-40 inch-pounds
on locknuts.
7. Slide second collar over tube with flange away from hinges and at end of tube.
8. With collar positioned properly, align bolt holes. Install AN174-22A through bolts and torque to 30-40
inch-pounds on locknuts.
9. Install down stop.
10. Ensure hom moves freely with as little lateral movement as possible.
55-20-00
Page 2
4L1
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF THE ELEVATOR TRIM TAB (Figure 55-1)
1. Disconnect trim control rods from tab torque tube arms.
2. Remove two bolts in each tab connecting torque tubes.
3. Remove torque tubes from tabs and elevators.
4. Disconnect ground wires at hinges.
5. To remove tabs from elevators, carefully remove two hinge pins in each tab.
INSTALLATION OF THE ELEVATOR TRIM TAB (Figure 55-1)
1. Position trim tabs on hinges. Install hinge bolts.
2. Connect ground wires.
3. With arms up, slide trim tab torque tubes through elevators. Start with bearings at roots and move outward
into mounting brackets at inboard root of trim tabs.
4. With arms still in an upward position, align bolt holes in tube with those in bracket. Install special through
bolts.
5. Check tabs for free movement.
6. Connect control rods to torque tube arms.
INSTALLATION OF ELEVATOR (Figure 55-1)
1. Mount hinge tube assembly onto aft horizontal stabilizer spar with control hom arm and down stop up.
(Shown in Figure 55-1.)
2. With two inner flanges of hinges on inside of brackets, install four screw-bolts.
3. Install four bolts through four main hinge mounts. Torque bolts.
4. Line up each elevator with its hinges. Install three hinge bolts.
5. Check each elevator for freedom of movement and full travel.
6. Attach each elevator to its collar with four AN4-5A bolts.
7. Rotate elevator for access. Attach aft push-pull tube to control hom.
8. Connect two trim tab control rods to tab torque tube arm.
9. Rig elevators and tabs for proper travel. (Chapter 27)
to. Check operation for acceptable friction.
4L2
55-20-00
Page 3
PIPER AIRCRAFT
PA42/42720
ELEVATOR BALANCING PROCEDURE (Figure 55-2) PPSS00221
1. Remove complete elevator assembly (both halves) from ailplane. Ensure individual elevator is in final
flight configuration, including trim tab and any related components.
2. Place hinge bolts through inboard and outboard hinges. Place elevator on balancing jig.
3. Avoiding rivets, place balancing tool on elevator with hinge centerline directly over control surface hinge
line.
4. Adjust moveable trailing edge support to fit control surface width. Tighten set screw on trailing edge
support.
5. Adjust trailing edge support vertically until beam is parallel with elevator chord line.
6. Remove tool from elevator. Balance tool by adding or removing nuts or washers from beam balancing bolt.
When balancing tool, moveable weight must be at bar's hinge centerline.
7. After balancing tool, reattach to elevator. Keep beam position 90 from elevator hinge line.
8. Determine balance of elevator by sliding moveable weight along balance beam. Verify that weight is
positioned between limits (0 +0 -2 in.-lbs leading edge heavy).
-NOTE-
Read scale when bubble in level is centered. Since moveable weight
weighs three pounds, every inch it moves from center of beam equals
three inch-pounds of force. If elevator is trailing edge heavy,
determine and correct cause of imbalance.
9. If elevator is leading edge heavy, remove material from balance weight until acceptable balance conditions
exists.
10. With balance check completed, install elevator assembly on aircraft as explained in this chapter .
55-20-00
Page 4
REFER TO CHAPTER 95 FOR TOOL
Figure 55-2. Elevator Balancing
4L3
. "'-..
.............. , HINGE CENTER
LINE
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR CONTROL SYSTEM FRICTION MEASUREMENT (Figure 55-3)
-CAUTION-
THE ELEVATOR MUST BE ROTATED WITH STEADY
MOVEMENT. FORCE READING MUST BE TAKEN WHEN
ELEVATOR PASSES THROUGH NEUTRAL POSITION. DO
NOT STOP ROTATION WHEN TAKING READING.
-CAUTION-
DO NOT EXCEED 60 POUNDS OF FORCE FOR ANY
MEASUREMENT.
The complete elevator system, including Autopilot if installed, must be rigged for proper travels and cable
tensions prior to determining friction in system. (Chapter 27)
Total friction in elevator system cannot exceed 10 pounds with elevator in neutral position. Determine actual
friction in system as follows:
1. Attach spring scale to inboard trailing edge of elevator and outboard of tab. (Shown in Figure 55-3.)
2. With spring scale attached, position elevator trailing edge down approximately 2 inches from neutral
position.
3. Record force required to raise elevator through neutral position until trailing edge is approximately 2 inches
above neutral.
4. Record restraining force, lowering elevator from 2 inch up position, through neutral position, to original 2
inch down position.
-NOTE-
If system friction is a high value, check aft elevator control tube
return spring. The springs approximate free length is 12.00 inches,
with an initial tension of 3.5 lbs.
5. Repeat above raising and lowering processes until average forces are obtained.
6. Total friction is obtained for each measurement by subtracting up and down forces.
4L4
55-20-00
PageS
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR
Figure 55-3. Elevator and Rudder Friction Measurement
CHECKING ELEVATOR TRIM TAB FREE PLAY
1. Position trim tab to neutral. (Trailing edge of tab in neutral position must be in line with trailing edge of
main surface.)
2. Total free play can not exceed 0.06 inch, measured from one extreme to an other, between outboard end of
tab trailing edge and trailing edge of main surface.
3. If excessive play is found, inspect elevator trim screw and hinge assemblies. Repair or replace worn parts
as required.
VERTICAL STABILIZER
-NOTE-
The vertical stabilizer cannot be removed without major structural
repair.
4L5
55-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
RUDDER
REMOVAL OF RUDDER (Figure 55-1)
1. Remove tail cone/stinger. Do not damage horizontal fins.
2. Disconnect all grounding straps. Seal connections from rudder.
3. Loosen rudder control cables.
4. Remove bolt attaching trim screw shaft to trim shaft arm. Swing trim actuating assembly out of way.
5. Move access plate halfway up rudder on left side of its leading edge, for access to trim cable sector
assembly.
6. Remove lower tapered pin. Pu1l10wer trim shaft from bottom of rudder sector assembly.
7. Remove safety wire from bolts attaching rudder torque tube to sector assembly. Remove bolts. Be sure
rudder is properly supported.
8. Remove center hinge bolt.
9. Remove leading edge access plate at top of rudder. Remove bolt in hinge pin and withdraw pin from
assembly.
10. Remove rudder.
INSTALLATION OF RUDDER (Figure 55-1)
1. With rudder aligned, install top hinge pin, bolt, and middle hinge bolt.
2. Connect all ground strips and rudder aerodynamic seal.
3. Reinstall bolts connecting main rudder torque tube to rudder control sector.
4. Safety wire all bolts and retighten control cables.
5. Reinstall trim torque tube as follows:
a. Insert tube through rudder torque tube and hold in place. After securing, the arm on bottom of tube
should extend towards left side of aircraft.
b. Install tapered pin.
c. Reconnect trim screw shaft to torque tube arm.
6. Operate controls to ensure controls operate properly.
7. Connect all access plates and fairings.
REMOVAL OF RUDDER TRIM TAB (Figure 55-1)
1. Remove fairing/access covers where cables come through rudder.
2. Loosen cable turnbuckles. Remove cable securing fixtures on trim tab sectors.
3. Remove hinge bolts and tab.
4L6
55-40-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF RUDDER TRIM TAB
1. Install tab with required hardware. Connect cables.
2. Retighten cable turnbuckles and rig.
3. Reinstall fairing/covers.
RUDDER BALANCING PROCEDURE (Figure 55-4) PPS50022-1
1. Remove rudder from airplane and support it on knife edges horizontally at top and bottom hinge locations.
Hinge line fulcrums can be made from 0.625 inch and 1.25 inch diameter bar stock, turned to 0.25 inch
diameter at support ends, and slipped into torque tubes at top and bottom of rudder.
2. Ensure surface rotate freely with no binding at knife edges.
3. Verify that unbalance is between limits. (29 1 in.-Ibs, trailing edge heavy.)
4. If surface is leading edge heavy, remove material from surface balance weight until a balanced condition is
obtained.
5. If surface is trailing edge heavy, determine and correct reason for unbalance.
6. With balance check completed, install rudder assembly on aircraft as explained in this chapter .
55-40-00
Page 2
. 25
1
r
PLUG
BALANCE GIG
Figure 55-4. Rudder Balancing
4L7
.625 .25
LPLUG
1
"
T
JIG KNIFE EDGE
PIPER AIRCRAFT
PA-42/42-720
RUDDER CONTROL SYSTEM FRICTION MEASUREMENT (Figure 55-3)
-CAUTION-
THE RUDDER MUST BE ROTATED WITH STEADY
MOVEMENT AND FORCE READING TAKEN WHEN
RUDDER PASSES THROUGH NEUTRAL POSITION. DO
NOT STOP ROTATION WHEN TAKING READING.
The complete rudder system, including autopilot if installed, must be rigged for proper travels and cable
tensions prior to determining friction in system. (Chapter 27)
Total friction in rudder system can not exceed 6 pounds with nose gear retracted, nor 8 pounds with nose gear
extended, as rudder passes through neutral position. Determine actual friction in system as follows:
1. Retract nose gear.
2. Attach spring scale to lower trailing edge of rudder, forward of tab. (Shown in Figure 55-3.)
3. With spring scale attached, position rudder trailing edge left approximately 2 inches from neutral position.
4. Record force required to move rudder through neutral position and until trailing edge is approximately 2
inches to right of neutral.
5. Record restraining force, moving rudder from 2 inch right position, through neutral position, to original 2
inch left position. Force required in either direction must not exceed 6 pounds.
6. With nose gear extended, repeat steps 1 through 5 above. The force required in either direction must not
exceed 8 pounds.
4L8
55-40-00
Page 3
PIPER AIRCRAFT
PA-42 / PA-42-720
4L9
May 15, 2012
55-40-00
Page 4
PIPER AIRCRAFT
PA-42 / PA-42-720
4L10
May 15, 2012
55-40-00
Page 5
GRIDS 4L17 THRU 5B8
CHAPTER
WINDOWS
589
SYSTEM
SUB-SYSTEM
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-00-00
56-10-00
56-10-00
56-10-00
56-10-00
56-10-00
56-10-00
56-20-00
56-20-00
56-20-00
56-20-00
PIPER AIRCRAFT
PA42142720
CHAPTER S6 - WINDOWS
SUBJECT
GENERAL
Maintenance Practices
Inspection of Windows and Windshield
Window Inspection
Definitions
Critical Area Inspection - Glass Windshields
Semi-Critical Area Inspection - Glass Windshield,
Cockpit Acrylic Windows
Non-Critical Area Inspection - Cabin Windows
Crack Inspection - Acrylic Windows
Window Repair/Rework Procedure (Side Acrylic
Windows Only)
Cleaning Windshield and Windows
FLIGHT COMPARTMENT
Removal of Standard Windshield
Installation of Standard Windshield
Storm Window
Removal of Storm Window Assembly
Installation of Storm Window Assembly
CABIN
Removal of Side Windows
Installation of Side Windows
Emergency Exit Window
5810
GRID
NO. EFFECTIVITY
5Bll
5Bll
5Bll
5Bll
5Bll
5B12
5B12
5B14
5B14
5B15
5B16
5B16
5B16
5B17
5B18
5B18
5B18
5B18
5B18
5B18
5B18
56 - ContJ Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA42/42720
MAINTENANCE PRACTICES
INSPECTION OF WINDOWS AND WINDSHIELDS
1. Window Inspection.
a. DEFINITIONS. The following apply to all cockpit and cabin windows.
Critical The viewing area of the windshields used for taxiing, takeoff, climb, cruise, and
landing.
Semi-Critical
Non-Critical
Distortion
Crack
Craze
Crazing
Star Craze
Wedge
Scratch
Hairline Scratch
Light Scratch
Heavy Scratch
Chip
Haze
Blemish
Mark-Off
Delamination
The viewing area used for general flight vision.
Viewing areas not normally used for flight operations.
Lines in windows or windshields that cause waviness in objects when looking through
the window or windshield.
Critical narrow break, fissure, or separation extending through the entire thickness of
the transparent material.
Fissure on the surface of the transparent material that does not penetrate the full
thickness of the material.
Mesh of fine hairline cracks that do not penetrate the full thickness of the material,
located on the surface or within the structure of the transparent material.
A condition where several fissures radiate from a central pOint.
A condition in a piece of optical glass having a progressive variation in thickness or
absorption from one side to the other.
An abrasion on the surface of the material caused by contact with rough abrasives or
sharp objects.
Visible scratch undetectable when passing a fingernail over the scratch. Considered
non-critical other than being an appearance defect.
A scratch measuring less than O.OlD inch (0.254 mm) deep. Can be detected when
passing a fingernail over the scratch. Considered non-critical except for appearance.
A scratch measuring more than O.OlD inch (0.254 mm) deep. Can be detected when
passing a fingernail over the scratch. This type of scratch may be accompanied by
chipping along the edge. Considered critical when occurring to inner glass ply.
Considered semi-critical when occurring to outer glass ply within certain limitations
(see inspection criteria). Considered non-critical within certain limitations (see
inspection criteria) when occurring to acrylic surfaces.
A chip is considered a small scratch.
A foggy appearance located on the surface of the transparent material.
Speck, air bubble, or other minor imperfection imbedded in the transparent material.
An almost nonexistent shallow depression on the surface possessing practically no
depth. Discernible only due to a noticeable rim or roughened surface caused by mold
surface defects transferred to the surface during the forming operation.
Visible evidence of a physical break of the bond between the plastic interlayer and
either glass ply. Delamination may be caused by laminating stresses, preload on
installation, or excessive heat.
5811
5600-00
Page 1
PIPER AIRCRAFT
PA-42142-720
b. CRITICAL AREA INSPECTION - GLASS WINDSHIELDS. A critical area is the area of the laminated
glass windshields used for taxiing, takeoff, climb, cruise, and landing.
(1) Cracks could occur in either the inner, outer, or both panes. Cracking in either pane is critical and
cause for immediate replacement.
(2) Crazing.
(a) Crazing in the windshields is critical.
(b) Determine depth of craze using a calibrated depth gauge or scale (see Figure 56-1).
(c) A craze of 0.062 inch (1.575 mm) depth is cause for immediate replacement. A craze of 0.031
inch (0.787 mm) depth is cause for replacement at the earliest opportunity.
(d) Crazing in any portion of the windshields requires replacement.
(3) Blemishes.
(a) Blemishes in windshields form in the vinyl plastic interlayer bonding the two glass panes together.
(b) Blemishes in the critical or semi-critical portion of the windshields are not acceptable unless
0.062 inch (1.575 mm) or smaller in circumference, including distorted area.
(c) No more than two blemishes, at least 12 inches (30.48 cm) apart are acceptable in the windshields.
(d) No more than two blemishes within a two inch (5.08 cm) area along the upper portion of the
windshields are acceptable.
(4) Haze or foggy appearance on the glass is not acceptable if the amount of haze/fog causes an
obstruction of vision in the area used for operation of the aircraft.
(5) Scratches.
(a) A scratch, no longer than 0.062 inch (1.575 mm) long and no deeper that 0.015 inch (0.381
mm) is acceptable.
(b) Heavy scratches on either glass ply are cause for immediate windshield replacement.
(c) Hairline scratches may be waxed and buffed out.
(6) Delamination.
(a) Cloudy or milky appearance in the delamination indicates moisture or solvent penetration.
Windshields with this condition should be replaced at the earliest opportunity.
(b) Delaminated areas characterized by irregular or jagged boundaries indicate uneven separation
of the vinyl and glass. This condition may cause the vinyl to pull chips from the inner glass
surface, resulting in failure of the glass ply. Conduct periodic inspections to determine if the
damage is progressive or if chipping of the inner glass surface is present.
(7) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when
looking through the windshield is acceptable.
(8) Distortion. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not
occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six
inches (15.24 em).
c. SEMI-CRITICAL AREA INSPECTION - GLASS WINDSHIELD, COCKPIT ACRYLIC WINDOWS.
Semi-critical areas are the perimeter of the glass windshield and areas of cockpit acrylic windows used
for general flight vision.
(1) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when
looking through the windshield is acceptable.
56-00-00
PageZ
5812
PIPER AIRCRAFT
PA-42142-720
(2) Distortion.
(a) A moderate amount of distortion is acceptable along the lower portion of the windshield if no
more than 1.5 inches (3.81 cm) above the windshield retrainer strip.
(b) Distortion may not be so severe that it restricts vision or diverts runway lines or section lines
more than 45.
(c) Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not
occupy more than 25 percent of the windshield area, and; they are separated by a minimum of
six inches (15.24 cm).
(3) Crazing.
(a) Crazing in the windshields is critical.
(c) A craze 0.031 inch (0.787 mm) deep is cause for replacement at the earliest opportunity.
(d) Crazing in any portion of the windshields requires replacement.
(5) Blemishes.
(a) Blemishes in windshields form in the vinyl plastic interlayer bonding the two glass panes together.
(b) Blemishes in the critical or semi-critical portion of the windshields are not acceptable unless
0.062 inch (1.575 mm) or smaller in circumference, including distorted area.
(c) No more than two blemishes, at least 12 inches (30.48 cm) apart are acceptable in the windshields.
(d) No more than two blemishes within a two inch (5.08 cm) area along the upper portion of the
windshields are acceptable.
(6) Scratches.
(a) Light scratches in the lower portion of the window and windshield are acceptable if they do not
extend more than 1.00 inch (2.54 cm) from the outside windshield retainer and are less than
1.00 inch (2.54 cm) long.
SIGHT
REFLECTION OF
SCALE
6" SCALE
Figure 56-1. Determining Depth of Craze.
5813
56-00-00
Page 3
Reissued: December 31t 1989
Interim Revision: January 9t 1998
PIPER AIRCRAFT
PA-42142-720
(b) Scratches in acrylic windows may be reworked if:
1) They are less than 0.030 inch (0.762 mm) deep.
2) No vision distortions in critical and semi-critical areas as a result of rework.
3) 0.437 inch (11.099 mm) panes are a minimum of 0.393 inch (9.982 mm) thick after rework.
(c) Replace acrylic windows with scratches that cannot be reworked in accordance with these standards.
(7) Delamination.
(a) Cloudy or milky appearance in the delamination indicates moisture or solvent penetraton.
Windshields with this condition should be replaced at the earliest opportunity.
(b) Delaminated areas characterized by irregular or jagged boundaries indicate uneven separation
of the vinyl and glass. This condition may cause the vinyl to pull chips from the inner glass
surface, resulting in failure of the glass ply. Conduct periodic inspections to determine if the
damage is progressive or if chipping of the inner glass surface is present.
(c) Replace windshield if any of the following condition are noted:
1) Evidence of chipping of inner glass surface.
2) Area of vision required for safe operation is affected (pilot's discretion).
3) Windshield heat system inoperative.
(8) Cracks. Inspect for cracks as directed in paragraph 1e, Crack Inspection - Acrylic Windows.
d. NON-CRITICAL AREA INSPECTION - CABIN WINDOWS. A non-critical area is a portion of a
window not used for flight vision.
(1) Mark-Off in moderate amounts is acceptable provided that visibility is not impaired.
(2) Distortion.
(a) Distortion along the sides of the window within 0.5 inches (1.27 em) or less of the retainer is acceptable.
(b) Distortion along the upper portion of the window is acceptable if distortion does not extend
downward more than 2.00 inches (5.08 cm) from the top and does not impair vision.
(c) Distortion of the main body of the side window is acceptable providing the distorted area does
not exceed 25 percent of the window area.
(3) Crazing.
(a) Crazing in the window is critical.
(c) A craze of 0.062 inch (1.575 mm) depth is cause for immediate replacement. A craze 0.031 inch
(0.787 mm) deep is cause for replacement at the earliest opportunity.
(d) Crazing in any portion of the window requires replacement.
(5) Cracks. Inspect for cracks as directed in paragraph 1e, Crack Inspection - Acrylic Windows.
e. CRACK INSPECTION - ACRYLIC WINDOWS.
(1) Perform this inspection annually or each 1,000 hours, whichever occurs first.
56-00-00
Page 4
-Note-
This inspection should also be performed after repainting when any chemical stripping
agent was used. Use the prism method described in step (3) to inspect the entire
circumference of the window for stripper damage/etching; especially in areas
concealed by window frames, retainers, plates, or collars.
5814
PIPER AIRCRAFT
PA-42142-720
(2) Inspect window panes as follows:
(a) Inspect sealant for signs of wear, deterioration, and positive contact with mounting surfaces.
(b) Inspect window frames, retainers, plates, and collars for cracks, loose rivets or screws,
corrosion, and structural defects.
(3) Inspect emergency exit and eyebrow window bolt holes using Window Inspection Kit, Part Number
766-294.
(4) Crack Limitation.
(a) The maximum acceptable length of a crack from any single screw hole is 0.300 inch (7.62mm).
(b) The maximum combined length of multiple cracks into the space between two adjacent bolt
holes is 0.300 inch (7.62mm).
(c) If a crack less than 0.300 inch (7.62mm) is left unrepaired, reinspect the window each
additional 25 hours of aircraft operation.
(d) A maximum of three bolt holes with cracks less that 0.299 inch (7.59mm) long are acceptable in
anyone window pane before that window pane must be replaced.
(e) Replace window pane if a single crack or combination of adjacent facing cracks exceed 0.300
inch (7.62mm) in length.
(5) Chips, Scratches, and Crazing Limitations.
(a) Scratches in acrylic windows may be reworked if:
1) They are less than 0.030 inch (0.762 mm) deep.
2) No vision distortions in critical and semi-critical areas as a result of rework.
(b) Replace acrylic windows with scratches that cannot be reworked in accordance with these
standards.
2. Window Repair I Rework Procedure (Side Acrylic Windows Only). The following methods should be
used for repairs:
-CAUTION-
ANY ACRYLIC WINDOW WHICH MAY HAVE BEEN
DAMAGED BY PAINT THINNER, PAINT REMOVER OR
OTHER SOFTENING AGENT MUST BE REPLACED. NO
REPAIR IS PERMITTED FOR THIS TYPE OF DAMAGE.
a. AREAS WITH SMALL SCRATCHES:
(1) Clean the window. using generous amounts of water and a mild detergent.
(2) Polish the window with an approved compound and soft cloth.
(3) Clean and wax the polished area.
5815
56-00-00
Page 5
PIPER AIRCRAFT
PA-42142-720
b. AREAS WITH LARGE SCRATCHES, GOUGES AND NICKS: Areas with damages exceeding .003 of
an inch depth or those with less than .003 of an inch in depth, having sharp edges which cause hanging of
fingernail should be locally rounded out or buffed.
(1) Clean the window using generous amounts of water and a mild detergent.
(2) Use a scratch removal kit, such as the type supplied by Micro-Surface Finishing Products Inc., P.O.
Box 456, Wilton, Iowa, to remove the defective area, blend and buff.
(3) Using 400A wet or dry abrasive paper wrapped around a smooth rubber block and generous amounts
of water, lightly sand over and around the defected area in a circular motion, extending in a diameter
equal to two or three times the defected area.
(4) Continue sanding until the initial defect is no longer apparent. Thoroughly flush the area with water.
(5) Using 600A wet or dry abrasive paper, repeat step (3). Continue sanding only until the hairline
scratches caused by the coarse sanding are no longer apparent. Sand a larger area than that covered
by the original sanding operation. Thoroughly wash the area.
(6) Finish the repair using instructions given in Method a.
CLEANING WINDSHIELD AND WINDOWS
1. Remove dirt, mud, etc from exterior surface with clean water.
2. Wash with mild soap and water, or a 50/50 solution of isopropanol and water (do not use plastic cleaners on
glass windshields). Use soft cloth or sponge with a straight gentle rubbing motion.
3. Rinse thoroughly and dry.
4. After cleaning, plastic surfaces can be polished with a thin coat of hard polishing wax. Rub lightly with a
soft cloth. Use a circular rubbing motion.
-NOTE-
Do not apply wax to glass windshields with surface coatings for anti-
static protection.
S. To improve visibility through rain, a repellent such as REPCON must be applied to windshield and
windows, according to manufacturer's instructions.
FLIGHT COMPARTMENT
REMOVAL OF STANDARD WINDSHIELD
1. Remove windshield wiper blade and arm from wiper motor. (Chapter 30)
2. Remove magnetic compass from windshield channel cover.
3. Remove cover panel on top of instrument panel.
4. Remove windshield channel covering. Remove remaining inside windshield trim.
5. With an assistant, remove machine screws from windshield collar moulding.
-NOTE-
Machine screws securing windshield are installed in a particular order
size. Refer to Figure 56-2 for proper placement.
6. Remove collar moulding and windshield.
7. With windshield removed, clean windshield supporting flange. Remove all traces of old sealant.
561000
Page 6
5816
PIPER AIRCRAFT
PA-42142-720
INSTALLATION OF STANDARD WINDSHIELD
-CAUTION-
DO NOT PRESSURIZE CABIN FOR AT LEAST 48 HOURS TO
ALLOW SEALANT TO CURE AROUND WINDSHIELD.
1. Prepare surface according to instructions in Chapter 51.
-NOTE-
Mask windshield optical surfaces and fuselage skin around
windshield collar area to minimize cleanup.
2. Apply 1 inch wide 1116 inch thick vinyl foam tape (Norton Co., Tape No. V542, Piper No. 924 441) to
windshield supporting flange.
3. Place windshield in position.
1 1 ~
1. MS24694-561 (24 REO.) LEFT
(24 REO.) RIGHT 7. MS24694-552 (31 REO.) LEFT 11.
2. MS24694-552 (16 REO.) LEFT (31 REO.) RIGHT
(16 REO.) RIGHT 8. MS24694-561 ( 4 REO.) LEFT 12.
3. MS24694-559 (17 REO.) LEFT ( 4 REO.) RIGHT 13.
(17 REO.) RIGHT 9. MS24694-561 (18 REO.) LEFT 14.
4. MS24694-562 ( 1 REO.) LEFT (18 REO.) RIGHT 15.
( 1 REO.) RIGHT 10. MS24694-559 (28 REO.) LEFT 16.
5. MS24694-562 (19 REO.) LEFT (28 REO.) RIGHT 17.
(19 REO.) RIGHT
6. MS24694-562 ( 1 REO.) LEFT
( 1 REO.) RIGHT
Figure 56-2. Windshield Installation
5817
13
SECTION A-A
SECTIONB-B
MS24694-554 ( 1 REO.) LEFT
( 1 REO.) RIGHT
WINDSHIELD COLLAR
WINDSHIELD CHANNEL
WINDSHIELD
SKIN
WINDOW
BULKHEAD
56-10-00
Page 7
PIPER AIRCRAFT
PA-42142-720
4. Apply liberal amount ofPRC 1425 (Products Research Comp.) sealant to outer windshield. Apply sealant
to outer frame surfaces contacting windshield collar.
5. Position windshield collar and cleco in place.
6. Secure with screws starting at center top corner moving downward. Move outboard at both top and bottom
sides. Torque screws to 30 - 40 inch-pounds.
7. Clean off excess sealant.
8. Install inside trim, channel covering, instrument panel cover, and magnetic compass.
9. Install wiper arm assembly previously removed and secure.
STORM WINDOW
The storm window on the pilot's side consists of a round, stretched, plexiglass window, installed in a stainless
steel (A.I.S.I. Type 321 stainless) frame with a push-button latch.
REMOVAL OF STORM WINDOW ASSEMBLY
1. With storm window open, remove the six equally spaced screws which secure the storm window inner ring and
outer trim ring to the side window.
2. Remove storm window from inside cabin.
INSTALLATION OF STORM WINDOW ASSEMBLY
1. With PRC 1425 sealant applied to trim ring (shown in Figure 56-3), position trim ring in storm window opening.
2. Position spacer (PAC PIN 51225) around trim ring (shown in Figure 56-3).
3. Apply PRC 1425 sealant to outer rim of inner ring on storm window assembly. Place window into position in opening.
4. Align holes in inner ring on storm window with holes in trim ring. Install six retaining screws.
CABIN
REMOVAL OF SIDE WINDOWS
1. Remove trim moulding from around inside of window.
2. Remove screws from angle and bracket supports.
3. Carefully remove window with retainer ring by pushing it in toward center of fuselage.
4. Separate retainer ring from window.
5. Remove excess sealant from retainer ring and around window opening.
INSTALLATION OF SIDE WINDOWS (Figure 56-4)
1. Apply liberal amount of sealant to both frame and window until a uniform thickness is obtained.
2. Apply bead of sealant around inside rim of retainer ring.
3. Apply vinyl tape to surface of retainer ring contacting with gasket. (Surface of retainer ring must be free of
paint prior to applying adhesive.) Place gasket on retainer ring and place retainer ring around window.
Install window from inside cabin.
4. Secure retainer ring.
5. Install trim moulding around inside window.
6. Apply bead of sealant around outer perimeter of window and fuselage.
EMERGENCY EXIT WINDOW (Figure 56-5)
There is a 25.75 inch by 19.75 inch emergency exit window on the right side of the fuselage. By pulling the
release handle at the top of the window frame, the latch is unlocked and the window and frame will be pulled into
the cabin. The exit window and frame is factory sealed "to keep cabin pressurized. Whenever exit window is
removed, carefully reinstall it to not damage seal. Removal and installation of emergency exit window plexiglass
is the same as for side windows. After reinstallation of emergency exit window, safety release handle (shown in
Figure 56-5) using MS20995-CY20 safety wire.
562000
Page 8
5818
PIPER AIRCRAFT
PA-42/42-720
NOTES:
1. SEAL BETWEEN INNER RING AND TRIM RING WITH SEALANT PRC 1425. REMOVE
EXCESS OR VISIBLE SEALANT.
2. SEAL BETWEEN WINDOW AND TRIM RING WITH SEALANT PRC 1425. REMOVE
EXCESS OR VISIBLE SEALANT.
3. SPLICE IN SEAL MUST BE AT TRAILING EDGE OF WINDOW. CUT SEAL .75 IN. LENGTH
AT SPLICE AND CEMENT ENDS TOGETHER WITH 3M #EC-847 CEMENT.
4. CEMENT SEAL TO RETAINER WITH 3M #EC-847 CEMENT.
1. STORM WINDOW ASSEMBLY
2. SIDE WINDOW
3. SCREWS (6 EACH)
4. SEAL
5. INNER RING
6. RETAINER
7. TRIM RING
8. SPACER
A r----
9. INNER WINDOW
SEE NOTE 2
...-1
A
.75'
VIEW B-B
SEE NOTE 1
3
Figure 56-3. Storm Window Installation
5819
\I
2 SEE NOTE4
VIEW A-A
56-20-00
Page 9
56-20-00
Page 10
PIPER AIRCRAFT
PA-42142-720
FUSELAGE SKIN
SEALANT (PRC 1425)
FAYING SEAL USING
SEALANT (PRC 1425)
.15"TO.25"
(279-019)
SEALANT
CHANNEL
-NOTES-
1. LIGHTLY SAND WINDOW
UNDER FILLET WITH 180
SANDPAPER. CLEAN WITH
STODDARD SOLVENT AND
APPLY PR142 PRIMER.
2. SAND PAINT, SEALANT, ETC
FROM CUTOUT EDGE.
CLEAN WITH STODDARD
SOLVENT AND APPLY COAT
OF PR142 PRIMER.
(PRC 1425) (279-019)
3. SAND PAINT, SEALANT, ETC
FROM CUTOUT EDGE.
CLEAN WITH STODDARD
SOLVENT AND APPLY COAT
OF PR 142 PRIMER.
SEALANT
(PR 383)
.45
1.50
I
FUSELAGE SKIN
WINDOW
RETAINER RING
SEALANT
(PRC1425)
(279-019)
DOUBLER
--CHANNEL
Figure 56-4. Installation of Side Windows
5820
PIPER AIRCRAFT
PA-42/42-720
1. OUTER PLATE
2. WINDOW (OUTER)
3. SPACER
4. SEAL
5. INNER PLATE
6. COVER - PLACARD
7. WINDOW (INNER)
8. HANDLE
9. SUPPORT HANDLE
10. PLATE A--
11. WASHER
12. INTERCOSTAL CHANNEL
13. SKIN-FUSELAGE
14. HANDLE COVER
15. SAFETY WIRE
16. WINDOW ASSEMBLY
17. MOULDING
PA-42
PA-42-720
10
11
VIEW A-A
VIEW A-A
12
11
12
13
PA-42-720
PA-42
VIEW B-B
Figure 56-5. Emergency Exit Window
5821
-NOTE-
SEAL SURFACES INDICATED
WITH PR383 CONFORMING TO
MIL-S-11031 B.
4
VIEW B-B
56-20-00
Page 11
CHAPTER
WINGS
5822
SYSTEM
SUBSYSTEM
57-00-00
57-00-00
57-20-00
57-20-00
57-20-00
57-40-00
57-40-00
57-40-00
57-50-00
57-50-00
57-50-00
57-50-00
57-55-00
57-55-00
57-55-00"
57-55-00
57-60-00
57-60-00
57-60-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 57 WINGS
SUBJECT
GENERAL
Description
WING TIP TANKS
Removal of Wing Tip Tanks
Installation of Wing Tip Tanks
WING
Removal of Wing
Installation of Wing
AILERON
Removal of Aileron
Installation of Aileron
Aileron Control System Friction Check
AILERON TRIM TAB
Removal of Aileron Trim Tab
Installation of Aileron Trim Tab
Checking Aileron Trim Tab Free Play
FLAP
Removal of Flap
Installation of Flap
5823
GRID
NO. EFFECTIVITY
5B24
5B24
5B24
5B24
5B24
5C2
5C2
5C3
5C7
5C7
5C7
5C9
5C9
5C9
5C9
5ClO
5Cll
5Cll
5Cll
57 - Cont.l Effect.
Page 1
GENERAL
DESCRIPTION
PIPER AIRCRAFT
PA-42/42-720
The Cheyenne III wing consists of all metal, full cantilever, and semi-monocoque construction. Within each
wing are three bladder-type fuel cells and a wing tip fuel tank. The main landing gear, built into wheel wells
under each wing, are enclosed by doors when retracted. A full length I beam type main spar is attached to a
forged wing carry through section which creates a continuous main spar. Additional support for the wing is also
provided by front and rear spar connections.
Attached to each wing are the engines, ailerons, and flaps. The engine nacelles, located at each wing station
77.5, are integral parts of the wings. The nacelles are streamlined structures designed for mounting the engines,
fuel storage, and baggage lockers. The ailerons,located between wing stations 160.5 and 239.0, are constructed
of metal, and are mass balanced with a trim tab incorporated in the right aileron. The flaps, mounted between
wing stations 30.0 and 160.5, are also all metal construction.
WING TIP TANKS
REMOVAL OF WING TIP TANKS (Figure 57-1)
1. Drain tank.
2. Remove fairing between wing tip and tip tank.
3. Remove sender unit.
4. Disconnect electrical wires to navigation lights and strobes.
5. Disconnect all plumbing from tip tank. Cover ends to prevent fuel contamination.
6. Support tank; remove six bolts holding tank to wing. Remove tank.
INSTALLATION OF WING TIP TANKS (Figure 57-1)
-NOTE-
When torquing structural assemblies, use standard torque values
found in Chapter 91, or FAA Advisory Circular 43.131A, unless
otherwise stated.
1. Connect tank to wing by installing six bolts.
2. Connect all plumbing to tank.
3. Install sender unit. Connect electrical leads to navigation lights and strobes.
4. Install fairing between wing tip and tip tank.
5824
57-20-00
Page 1
572000
Page 2
S
PIPER AIRCRAFT
PA-42/42-720
3
2
6
1. TIP TANK ASSEMBLY
2. COVER, VENT WELL
3. CAP ASSEMBLY, FUEL FILLER
4. QUICK DISCONNECT
S. PLATE, ATTACHMENT (WING FRONT SPAR)
TORQUE
SO-70 IN.-LBS.
6. BOLT ASSEMBLY (6 REQ.) (TORQUE SO-70 IN.-LBS)
7. PLATE, ATTACHMENT (WING MAIN SPAR)
8. SENDER
9. PLATE, ATTACHMENT (WING REAR SPAR)
10. TUBE TO QUICK DRAIN
Figure 57-1. Tip Tank Installation
5C1
WING
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF WING (Figure 57-2)
-CAUTION-
TO PREVENT DAMAGE OR CONTAMINATION OF FUEL,
HYDRAULIC, AND MISCELLANEOUS LINES, PLACE
PROTECTIVE COVERS OVER LINE FITTINGS AND ENDS.
1. Close fuel shutoff valve and crossfeed valve. Drain fuel from wing.
2. Remove engine. (Refer to Removal of Engine, Chapter 72.)
3. Remove fairing and access panel from around leading edge of wing.
4. Remove screws attaching fairing to wing and fuselage; remove fairing.
S. Drill out rivets securing drag angle between wing and fuselage on top side of wing.
6. Remove access plates from fairing located between underside of wing butt rib and fuselage.
-NOTE-
To simplify reinstallation of control cables and fuel or hydraulic lines,
mark cable and line ends before removing. Attach a line to cables,
where applicable, before pulling them through fuselage or wing.
7. Remove cable guard pins at wing stations 147.50, 30.00, and 0.50, and fairleads at wing stations 121.50 and
58.50.
8. Disconnect aileron control cable and balance cable at aileron bellcrank. Draw cables out through wing and
tape to side of fuselage.
-NOTE-
Steps 9 through 12 apply to the right wing only. Steps 13 through 24
apply to both wings.
9. Block aileron trim cable at side of fuselage and within wing to prevent trim drum from unwrapping.
Disconnect trim cable turnbuckles at wing station 90.00. Draw cables inboard through wing.
to. Remove cable guard at butt end of wing. Tape cables to fuselage.
11. Disconnect hydraulic lines at fuselage station 140.00.
12. Disconnect bleed air line.
13. Disconnect motor drive flex shaft from inboard flap actuator and at motor in fuselage. Withdraw shaft from
wing.
14. Disconnect fuel line routed through main spar. Disconnect hydraulic and fuel lines at exposed fittings and
control cables from fuel valves.
15. Disconnect engine instrument, vacuum, fuel, and hydraulic lines. Remove support blocks and clamps.
5C2
57-40-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
16. Disconnect electrical wire connectors.
17. Draw engine control cables back through firewall engine nacelle and wing.
18. Arrange suitable fuselage cradle and supports for both wings.
19. Remove attachment bolt and bolt assembly attaching wing spar to center beam.
20. Remove screws and nuts securing sheet metal spar web fasteners at center beam.
21. Remove bolt attaching front spar and fuselage fitting.
22. Remove bolt assembly attaching rear spar and fuselage fitting.
23. Drill out forward fillet attaching bulkheads from wing butt rib.
24. Pull wing directly and slowly away from fuselage, allowing lines, cables, etc, to follow.
INSTALLATION OF WING (Figure 57-2)
1. Position fuselage solidly on a support cradle.
2. Position wing with spar end a few inches from side of fuselage and set on trestles. Tum out three adjusting
screws that draw bottom fairing against wing butt.
3. Prepare various lines, control cables, pressurization ducts, etc for insertion into wing or fuselage after wing
is slid into place.
4. Slide wing to center beam. (It may be necessary to insert a metal strip between fillet fairing and wing butt
to funnel the wing, between upper and lower fairings.)
5. Install bolt attaching rear spar and fuselage fittings.
6. Install bolt attaching front spar and fuselage fitting.
7. Install upper and lower wing attachment bolts and nuts. Measure driving torque of nut with nut almost
completely threaded, but before nut bottoms on part. After measuring driving torque, tighten nut until it
bottoms and a torque rise of 20 inch-pounds above driving torque is detected.
8. Position lower wing attach bolt retainer and secure with bolt. (Figure 57-2)
9. Position forward upper wing attachment bolt retainer and secure to wing skin. Repeat procedure for aft
upper wing attachment bolt retainer.
to. Torque forward spar bolt to 270-300 inch-pounds and rear spar bolt 480-600 inch-pounds.
11. Reinstall screws and locknuts in center beam web.
12. Install new rivets in drag angle on top side of wing.
13. Reinstall forward fillet bulkheads with new rivets.
14. Draw engine control cables into place.
15. At wing leading edge and butt, connect engine instrument, fuel, and hydraulic lines. Secure lines and cables
with support blocks and clamps.
16. Connect electrical wire connectors.
17. Through wing fairing access openings at underside of fuselage, connect fuel, hydraulic lines, and fuel valve
control cables.
18. Draw flexible drive shaft from flap transmission into fuselage and rig according to Rigging and Adjustment
of Flap Controls in chapter 27.
19. Connect bleed air pressurization and deicer lines.
20. Draw aileron control cable and balance cable into wing; connect at aileron bellcrank. Install cable guard pin
at pulley near bellcrank and at wing butt. Check rigging and adjustment. (Refer to Rigging and Adjustment
of Aileron, Chapter 27.) Install cable guard pin at pulley near bellcrank and at wing butt. Check rigging
and adjustment (refer to Rigging and Adjustment of Aileron, Chapter 27), cable tension, and safety
turnbuckles.
57-40-00
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SC3
PIPER AIRCRAFT
PA-42/42-720
Figure 57-2. Wing Installation
5C4
57-40-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
BOLT - NAS464P7LA 10
WASHER - AN960-716 (2 REO.)
(UNDER HEAD & NUT)
NUT - MS20364-720C
(1 REO. LEFT & 1 REO. RIGHT)
BOLT - AN3-6A
WASHER AN960-10
BOLT AN4-20A
WASHER AN960-416
WASHER AN960-416L
NUT MS20365-428C
1 REO. LEFT
2 REO. RIGHT
BOLTAN3-6A
WASHER AN960-1 0
NUT MS20365-1 032C
2 REO. LEFT
2 REO. RIGHT
WASHER AN960-1 OL
57-40-00
Page 4
NUT MS20365-1 032C
2 REQ. LEFT
2 REO. RIGHT
SKETCHB
Figure 57-2. Wing Installation (continued)
5C5
BOLT AN3-5A
WASHER AN960-10
NUT MS20365-1 032C
2 REO. LEFT
2 REO. RIGHT
AN6-37 A OR AN6-40A
AN960PD616 TMMA
2REQ.
PIPER AIRCRAFT
PA-42/42-720
BOLT-WING ATIACH.
UPPER - PIN 59825
NOTE
BOLT
RETAINERS
SEE TEXT FOR REQUIRED
TORQUE SETIINGS.
BOLT-WING ATIACH.
LOWER - PIN 59824
BOLT - AN179-16A
WASHER - AN960-916
(2 REQ.) (UNDER HEAD & NUT)
NUT - MS20364-918C
(1 REQ. LEFT & 1 REQ. RIGHT)
SKETCH C
o
SKETCHD
f f i i . ~ ~ _ TORQUE
480-600 IN.-LBS.
Figure 57-2. Wing Installation (continued)
5C6
57-40-00
Page 5
PIPER AIRCRAFT
PA-42142-720
21. TheJollowing pertains to installation of the right wing only:
a. Connect hydraulic lines at station 140.
b. Draw aileron trim cables into wing, connect turnbuckles, and unblock cables. Install cable guard pin at
butt end of wing. Check rigging, adjustment, cable tension, (refer to Rigging and Adjustment of
Aileron Trim, Chapter 27) and safety turnbuckles.
22. Install engine. (Refer to Installation of Engine, Chapter 71.)
23. Check hydraulic fluid lever (refer to Chapter 12 or 29). With airplane on jacks, operate gear through several
retraction and extension cycles to check for hydraulic fluid leaks.
24. Check brake fluid level and bleed brakes. (Refer to Bleeding Brakes, Chapter 32.)
25. Check fuel system for leaks and proper flow.
26. At top of wing, screw fillet fairing to wing and fuselage. Apply a bead of sealant (Minnesota Mining and
Manufacturing Sealant EC750 or equivalent) along edge of wing root fillet at fuselage and wing skins. Start
at leading edge and extend aft over top of trailing edge.
27. At fairing between underside of fuselage and wing, turn three adjusting screws to draw fairing against
underside of wing butt. Ensure a rub strip exists between wing and fairing.
28. Install floor panels.
29. Install tip tanks as described in this chapter.
AILERON
REMOVAL OF AILERON (Figure 57-2)
1. Remove rear fairing between wing and wing tip tank.
2. Remove wing tip aft attachment rib.
3. Disconnect aileron control rod.
4. At right aileron, disconnect trim tab control rod.
5. Remove hinge bolts and remove aileron.
INSTALLATION OF AILERON (Figure 57-2)
1. Place aileron in position. Install hinge bolts.
2. If right aileron was removed, connect trim tab control rod.
3. Connect aileron control rod.
4. Attach wing tip attachment rib.
5. Install rear fairing between wing and wing tip tank.
-NOTE-
Refer to Chapter 27 for aileron rigging and balancing procedures.
5C7
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PIPER AIRCRAFT
PA-42/42-720
THIS PAGE INTENTIONALLY LEFT BLANK
57-50-00
Page 2
5ca
PIPER AIRCRAFT
PA-42/42-720
AILERON ---[t---"-.. j.- ~ t=}'FlAP
.50 .J / ., h .22 MIN. (AT NEUTRAL)
MEASURE FROM - I--.50
HERE
Figure 57-4. Aileron Friction Check
AILERON CONTROL SYSTEM FRICTION CHECK (Figure 57-4)
With a spring scale pulling from the point on aileron shown in Figure 57-4, take readings in both up and down
directions as aileron passes through neutral position. Record and add the readings together. The total must not
exceed nine pounds.
AILERON TRIM TAB
REMOVAL OF AILERON TRIM TAB (Figure 57-5)
1. Disconnect control rod at tab.
2. Remove inboard hinge bolt.
3. Pull tab back and inboard enough to remove outboard hinge pin from bushing and remove tab.
INSTALLATION OF AILERON TRIM TAB (Figure 57-5)
1. Insert tab control rod through aileron. Insert outboard hinge pin into bushing.
2. Position inboard hinge brackets. Install hinge bolt and torque to 25 2 inch-pounds.
3. Connect tab control rod.
5C9
57-50-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
CHECKING AILERON TRIM TAB FREE PLAY
1. Set trim tab to its neutral position. (frailing edge of tab in neutral position must be in line with trailing edge
of main surface.)
2. Total free play must not exceed 0.04 inch, measured from one extreme to another between outboard end of
tab trailing edge and trailing edge of main surface.
3. If excessive play is found, inspect aileron trim screw and hinge assemblies. Repair or replace worn parts as
required.
575000
Page 4
Figure 57-5. Aileron and Tab Installation
5C10
PIPER AIRCRAFT
PA-42/42-720
FLAP
REMOVAL OF FLAP (Figure 57-6)
1. Lower flap to within a few degrees of full extension.
2. At left flap, disconnect position sender rod by removing cotter pin from forward end of rod.
3. Disconnect flap control tubes at flap. Do not rotate control tubes unless to adjust flap.
4. Remove upper roller assemblies from flap brackets.
5. Remove lower roller assemblies and remove flap.
INSTALLATION OF FLAP (Figure 57-6)
1. Place flap in position. Install lower roller assemblies on flap brackets and torque bolts.
2. Install upper roller assemblies and torque bolts.
-NOTE-
With all rollers installed but no actuator hook-up, flap must free fall
(drop from its own weight), without binding, thru its normal range (0
to 30 DN) from any point in this range.
3. Connect control tube.
4. If left flap was removed, connect position sender rod.
5. Check flap for proper operation Rigging and adjusttnent procedure is found in Chapter 27.
5C11
576000
Page 1
_FWD
57-60-00
Page 2
VIEWC
PIPER AIRCRAFT
PA-42/42-720
VIEWB
FWD-
VIEWD
Figure 57-6. Wing Flap Installation
5C12
UP
LIMIT
SWITCH
PIPER AIRCRAFT
PA-42/42-720
GRIDS SCt3 THRU SCts
5C13
576000
Page 3
CHAPTER
PROPELLER
5C16
SYSTEM
SUB-SYSTEM
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61-20-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER61-PROPELLER
SUBJECT
GENERAL
Description
PROPELLER
Removal of Propeller
Cleaning, Inspection and Repair of Propeller
Installation of Propeller
Oynamic Balancing of Propeller
CONTROLLING
Propeller Governors
Removal of Propeller Constant Speed Governor
Installation of Propeller Constant Speed Governor
Constant Speed Governor Adjustments
Propeller Overspeed Governor
Removal of Overspeed Governor
Installation of Overspeed Governor
Overspeed Governor Operational Checks
Autofeather System
Autofeather System Operation
Autofeather Ground Operational Check
Autofeather Electrical System Ground Checks
PROPELLERSYNCHROPHASERSYSTEM
General
Operation
Nonnal Flight
Troubleshooting
Synchrophaser Wiring Test
Ohmmeter Check of Magnetic Pickup
Functional Test
Control Box
Removal of Control Box
Installation of Control Box
Magnetic Pickup
Removal of Magnetic Pickup
Installation of Magnetic Pickup
5C17
GRID
NO. EFFECTIVITY
5C1S
5C1S
5C19
5C19
5C20
5C21
5C23
5C23
5C23
5C23
5C23
5C23
501
501
501
501
501
502
502
503
504
504
504
505
506
507
509
509
5010
5010
5010
5011
5011
5011
61 - Conti Effect.
Page 1
GENERAL
DESCRIPTION
PIPER AIRCRAFT
PA-42/42-720
The propeller installations are constant speed, full feathering, reversing type, controlled by engine oil pressure
through single action propeller governors. Centrifugal counterweights assisted by a feathering spring move the
blades toward the low rpm (high pitch) position and into the feather position. This movement is opposed by oil
pressure controlled by the propeller governor. Oil pressure moves the propeller to the high rpm (low pitch)
hydraulic stop and reverse position. The propellers have no high pitch stop, this allows them to feather after
engine shutdown.
TORQUE SEQUENCE
liB"
1. FLEX LOCKNUT
2. PISTON NUT
3. RING, ROD END
4. BETA NUTS
5. LOW STOP RODS
6. SPRING, REVERSE RETURN
7. SLIP RING ASSEMBLY (DEICER)
8. O-RING
9. ENGINE MOUNTING FLANGE
10. BOLT
11. SPINNER BULKHEAD
12. FEEDBACK RING
13. REVERSING LEVER
14. CARBON BLOCK ASSEMBLY
15. BRUSH BLOCK ASSEMBLY, PROP DEICER
Figure 61-1. Propeller Installation
5C18
61-00-00
Page 1
PROPELLER
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF PROPELLER (Figure 61-1)
1. Use index marks to identify relationship of spinner and spinner bulkhead, before removing attachment
screws. (Refer to Dynamic Balancing of Propellers.)
3. Remove deicer brush block assembly. Avoid damaging brushes.
4. Disconnect and remove propeller reversing lever and carbon block from feedback ring.
5. Install feedback ring puller (PIN 51519). Pull feedback ring fully forward. Use standard 5/8 inch socket
against propeller hub. (Figure 61-2)
-CAUTION-
DO NOT DAMAGE LOW STOP RODS AND FEEDBACK
RING.
6. Remove safety wire from propeller mounting bolts and remove bolts. (See Chapter 95 for suggested tool.)
7. Place drip pan under propeller for oil spillage.
8. Remove propeller from engine flange. Remove O-ring and cap flange to prevent contamination.
1. FEEDBACK RING PULLER
2. 5/8" SOCKET
3. PROPELLER HUB
4. BETA NUTS
Figure 61-2. Feedback Ring Pulley Installation
5C19
61-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION, AND REPAIR OF PROPELLER
-NOTE-
Refer to latest revision of Hartzell Propeller Service Letter No. 61 for
Recommended Overhaul Periods under various conditions.
1. Check for oil and grease leaks.
2. Clean spinner, propeller hub interior and exterior, and blades with a non-corrosive solvent
3. Inspect hub parts for cracks.
4. Check all visible parts for wear and safety.
5. Do not let steel hub parts rust Use aluminum paint to touch up if necessary or replace during overhaul.
-CAUTION-
DO NOT ATTEMPT TO ROTATE PROPELLER BLADES
USING BLADE ARMS, DAMAGING FEEDBACK RING.
6. Ensure blades turn freely on hub pilot tube by rocking counterweights back and forth. If blades appear
tight, pitch change mechanism cannot be removed or each blade checked individually. If blades are
properly lubricated and tightened, propeller must be overhauled.
BENT TIP PROP.
U---------------_
EXAGGERATED VIEW OF
NICK IN LEADING EDGE
BLEND DEEPEST PORTION
OF NICKS INTO LEADING
EDGE AUGNMENT WITH
SMOOTH CURVES
-NOTE-
RECOMMENDED METHOD FOR REMOVING NICKS,
CRACKS, AND SCRATCHES IS BY USING RIFFLE
FILE AND/OR CROCUS CLOTH.
Figure 61-3. Typical Nicks and Removal Method
61-10-00
Page 2
5C20
EXAGGERATED VIEW OF
NICK IN FACE OF BLADE
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
DO NOT ATTEMPT TO ROTATE PROPELLER BLADES
USING BLADE ARMS, DAMAGING FEEDBACK RING.
7. Inspect blades for damage or cracks. Nicks in leading edges of blades, which provide conditions allowing
fatigue cracks to start, must be filed out and rounded with fine emery. (See Figure 61-3 for propeller blade
care.)
8. Check condition of propeller mounting bolts. FAR requires that for severe damage, internal repairs, and
parts replacement, the propeller must be brought to the Hartzell factory or a certified repair station.
9. Sand lightly and paint each blade face, when necessary, with flat black paint to retard glare. Apply light
application of oil or wax to surfaces to prevent corrosion.
10. Check condition oflow stop rods and feedback ring.
-CAUTION-
DO NOT BLOW OUT HUB GASKETS DURING FOLLOWING
PROCEDURE.
11. Grease blade hub through zerk fittings. Remove one of two fittings for each propeller blade, alternating
fitting the next time. Apply grease through zerk fitting until fresh grease appears at hole of fitting removed.
INSTALLATION OF PROPELLER (Figure 61-1)
-CAUTION-
AVOID DAMAGING LOW STOP RODS AND FEEDBACK
RING.
1. Clean propeller and engine flanges.
2. Lubricate and install new O-ring on engine shaft.
3. Install feedback ring puller and pull feedback ring fully forward. Use standard 5/8 inch socket against
propeller hub. (Figure 61-2)
4. Position propeller on engine flange. Install mounting bolts and washers.
5. Torque propeller mounting bolts as follows:
-NOTE-
Use only propeller attach bolts PIN B-3339 which contain part
numbers stamped inside cupped head. These bolts require a inch, 12-
point socket heat wrench. For further information, see Hartzell
instruction No. 140.
a. Apply MIL-T-5544 petrolated graphite or TRW Hartzell Lubricant, PIN A 3338, to bolt threads and bolt
washer surfaces. (And remainder of bolt, if desired.)
b. Install eight B-3339 bolts and eight A 2048-2 washers through engine flange into propeller flange.
c. Torque all bolts to 40 foot-pounds and 80 foot-pounds following torque sequence A in Figure 61-1,
Propeller Installation.
d. Final torque all bolts from 100-105 foot-pounds following torque sequence B in Figure 61-1.
e. Safety all bolts.
5C21
611000
Page 3
PIPER AIRCRAFT
PA-42/42-720
CHART 6101. PROPELLER SPECIFICATION
Hub,Model HC-B3TN-3B
HC-B3TN-3K*
Blade, Model TI0173AB-6Q
Propeller RPM Setting Engine Static High RPM 2000 RPM max.
Beta Nut Setting @2000RPM 27 degrees
Propeller Torque Limits Description Required Torque
Propeller Mounting Bolts 100-105 ft-Ib (lubricate threads
with petrolated graphite MIL-
T5544)
Spinner Bulkhead Attach-
mentScrews 65-100 in.-Ib (Dry)
Spinner Attachment Screws 40 in.-Ib (Dry)
Flex Lock (Dome) Nut 120 ft-Ib (Dry)
Beta Ring Jam Nuts 12 ft-Ib (Dry)
*Hub assembly provided with Low Pitch Stop, Propeller
external feather stops Nuts 22 ft-Ib (Dry)
6. Install deicer brush block.
7. Install propeller reversing lever with carbon block riding in feedback ring, maintaining 0.005 inch clearance.
-NOTE-
Check clearance by holding carbon block against face of feedback
ring. Use fme sandpaper on block to obtain clearance. Ensure block
is free to rotate in reversing lever.
8. Rotate propeller slowly and check feedback ring run out with dial indicator. Run out must not exceed 0.010
inch total indicator.
-NOTE-
The low pitch rod with an x on the feedback ring must not be
adjusted. Adjust other two only.
If run out is excessive, loosen nut on front of low stop rods and jam nut at feedback ring. Adjust low pitch stop
rods to obtain specified tolerance. Torque jam nuts at feedback ring to 12 foot-pounds and nut on front of low
stop rods to 22 foot-pounds.
9. Complete dial indicator check to ensure slip ring surfaces. Do not deviate more than 0.002 inch in any four-
inch interval of slip ring travel. Vary torque between specified limits (65-100 inch-pounds) on screws to
obtain flatness required.
10. Check propeller reversing linkage adjustment.
11. Perform engine ground check. Check 1900 rpm torque setting.
61-10-00
Page 4
5C22
PIPER AIRCRAFT
PA42/42720
DYNAMIC BALANCING OF PROPELLERS PPS60101
The propellers of the PA-42 are dynamically balanced at the factory. Any subsequent dynamic balancing of
propellers must be perfonned by certified personnel.
Propellers dynamically balanced are identified by Hartzell Propeller, Inc., decal WAR-OOl, on the fore and aft
sides of the spinner bulkhead.
Use index marks to identify the relationship of the spinner and spinner bulkhead before removal.
CONTROLLING
PROPELLER GOVERNORS
REMOVAL OF PROPELLER CONSTANT SPEED GOVERNOR
1. Remove upper engine cowling.
2. Disconnect electrical connections from governor.
3. Disconnect prop pitch control rod at governor control lever.
4. Disconnect pneumatic tube at governor.
5. Remove bolt, washer, and nut attaching governor control arm to interconnecting rod.
6. Remove bolt, spacer, and nut connecting link to propeller reverse lever.
7. Remove clevis pin from fork end of Beta control valve.
8. Remove nuts and washers, withdraw governor from mounting pad, and remove gasket
INSTALLATION OF PROPELLER CONSTANT SPEED GOVERNOR
1. Install gasket over studs on governor mounting pad with raised side of screen facing up.
2. Install governor, secure with washers and self-locking nuts, and torque nuts 170-190 inch-pounds.
3. Connect fork end of Beta control valve to reversing lever with pin. Secure with washers and cotter pin.
4. Secure fork end of control link to propeller reversing lever with bolt, spacer, washer, and nut. Torque nut
24-36 inch-pounds and secure with cotter pin.
5. Connect governor control ann to interconnecting rod with bolt, washer, and nut. Torque nut 25-35 inch-
pounds and secure with cotter pin.
6. Connect pneumatic tube at governor; torque coupling nut 90-100 inch-pounds, and lockwire.
7. Connect and secure electrical connections to governor.
8. Connect prop pitch control rod to governor control lever.
9. Check governor adjustments.
10. Reinstall engine cowling.
CONSTANT SPEED GOVERNOR ADJUSTMENTS (Figure 61-4)
After repair or replacement of propeller governor, check adjustments as follows:
1. With engine static, disconnect front air pressure tube at governor connection. Blank off nipple with suitable
cap.
2. Perform pre-start check.
3. Start engine and allow it to warm up in idle setting until nonnal operating oil temperature is reached. (75C
(167F) minimum.)
5C23
61-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
4. Advance power control lever to obtain 80% Ng. Perfonn two feathering cycles to purge air from system.
To reduce feathering time, tum feathering adjuster (Figure 61-4) counterclockwise.
-NOTE-
Two complete turns (counterclockwise from the nominal setting) is
the maximum pennitted adjuster range.
5. Set propeller control lever in fine pitch, and advance power control lever to allow constant propeller speed.
Temporarily mark position of lever on quadrant and record Ng.
6. Loosen locknut, and adjust governing maximum speed adjuster (Figure 61-4) to obtain desired Ng.
Counterclockwise rotation of screw increases speed. Tighten locknut when adjustment is completed.
7. Record Ng, torque, and fuel flow.
8. Shutdown engine and reconnect front air pressure tube at governor. Torque to 90-100 inch-pounds and
restart engine.
-CAUTION-
DO NOT ADJUST PNEUMATIC MAXIMUM ADJUSTMENT
(FIGURE 61-4).
9. Advance power lever to position previously marked. Compare Ng with previously recorded figure. If Ng
has changed from previous value, ensure air bleed link (Figure 61-4) is locked hard against pneumatic
maximum stop. Ng change up to 100 rpm is acceptable, but if change is more then replace propeller
governor.
2

'---_!!!r"'---;.-
PROPELLER GOVERNOR
1. GOVERNOR MAX. SPEED ADJUSTMENT
2. FEATHERING ADJUSTER
3. PNEUMATIC MAX. SOP (NOT FOR FIELD ADJUSTMENT)
4. PNEUMATIC MIN. ECCENTRIC ADJUSTMENT
5. AIR BLEED LINK (RESET ARM)
61-20-00
Page 2
Figure 61-4. Propeller Governor
5C24
PIPER AIRCRAFT
PA-42/42-720
10. Shutdown engine, disr.onnect interconnect rod (Figure 61-4) at air bleed link. Secure link to minimum stop.
11. Restart engine. With propeller control lever set in fine pitch, advance power control lever to obtain constant
speed. Check that Np governs at 95% 1 % of maximum speed set in step 6. Adjust pneumatic minimum
eccentric adjuster (Figure 61-4) to meet this requirement
12. Shutdown engine and reconnect air bleed link to interconnect rod.
13. Restart engine and check reverse power setting.
PROPELLER OVERSPEED GOVERNOR
REMOVAL OF OVERSPEED GOVERNOR
2. Disconnect electrical leads from overspeed governor.
3. Remove nuts and washers securing overspeed governor to reduction gear box. Withdraw assembly from
mounting studs and discard mounting gasket.
4. Examine overspeed governor drive for damage and wear; replace if necessary.
INSTALLATION OF OVERSPEED GOVERNOR
1. Install new mounting gasket over studs.
2. Install overspeed governor on mounting pad. Ensure drive shaft is properly engaged, secure with washers
and self-locking nuts, and torque to 125-170 inch-pounds.
3. Connect electrical leads to overspeed governor.
4. Check overspeed governor operation and autofeather system, if installed.
5. Reinstall engine cowling.
OVERSPEED GOVERNOR OPERATIONAL CHECKS
Check overspeed governor operation as follows:
1. Start engine and allow engine instruments to stabilize.
2. Set power levers for 1600 rpm propeller speed.
3. Set propeller control to full forward.
4. Push up hydraulic topping governor switches and observe drop in propeller rpm. The drop must be
approximately 75 rpm.
5. Release switches and prop rpm must increase to original rpm.
AUTOFEATHER SYSTEM PPS60090-B
This system provides a quick means of automatically feathering a failed engine propeller when the system is
ON and the following four conditions exist:
1. Engine torque is below 675 65 foot-pounds.
2. Engine P3 pressure is below 15 1.0 psi. (17 1.0 psi on aircraft with serial number 42-8001020 and up,
with pressure switch Piper PIN 705864 installed.)
3. The torque differential between both engines is greater than 500 foot-pounds.
5D1
61-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
4. Both power levers are positioned above 80% NI.
-NOTE-
When an auto feather condition occurs, power levers no longer
detennine condition, and pulling back on levers does not cause loss of
autofeather.
Return of any of the other three conditions cancels autofeather and re-establishes levers as a requirement for
autofeather.
-NOTE-
If an autofeathered condition takes place, all power from anning
circuit to opposite engine is removed. Two autofeather conditions
cannot occur simultaneously.
AUTOFEATHER SYSTEM OPERATION
The system is controlled by an ARM-OFF switch and a separate test switch located on the lower left instrument
panel, along with its circuit breaker located on the non-essential buss panel. The system is designed for
activation after engine startup, and remains in operation until engine shutdown. During this period, it will either
be in a self-check or monitor mode, a test mode upon pilot command, or a control mode with self monitoring
when power levers-are set above 80% Nl.
The power elements of the system are redundant transistor switches and driving dump solenoid valves which
control governor oil pressure at each engine. There are two circuits, one for each engine, with exclusive lockout
in the event of a dump command in either control circuit. Input infonnation to the circuits consists of torque
meter ramp voltages, P3 pressure switches, (one for each engine) and a power lever 80% setting switch.
Output infonnation consists of two system ann lights, which come on only when the 80% power lever switches
are closed and the engine torque has exceeded 675 65 foot-pounds. A single failure light will go on any time a
failure occurs, regardless of failure location.
In addition to automatic operation, the pilot has the test function available in the fonn of a test switch, which
allows testing the system while engines are at idle power setting.
AUTOFEATHER GROUND OPERATIONAL CHECK
The ground operational check is perfonned with both engines at idle rpm, propeller controls forward, bleed air
on, generators on, and regulated aircraft voltage and autofeather circuit breaker pushed in.
1. Set AUTOFEATHER OFF-ARM switch to ARM position.
2. Depress annunciator press test switch located in upper left instrument panel, and check that ARM-
AUTOFEATHER and FAIT..-AUTOFEATHER lamps light.
3. Release switch and observe if lights extinguish.
4. Using autofeather test switch located on lower left instrument panel, feather left engine propeller.
5. Move switch to center OFF position. Ensure prop unfeathers.
61-20-00
Page 4
502
PIPER AIRCRAFT
PA-42/42-720
6. Move test switch to right Ensure right engine propeller feathers.
7. Return switch to center OFF position. Ensure prop unfeathers.
8. Advance power lever to 80% Nl + 3/- 0%. Ensure ARM-AUTOFEATHER light illuminates.
9. Return engines to idle rpm.
AUTOFEATHER ELECTRICAL SYSTEM GROUND CHECKS
1. Remove avionics bay access cover.
2. Locate autofeather computer at FS 30.0 (approx). Remove connector E411 from computer.
3. Ensure autofeather circuit breaker, located on right side of non-essential circuit breaker panel, is pushed in.
4. Establish 28 V de electrical power on non-essential bus.
5. Place AUTOFEATHER OFF-ARM switch, located on lower left instrument panel, in ARM position.
6. Using a high quality MULTIMETER, perform the following test:
Test Between Connector E411
Receptacle Numbers
Multimeter Reading
VoltagelResistance Ohmmeter Scale
21 and aircraft ground'"
2 and aircraft ground
11 and 15
11 and 9
14 and 10
14 and 12
4 and 26
22 and 27
28VDC
(0 ohms)
Open (high resistance)
o ohms
o ohms
o ohms
o ohms
30 ohms
30 ohms
"'Make certain to have excellent ground connections to "BARE METAL".
Rx l/lowest
scale
Rx 100,000
or highest
scale
Rx l/lowest
scale
Rx 1 scale
7. After completing above tests, set AUTOFEATHER OFF-ARM switch to OFF position. Remove power
from aircraft circuits.
8. Reconnect connector E411 to autofeather computer.
9. Reinstall avionics bay access cover.
5D3
61-20-00
Page 5
PIPER AIRCRAFT
PA42/42720
PROPELLERSYNCHROPHASERSYSTEM
GENERAL
PPS60093-A
The propeller synchrophaser system on the PA-42 is designed to maintain continuous engine synchronization
by matching rpm of engines automatically. The system consists of a synchrophaser control box (mounted in the
lower left portion of instrument panel), wiring harness, and two propeller governors.
OPERATION
The propeller synchrophaser is used in all phases of flight, except during take off and landing. Initial rotation
of synchrophaser switch knob turns system ON, synchronizing propellers. Further rotation of switch knob allows
pilot to select any propeller phase relationship he desires.
The master-slave arrangement of governors is eliminated in this installation. Each governor contains a
magnetic pickup, a disc mounted on the flyweight head containing one target, and an electromagnetic biasing
coil. As the flyweight head rotates, the disc target passing the magnetic pickup generates electrical impulses,
which are transmitted to the control box. The control box compares signals from both governors. If correction is
required, it will regulate electrical current going to the electromagnetic biasing coil of each governor, maintaining
synchronous engine operation. The synchrophaser system has a limited operating range of approximately 25
rpm.
61-20-00
Page 6
-NOTE-
Refer to Chapter 91 for electrical schematic diagram of Propeller
Synchrophaser Installation.
504
PIPER AIRCRAFT
PA-42/42-720
NORMAL FLIGHT
1. Synchronize engines manually.
2. Tum synchrophaser switch knob ON. If synchrophaser fails to synchronize properly, repeat steps 1 and 2.
3. When automatic synchronization is attained, subsequent rpm adjustments must be made by moving both
propeller governor control levers simultaneously.
4. Continue rotation of switch knob toward PHASE SELECT position to align blade relationship of one
propeller to the other, while synchronized.
3
TO
ENGINE
1. CONTROL BOX (NO. 213760)
2. ON/OFF AND PHASE SWITCH
3. CONNECTORIWIRING HARNESS
4. PROPELLER GOVERNOR
5. PRIMARY GOVERNOR COIL
6. MAGNETIC PICKUP
7. OVERSPEED GOVERNOR
Figure 61-5. Propeller Synchrophaser System
505
7
61-20-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
TROUBLESHOOTING
CHART 6102. TROUBLESHOOTING (SYNCHROPHASER INSTALLATION)
Trouble
Synchrophaser inoperative.
RPM surge or hunt.
Left engine increases
rpm out of sync when
the synchrophaser is
turned on.
* Results in pennanent controllx
61-20-00
Page 8
Cause
Defective power lead or
circuit breaker.
Defective ground lead.
Magnetic pickup "OPEN"
or "SHORTED" to ground.
Pickup wiring or connector
"OPEN" or "SHORTED"
to ground.
Magnetic pickup voltage
too low.
Faulty receptacle half
at system connector.
Control box defective.
Synchrophaser gain too
high.
Synchrophaser coil, leads,
aircraft wiring or connectors
"OPEN."
Synchrophaser coil leads,
aircraft wiring or connectors
"SHORTED" together. *
Left coil, coil lead,
associated wiring or
connector grounded.
Left pickup output low.
x damage.
5D6
Remedy
Repair lead or circuit
breaker.
Repair lead.
Replace.
Repair wiring or
connector.
Adjust pickup output or
replace pickup as required.
Replace.
Replace.
Recalibrate governor on
test stand.
Repair or replace coil, leads,
wiring or connector.
Repair or replace coil, leads,
wiring or connector.
Repair or replace sync
coil, wiring or connector.
Adjust pickup output
PIPER AIRCRAFT
PA-42/42-720
CHART 6102. TROUBLESHOOTING (SYNCHROPHASER INSTALLATION) (continued)
Right or left engine increases Pickup or associated Repair "OPEN" wiring or
RPM out of sync when the wiring on engine which replace pickup.
synchrophaser is turned on. increases "OPEN."
Pickup output low. Adjust pickup output.
Insufficient synchrophaser Improper governor Recalibrate governor.
range. calibration.
Right coil, coil lead, Replace sync coil, repair
associated wiring or wiring, repair or replace
connector grounded. connector.
System synchronizes but Pickup or coil leads Correct wiring per
is marginally stable. swapped between left wiring diagram.
and right engines.
Circuit breaker "Trips." Power lead "SHORT" or Remove fault -
defective control box. replace control box.
SYNCHROPHASER WIRING TEST
Before proceeding with wiring test, ensure control box is unplugged, master switch is OFF, and synchrophaser
circuit breaker is pulled.
-CAUTION-
DO NOT PLUG IN CONTROL BOX UNTIL WIRING TEST IS
SATISFACTORILY COMPLETED. EVEN WITH SWITCH
TURNED OFF, THE CONTROL BOX CAN BE SERIOUSLY
DAMAGED.
-NOTE-
If another accessory uses same circuit breaker, disconnect circuit
while checking resistance readings.
1. When measuring pins in connector plug, perform the following test with a high quality ohmmeter, using
ohmmeter scales in chart 6103.
-NOTE-
Following shutdown, resistance readings can be 20% higher during
heat soak.
5D7
61-20-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
CONTROL BOX MUTING CONNECTOR PIN ARRANGEMENT
(VIEWED FROM FRONT)
6
7 5
CHART 6103. SYNCHROPHASER WIRING TEST
TEST BETWEEN OHMMETER READING
RECEPTACLE NUMBERS Resistance In Ohms Ohmmeter Test Scale
1 and aircraft ground * o ohms R x 1 (or lowest) scale
2 and aircraft ground * Open circuit R x 100,000 (or highest scale)
3 and aircraft ground * 90-110 ohms R x 10 scale
4 and aircraft ground .. Open circuit R x 100,000 (or highest) scale
5 and aircraft ground * 90-110 ohms R x 10 scale
6 and aircraft ground * Open circuit R x 100,000 (or highest) scale
4 and 8 190 ohms (approx.) R x 10 scale
6and8 190 ohms (approx.) R x 10 scale
* Make certain to have excellent ground connection to "BARE METAL."
On 24 volt systems, verify wires 1,5,6, and 8 go to left engine, and wires 1,3,4, and 8 go to right engine.
2. After completing wiring test, tum master switch ON (control box still unplugged), reset synchrophaser
circuit breaker, and perform the following voltage check:
a. Connect voltmeter between receptacle 2 and 1. (run over)
b. The voltmeter reading must be the same as power supply.
c. Ensure polarity of pin #2 is positive and pin #1 is negative.
61-20-00
Page 10
5D8
PIPER AIRCRAFT
PA-42/42 720
3. After completion of preceding tests, connect control box.
4. Use an oscilloscope to check voltage output of governor magnetic pickup.
CHART 6104. MAGNETIC PICKUP VOLTAGE OUTPUT TEST
TEST BETWEEN OSCILLOSCOPE ONLY
RECEPTACLE NUMBERS RPM SETTING VOLTS A.C. PEAK TO PEAK
5 and I and 3 and I CRUISE 3 V.A.C.-PIP
5 and 1 and 3 and 1 MINIMUM CRUISE NOT LESS THAN 2 V.A.C.-PIP
5 and 1 and 3 and 1 MAXIMUM CRUISE NOT MORE THAN 10 y.A.C.-PIP
NOTE: 1. Magnetic pickup/flyweight head target clearance gap of 0.005" (approximate) required.
(This clearance is preset and cannot be adjusted.)
2. Voltages are oscilloscope readings only. Voltmeter RMS, indications are not valid.
-NOTE-
AC voltage is produced by one target on flyweight head. Do not
interpret peak to peak voltage with any R.M.S. reading voltmeter.
OHMMETER CHECK OF MAGNETIC PICKUP
Use the following check to detennine if a magnetic pickup is defective or not.
-CAUTION-
BEFORE PERFORMING THE FOLLOWING CHECK,
ENSURE NO CURRENT IS FLOWING IN THE CIRCUIT.
1. Disconnect pickup leads from control box connector.
2. Set ohmmeter RX 1 scale only. Connect meter probes across pickup leads.
3. If meter does not read 50-60 ohms, replace pickup.
FUNCTIONAL TEST
1. In level flight and quiet air, synchronize propeller RPM manually, at nonnal cruise power settings. Use
decrease rpm motion to bring rpm into synchronization, minimizing the effect of lost motion in governor
control linkage.
2. Turn synchrophaser system ON and let stabilize a few seconds.
3. Slowly reduce left propeller rpm until synchronization is lost.
4. Turn synchrophaser OFF, and listen for audible beat frequency of propellers as follows:
a. For four bladed propellers, count the frequency for 15 seconds.
b. For three bladed propellers, count the frequency for 20 seconds. (Or 10 seconds and multiply by 2.)
5D9
61-20-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
5. Turn synchrophaser back ON, and slowly decrease right propeller rpm. Synchronization will be re-
established.
6. Continue decreasing right propeller rpm slowly until synchronization is lost.
7. Repeat step 4. Add results with results of previous step 4. Total equals synchrophaser system holding range
in rpm.
8. If variation of more than four or five rpm from specified holding range is found, check for lost motion in
governor control linkage before troubleshooting synchrophaser system.
9. If insignificant drift is found in step 8, discrepancy in steps 3 through 8 is due to moving rpm control of left
engine too quickly and total count will be too high. Repeat step 3, ensuring lever movement is very slow.
-NOTE-
If holding range has large discrepancies, troubleshoot synchrophaser.
CONTROL BOX
The control box is an electronic device which receives and compares electrical signals generated by magnetic
pickups. When a speed difference exists between governors, a varying voltage produced by the control box
changes the magnetic bias on each governor speed setting until engine rpms match.
-NOTE-
The control box, which is not repairable, is encapsulated in a
cushioning material to protect against vibration.
REMOVAL OF CONTROL BOX
1. Remove set screw securing knob to rotary switch shaft; remove knob.
2. Remove four screws securing electroluminescent panel to instrument panel.
3. Loosen and remove nut and washer securing control box to instrument panel.
4. Remove control box from back side of instrument panel.
5. Disconnect wiring harness from control box.
INSTALLATION OF CONTROL BOX
1. Connect wiring harness to control box.
2. Place control box in position on back of instrument panel with rotary switch shaft extending through hole in
instrument panel. Secure by installing washer and nut.
3. Place electroluminescent panel into poSition. Secure with four screws previously removed.
4. Place knob on rotary switch shaft. Secure with set screw.
612000
Page 12
5010
MAGNETIC PICKUP
PIPER AIRCRAFT
PA-42/42-720
The magnetic pickup consists of a penn anent magnet with a coil placed near the flyweight head. Low output
could be the result of a defective or incorrectly adjusted magnetic pickup, and will result in improper
synchrophaser system operation.
-CAUTION-
DO NOT HAMMER OR JAR MAGNETIC PICKUPS, WmCH
COULD DECREASE FLUX AND STRENGTH OF MAGNET.
REMOVAL OF MAGNETIC PICKUP
1. Remove safety wire and loosen locknut.
2. Remove magnetic pickup from governor body.
3. Remove O-ring.
INSTALLATION OF MAGNETIC PICKUP
1. Install O-ring on magnetic pickup and coat with lubricant.
2. Install pickup into governor body.
3. Adjust locknut half-way on magnetic pickup.
4. Apply inward pressure on pickup to seat O-ring.
5. Tighten locknut to 110-130 inch-pounds and torque. Secure with safety wire.
6. Connect pickup to aircraft wiring and test for proper ohm reading. (Shown in Chart 6104.)
5011
61-20-00
Page 13
612000
Page 14
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5D12 THRU 5D14
5012
CHAPTER
STANDARD PRACTICES
ENGINES
5D15
SYSTEM
SUB-SYSTEM
70-00-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 70 - STANDARD PRACTICES - ENGINES
SUBJECT
STANDARD PRACfICES - ENGINE
5016
GRID
NO.
5D17
EFFECTIVITY
70 - Cont./Effect.
Page 1
PIPER AIRCRAFT
PA42/42720
STANDARD PRACTICES - ENGINE
The following suggestions apply when working on the power plant:
1. Tag and mark all parts, clips, and brackets prior to removal or disassembly to ensure proper reinstallation
and assembly.
2. During removal of various tubes or engine parts, inspect them for scoring, burning, or other undesirable
conditions. To facilitate reinstallation, not location of each part during removal. Tag unserviceable parts or
units for possible repair.
-CAUTION-
ALWAYS INSTALL DUST CAPS TO PROTECT OPEN LINES
OVER THE TUBE ENDS, NOT IN THE TUBE ENDS. FLOW
THROUGH LINES CAN BE BLOCKED OFF IF LINES ARE
INADVERTENTLY INSTALLED WITH DUST CAPS IN TUBE
ENDS.
3. Do not allow foreign matter such as lockwire, washers, nuts, dirt, dust, etc to enter engine whenever work is
done on engine, either on or off aircraft. Use suitable protective caps, plugs, and covers to protect exposed
openings.
4. If any items are dropped into engine, stop assembly process and remove item. Ensure all parts are
thoroughly clean before assembling.
5. Never reuse lockwire, lockwashers, tablocks, tabwashers, or cotter pins. A1llockwire and cotter pins must
fit snugly in holes drilled in studs and bolts for locking purposes. Install cotter pins so head fits into
castellation of nut. Unless otherwise specified, bend one end of pin back over stud or bolt, and other end
down flat against nut. Use only corrosion resistant steel lockwire or cotter pins. Bushing plugs must be
lockwired to assembly base or case. Do not lockwire plug to bushing.
6. Replace all gaskets, packings, and rubber parts with new parts at reassembly. Ensure new non-metallic parts
show no sign of deterioration from storage.
7. When installing engine parts requiring use of a hammer to facilitate assembly or installation, use only a
plastic or rawhide hammer.
8. When applying adhesive tape to any part, remove tape and all residue. Thoroughly clean with petroleum
solvents prior to subjecting to high temperature during engine run. This also applies to parts which have
corrosion preventive compounds applied.
-CAUTlON-
ENSURE ANTI-SEIZE COMPOUNDS ARE APPLIED IN
THIN, EVEN COATS, AND EXCESS COMPOUND IS
COMPLETELY REMOVED TO AVOID CONTAMINATION
OF ADJACENT PARTS.
9. Apply anti-seize lubrication to all loose-fit spline drives external to engine. For certain assembly
procedures, molybdenum disulfide (paste or powdered fonn mixed), with engine oil or grease can be used.
-NOTE-
Temporary marking methods are those which ensure identification
during ordinary handling, storage and final assembly of parts. To
ensure proper marking methods and materials are used, refer to Pratt
and Whitney Maintenance Manual, Part No. 3021442, Chapter 70, for
specific details.
5017
70-00-00
Page 1
70-00-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS SD18 THRU SD20
5018
CHAPTER
POWER PLANT
5D21
SYSTEM
SUB-SYSTEM
71-00-00
71-00-00
71-00-00
71-00-00
71-00-00
71-00-00
71-10-00
71-10-00
71-10-00
71-10-00
71-20-00
71-20-00
71-30-00
71-30-00
PIPER AIRCRAFT
PA42/42720
CHAPTER 71 - POWER PLANT
GENERAL
Troubleshooting
Engine Removal
Engine Buildup
Engine Installation
COWLING
Removal of Cowling
SUBJECT
Cleaning, Inspection and Repair of Cowling
Installation of Cowling
MOUNTS
Replacement of Shock Mounts
FIRE SEALS
General
5022
GRID
NO.
5023
5023
5023
5E5
5E6
5E6
5E7
5E7
5E8
5E10
5E10
5E1O
5E1O
5E1O
EFFECTIVITY
71 - Cont./Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The maintenance concept of this chapter is supplemental to the Pratt & Whitney Pf6A-61 or Pf6A-41 Engine
Maintenance Manual and consists of removal, installation, and adjustments of external components and engine
accessories. Repairs beyond this level should be accomplished by an approved Pratt & Whitney of Canada
Limited overhaul facility.
In the interest of maintaining efficient engine perfonnance, an engine condition trend monitoring system has
been set up by Pratt & Whitney. This is not a mandatory procedure, but is highly recommended by Pratt &
Whitney and Piper Aircraft Corporation. The use of this procedure will establish a means by which the engine
condition can be observed without actual teardown of components, until conditions warrant it.
The PA-42 or PA-42-720 is powered by two Pratt & Whitney of Canada PT6A-41 or Pf6A-61 turboprop
engines. The engines are rated at 720 horsepower. at 2000 rpm each. The engines are free turbine type. with two
independent turbine sections; one drives the compressor and accessory gear train section; the other drives the
propeller shaft through a reduction gearbox.
The engines are completely enclosed by upper and lower cowling sections of cantilever construction. Access
to the accessory section is gained through either of two doors built into the top rear section of the cowl. Both
doors are secured by two tension latches. The oil quantity dip stick is located inside the left access door.
An air inlet duct for starter generator cooling is located on the lower left section of both cowls. The outlet duct
is located on the top of the left accessory section access door.
The bleed air intercooler inlet duct is located on the lower outboard side of each cowl. The outlet duct is
located on the outboard side of the nacelle above the wing leading edge.
An air inlet ice deflector door and oil cooler door are integral parts of the bottom nacelle assembly.
An access door to the engine wash ring is located on the outboard side of each nacelle just aft and below
engine exhaust stub. The wash ring pennits field cleaning the engine.
The engine lubricating system is a pressure type with the main oil pump located in the oil tank which is an
integral part of the compressor inlet case. This system provides lubrication for all areas of the engine, pressure
for the torquemeter. and propeller pitch control.
For complete, detailed maintenance information, refer to Pratt & Whitney Maintenance Manual (Pf6A-61)
PIN 3034342 or (pA6A-41) PIN 3021442. Engine trend monitoring infonnation can be attained from the latest
Pratt & Whitney Aircraft Gas Turbine Operation Infonnation Letters (Agtoil) 23 (pA6A-61) or Agtoil 8 (Pf6A-
41).
Infonnation or runup procedures can be found in the PA-42 or PA-42-720 Pilot's Operating Handbook.
TROUBLESHOOTING
Troubles peculiar to the power plant are listed in Chart 7101, along with possible causes and suggested
remedies. When troubleshooting, consult all available sources for any pertinent infonnation which may assist in
diagnosing the trouble.
-NOTE-
For additional information regarding troubleshooting of the engine,
refer to Pratt & Whitney Maintenance Manual (PT6A-61 PIN
3034342 or (Pf6A-41) PIN 3021442.
5D23
71-00-00
Page 1
Trouble
Engine fails to start.
PIPER AIRCRAFT
PA-42/42-720
CHART 7101. TROUBLESHOOTING (ENGINE)
Cause Remedy
No fuel supply to engine. Check for clean fuel supply
at fire wall shutoff valve.
Air in fuel system. Perfonn motoring run.
Open ignition circuit. Check wiring and connections.
Defective engine driven Check for flow from pump
fuel pump. while motoring engine. If
no flow, replace pump.
Defective fuel control Check for flow from FCU
unit. outlet tube to starting flow
control while motoring
engine. If no flow, remove
FCU, check bypass valve by
applying 5 psi max. to bypass
return port and check for
air leakage from FCU inlet.
If leakage is found, replace
fuel control unit and fuel
pump. If no leakage, replace
only FCU.
Defective starting flow Disconnect primary tube
control. and check for evidence of
flow while motoring engine
with start control lever in
run position. If no flow,
replace starting flow
control.
Restricted fuel Clean and check nozzles.
nozzles. (Refer to Engine Main-
tenance Manual.)
Engine does not idle properly. Idle speed setting incorrect. Adjust idle speed and minimum
71-00-00
Page 2
Leak or restriction in
FCU pneumatic system.
5024
flow as required.
Check all pneumtaic tubes
and connections for leakage.
PIPER AIRCRAFT
PA-42/42-720
CHART 7101. TROUBLESHOOTING (ENGINE) (continued)
Trouble Cause
Engine does not Leak or restriction in
accelerate properly. fuel control pneumatic
system.
P3 filter plugged.
Defective fuel control
unit.
Engine does not Power control linkage
decelerate. adjusted incorrectly.
Defective fuel control
unit.
Engine does not Faulty engine instru-
develop full power. mentation.
Control linkage adjusted
incorrectly.
Propellergovemorpneumatic
section adjusted incorrectly.
Leak or restriction in fuel
control pneumatic system.
Engine power settings not
adjusted correctly.
Defective fuel control unit.
Restricted fuel nozzles.
Excessive vibration. Propeller out of balance.
Compressor or compressor
turbine disc out of balance.
5E1
Remedy
Check all connections for
leakage. Check for dirt in P3
metering orifice. (Refer to
Engine Maintenance Manual
for cleaning instructions.)
Replace fuel control unit.
Adjust linkage.
Check instrument system.
Replace or recalibrate as
necessary. If torquemeter
system defect is established,
return power section to
overhaul facility for repair.
Check adjustment.
Adjust.
Check all tubes for restrictions
and connections for leakage.
Check adjustment settings.
Clean and check nozzles. (Refer
to Engine Maintenance Manual.)
Replace propeller.
Return disc to an ovemaul
facility. (Refer to Engine
Maintenance Manual.)
71-00-00
Page 3
PIPER AI RCRAFT
PA42/42720
CHART 7101. TROUBLESHOOTING (ENGINE) (continued)
Trouble
Low oil pressure.
High oil temperature.
Excessive oil consumption.
Engine drops below idle (min.
flow) in flight
71-00-00
Page 4
Cause
Oil pressure indicating system
defective.
Insufficient oil.
Excessive hot air leakage
through faulty heat shielding.
High oil temperatures.
Insufficient oil supply.
Faulty instrumentation.
Cooling system defective.
Excessive hot air leakage
Leakage or restriction in
pressure or scavenge oil tubes.
Oil level too high.
Defective Labyrinth seals.
Defective oil to fuel heater
(intemalleakage.)
P-Y line leaking.
Leak or restriction in P-3Iine.
Ice accumulation in P-3Iine.
5E2
Remedy
Check system and repair as
necessary.
Fill oil tank as required.
Replace engine.
Check cooling system.
Refill oil tank as required.
Check instrumentation. repair
or replace as required.
Check system and clean cooler if
required.
Replace engine.
through faulty heat shielding.
Visually inspect all tubes and
connections. Repair as required.
Maintain correct oil level.
Check inlet and exhaust areas
for collections of oil. If evident,
replace engine.
Pressure check heater. (Refer to
Engine Maintenance Manual.)
Check P-Y line connections for
leakage.
Check P-3line for restriction.
Replace if required.
Check wiring and connections of
electrically heated P-3line.
Repair or replace as required.
PIPER AIRCRAFT
PA-42/42-720
TORQUE
450 TO 500 IN.-LBS
ENGINE
MOUNT
ENGINE
FIRESEAL
TORQUE 225 TO 300 IN .. -LBS
-NOTE 1-
NOT USED ON PA-42-720. MOUNT
ASSEMBLY IS ONE PIECE.
-NOTE2-
ON PA-42-720, ENGINE MOUNT TO
FIREWALL ATTACHMENT BOLT
TORQUE IS 170 TO 200 IN.-LBS.
ENGINE MOUNT
TO FIREWALL
ATTACHMENT BOLT
TORQUE
160 TO 190 IN.-LBS.
(SEE NOTE 2)
BLEED
AIR PRESS
ENGINE
MOUNT
REAR VIEW
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 1)
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 2)
STA. WASH STA.
56.97 RING 75.70
INLET
FIRE STA.
DETECTOR 96.00
STA.
106.00
LEFT SIDE VIEW
Figure 71-1. Power Plant Installation
SE3
TORQUE
TORQUE 160 TO 190
160 TO 190 IN.-LBS.
IN.-LBS. (SEE NOTE 2)
(SEE NOTE 1)
71-00-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 2)
AFT
ENGINE "-----4...,
MOUNT
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 1)
ENGINE
FIRESEAL
..

..
..
.. -> .
I
STA.
106.00
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 2)
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 2)
STA.
96.00
ENGINE
MOUNT
TORQUE
160 TO 190
IN.-LBS
(SEE NOTE 1)
TORQUE
160TO 190 ENGINE
IN.-LBS. MOUNT
(SEE NOTE 1)
STA.
75.70
STA.
56.97
TOP VIEW
ENGINE
FIRESEAL
.. _---
... ' ... Ci)
CV:
I

OIL
COOLER
BRACKET 0
-...
.. -.. ..
---
I
STA. STA.
106.00 96.00
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 2)
---------------
\
TORQUE
160 TO 190
IN.-LBS.
(SEE NOTE 1)
STA.
75.70
_ . .-----_.---
RIGHT SIDE VIEW
STA.
56.97
-NOTE 1-
NOT USED ON PA-42-720. MOUNT
ASSEMBLY IS ONE PIECE.
-NOTE2-
ON PA-42-720, ENGINE MOUNT TO
FIREWALL ATTACHMENT BOLT
TORQUE IS 170 TO 200 IN.-LBS.
Figure 71-1. Power Plant Installation (continued)
71-00-00
Page 6
5E4
PIPER AIRCRAFT
PA42/42720
ENGINE REMOVAL (Figure 71-1)
The removal of either engine is basically the same except for routing of some wires, cables, and lines. Remove
the engine as follows:
1. Place a tail stand under aircraft.
2. Tum OFF all cockpit switches and disconnect battery.
3. Move fuel shutoff valve to OFF position.
4. Remove engine cowling per paragraph titled Cowling.
5. Drain engine oil (Chapter 12).
6. Remove propeller (Chapter 61).
-NOTE-
Identify disconnected items, mark all clamp locations to facilitate
installation, and cap all lines and necessary fixtures.
7. Disconnect all fluid hoses, bleed air lines, clamps, and electrical leads attached to engine and engine mount
from firewall. (Cap all fluid lines.)
-WARNING-
USE CAUTION WHEN WORKING WITH FIRE
EXTINGUISHER SYSTEM. ACCIDENTAL DISCHARGE CAN
CAUSE BODILY INJURY.
8. Remove fire extinguisher system (Chapter 26).
-NOTE-
The oil cooler system remains attached to bulkhead along with
portion of ice protection system.
9. Disconnect and cap oil cooler lines at engine.
10. Disconnect and remove rear top let and top right fire seals from engine.
11. Disconnect all drain lines attached to engine and fuel lines attached to scavenge pump.
-CAUTION-
DO NOT BEND POWER CONTROL CABLE IN DIRECTION
OFFERING GREATEST RESISTANCE, WHICH WILL
DAMAGE CABLE.
12. Disconnect power control cable from fuel control unit actuating lever and remove cable from support
bracket. Disconnect and remove support bracket
13. Disconnect starting control cable from start control lever ann. Remove cable clamp from cable support
bracket. Disconnect and remove support bracket
14. Disconnect propeller control cable from propeller control rod. Remove cable clamps and draw cable aft to
firewall.
15. Attach lifting sling (shown in Chapter 95) to engine suspension points. Using a ton hoist, support engine to
disconnect engine and mount from firewall.
5E5
71-00-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
16. Swing engine and mount free from firewall. Ensure not attachments remain to obstruct its removal.
17. Move engine away from aircraft and place on suitable stand.
18. Remove accessories and equipment to be installed on new engine. Tag or identify all items to facilitate
installation.
-NOTE-
If engine removed is expected to be inactive for a period of time.
Refer to the Pratt and Whitney Engine Maintenance Manual, PIN
3021442, for the necessary preservation schedule.
ENGINE BUILDUP
-WARNING-
REFER TO THE PRATT AND WHITNEY ENGINE
MAINTENANCE MANUAL, PIN 3021442, BEFORE
ATTEMPTING TO REMOVE A NEW ENGINE FROM
SHIPPING CONTAINER.
-NOTE-
Replacement engines must be purchased through the Piper Service
Department to be compatible with Piper installation.
Engine buildup consists of transferring necessary accessories and equipment from engine removed for overhaul
to a new engine. Replace safety wire, lockwashers, gaskets, and rubber hoses to complete engine assembly for
installation in aircraft.
ENGINE INSTALLATION
The installation of either engine is basically the same except for hookup and routing of some wires and lines.
Before installing engine, ensure all engine accessories are properly installed, torqued, and safetied.
1. With engine suspended from a 112 ton hoist, carefully swing engine assembly in place. Do not damage any
engine components, plumbing, or wiring.
-NOTE-
Apply anti-seize compound to all male tubing threads. Be certain
compound does not enter system. Prior to installing compressor bleed
air line fitting to engine, make sure correct length bolts are used.
Coat bolt threads securing fitting to compressor case with Fel-Pro C5-
a Hi-Temperature thread compound. Torque bolts 65-85 inch-pounds,
and safety with MS20995-C41 safety wire.
2. Install engine mount and torque mounting bolts to specifications shown in Figure 71-1.
-NOTE-
71-00-00
Page 8
Bolt torque must be obtained using a thread lubricant, engine oil, or
equivalent. Further, run bolt down to near contact with the washer
surface and check "friction drag torque" required to tum bolt. Add
the friction drag torque to desired torque.
5E6
PIPER AIRCRAFT
PA-42/42-720
3. Route and reconnect all previously disconnected fluid hoses, lines, and electrical leads from firewall to
proper connections on engine. Secure with appropriate clamps. Refer to latest revision of Piper Service
Bulletin 727 for infonnation on firewall inspection.
4. Route propeller control cable through bracket, clamp assembly, and reconnect to propeller control rod.
5. Connect start control cable to start control lever ann. Attach cable clamp to cable support bracket.
6. Connect power control cable to fuel control unit power lever.
7. Install propeller per Chapter 61.
8. Adjust engine and propeller controls (Chapter 76).
-WARNING-
USE EXTREME CAUTION WHEN WORKING WITH FIRE
EXTINGUISHER AS ACCIDENTAL DISCHARGE CAN CAUSE
BODILY INJURY.
9. Install fire extinguisher system.
10. Refill oil tank with specified type and amount of oil (Chapter 12).
11. Connect battery.
12. Perfonn post installation procedures.
13. Check for fuel and oil leaks and security of engine components.
COWLING
REMOVAL OF COWLING (Figure 71-2 and Figure 71-3)
Same procedure is used for removing LH and RH cowlings:
1. Remove louvers at the exhaust.
2. Detach strip assemblies from cowlings (PA-42 only). Disconnect compressor bleed-air louvers from upper
cowl.
3. Remove screws fastening both generator cooling inlet scoop and outlet duct to upper cowl.
4. Disconnect fasteners securing upper cowl to turtleback cowl (PA-42 only); remove cowl.
5. To remove lower cowl, remove ice protection system assembly access cover. Disconnect rod from ice
deflector door. Disconnect wire leads from limit switches and deicer boot.
6. Remove fasteners connecting intercooler air inlet duct to lower cowl.
7. Loosen clamps securing bleed air hoses to bleed air louvers. Remove hoses from louvers.
-CAUTION-
TO PROTECT AGAINST DAMAGE TO LOWER COWL AND
DEICER BOOT LEADS, SUPPORT LOWER COWL BEFORE
PROCEEDING WIm STEP 8 BELOW.
8. Disconnect fasteners securing lower cowl to nacelle. Remove cowl from aircraft.
5E7
711000
Page 1
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION, AND REPAIR OF COWLING
1. Clean the cowling with a suitable solvent and wipe with a clean cloth.
2. Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners. Refer to the latest revision
of Piper Service Letter 925.
3. Repair all defects to prevent further damage. Kevlar repair may be accomplished by using procedures listed
in Kevlar Repairs, Chapter 51.
-CAUTION-
SINCE KEVLAR ABSORBS WATER AT UNFINISHED
SURFACES, AFFECTING STRUCTURAL STRENGTH, DO
NOT DRILL OR PUT HOLES IN TmS STRUCTURE.
1. UPPER COWL
2. OIL FILLER, ACCESS
3. COWL ATTACHMENT, STRIP
4. DZUS FASTENER
5. LOUVER ASSEMBLY
7. DELETED
9. COMPRESSOR AIR BLEED VALVE. COVER
10. INLET ASSEMBLy' BLEED AIR
11. LOWER COWL
12. ENGINE WASH RING, ACCESS
13. ICE PROTECTION COVER
711000
Page 2
Figure 71-2. Cowling Installation (PA-42)
SE8
3
11
PIPER AIRCRAFT
PA-42/42-720
7
-NOTE-
ADJUST LATCHES SO THAT FORCE
REOUIRED TO CLOSE LATCHES IS IN THE
RANGE OF 8 TO 12 POUNDS. DO NOT
EXCEED 15 POUNDS.
2
o
1. UPPER FORWARD COWL
2. UPPER AFT COWL
3. U-80LT (8 REO.)
4. DZUS FASTENER
5. LOUVER ASSEMBLY
6. HINGE
7. LOWER FORWARD COWL
8. LOWER AFT COWL
9. COWL LATCH (8 REO.)
10. INLET ASSEMBLY, BLEED AIR
11. ICE PROTECTION COVER
12. UPPER AFT COWL
Figure 71-3. Cowling Installation (PA-42-720)
5E9
71-10-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF COWLING (Figure 71-2 and Figure 71-3)
The procedure for installing cowl is the same for either engine:
1. Position and support lower cowl in place. Secure cowl with fasteners previously removed.
2. Connect rod to ice deflector door and install access cover.
3. Connect electrical leads to proper leads on limit switches and deicer boot. Reconnect intercooler air inlet
duct.
4. Reconnect bleed-air hoses to bleed-air louvers and secure with clamps.
5. Position upper half in place, connect starter-generator inlet and outlet cooling ducts to upper cowl. Connect
all fasteners, latches, and fixtures along cowl.
6. Check cowling and attachment hardware for security.
MOUNTS
REPLACEMENT OF SHOCK MOUNTS (Figure 71-1)
The engine shock mounts are replaced as follows:
2. Attach a sling to engine lift points, and using a 1/2 ton hoist, relieve tension on mounts.
3. Remove nut, washer, and bolt attaching mounting pad to tubular engine mount.
4. Install mount assembly in reverse order of removal. Torque pad mounting special bolts to 225-300 inch-
pounds. Safety with MS20995-C41 safety wire.
6. Torque mount bolt to 450-500 inch-pounds (Figure 71-1).
FIRE SEALS
GENERAL
The engine fire seals are bolted to engine fire seal flange forward and aft of engine compressor intake. The fire
seals, constructed of semicircular sections, are designed to fonn a fire seal between the engine and cowling. The
fire seals also provide a mounting location and support for lines, wires, and cables routed from fire wall to engine
front accessories.
5E10
71-30-00
Page 1
71-30-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS SEll THRU SEt3
5E11
CHAPTER
ENGINE TURBOPROP
5E14
SYSTEM
SUB-SYSTEM
72-00-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 72 - ENGINE TURBOPROP
SUBJECT
GENERAL DESCRIPTION
5E15
GRID
NO.
5E16
EFFECTIVITY
72 - ContJ Effect.
Page 1
GENERAL DESCRIPTION
PIPER AIRCRAFT
PA-42/42-720
The PA-42 is powered by two lightweight, free turbine Pratt & Whitney PT6A-41 turboprop engines, each rated
at 720 shaft horsepower at 2000 rpm. The PA-42-720 is powered by Pratt & Whitney PT6A-61 turboprop
engines also rated at 720 shaft horsepower each, but with greater power at high altitudes.
To maintain efficient engine perfonnance, an Engine Condition Trend Monitoring System has been set up by
Pratt & Whitney. This is not a mandatory procedure, but is highly recommended by Pratt & Whitney and Piper
Aircraft Corporation. Using this procedure establishes a means by which the engine condition can be observed
without actual teardown of components, until conditions warrant it. Copies of the procedure can be obtained
from Pratt & Whitney, Infonnation Letter No.8 titled Engine Condition Trend Monitoring System for PT6A-41
Engines.
The engines are completely enclosed by cowlings consisting of an upper and lower section of cantilever
construction, attached at the nacelle (Chapter 71).
The air inlet ice protection and ice deflector door is an integral part of the lower cowl assembly (Chapters 30
and 71).
The propeller installations are constant speed, full feathering, reversing type (Chapter 61).
The engine lubricating system is covered in Chapter 79.
The engine fuel control system is covered in Chapter 73.
The engine ignition system is in Chapter 74.
For Engine/Compressor Washing infonnation, refer to Chapter 12.
For detailed information concerning the following power plant items, refer to the Pratt & Whitney Engine
Maintenance Manual, No. 3021442 PT6A-41 and Maintenance Manual, No. 3032842 for the PT6A-61:
1. Engine - General
2. Reduction Gear and Shaft Section
3. Air Inlet Section
4. Compressor Section
5. Combustion Section
6. Turbine Section
7. Accessory Drives
5E16
72-00-00
Page 1
72-00-00
Page 2
PIPER AIRCRAFT
PA42/42720
GRIDS SEt7 THRU SEt9
5E17
CHAPTER
ENGINE FUEL SYSTEM
5E20
SYSTEM
SUB-SYSTEM
73-00-00
73-00-00
73-10-00
73-10-00
73-10-00
73-10-00
73-10-00
73-10-00
73-10-00
73-10-00
73-20-00
73-20-00
73-20-00
73-20-00
73-20-00
73-20-00
73-20-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
73-30-00
PIPER AIRCRAFT
PA42/42720
CHAPTER 73 - ENGINE FUEL SYSTEM
SUBJECT
GENERAL
DISlRIBUTION
Fuel Control Pneumatic (P3) Filter Maintenance
Fuel Manifold Adapter Removal and Installation
Functional Check of Fuel Manifold Assemblies
Engine Driven Fuel Pump
Main Fuel Supply Pump
FCU Engine Drive Fuel Pump
Fuel Scavenge System
CONTROLLING
Removal of Fuel Control Unit
Preparation for Shipping
Preparation of Fuel Control Unit for Service -
Off Engine
Installation of Fuel Control Unit
Preparation of Fuel Control Unit for Service -
On Engine
Fuel Control Unit Checks and Adjustments (PT6A-41)
INDICATING
Fuel Flow Indicating System
Removal of Fuel Flow Transmitter
Installation of Fuel Flow Transmitter
Removal of Signal Conditioner
Installation of Signal Conditioner
Removal of Fuel Pressure Transmitter
Installation of Fuel Pressure Transmitter
Removal and Installation of Fuel Pressure Indicator
Test and Adjustment of Fuel Pressure Transmitter
and Gauge
5E21
GRID
NO. EFFECTIVITY
5E22
5E22
5E22
5E22
5E22
5F1
5F4
5F4
5F4
5F5
5F5
5F5
5F6
SF6
5F7
SF7
5F7
SF9
5F9
SF9
SF9
5F9
5F10
SFlO
SF 10
5FlO
SF 10
5FIO
73 - Cont./Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
This chapter deals with fuel system units tied into the system on the engine side of the fuel filter. The major
components covered are the main fuel supply pump, fuel flow meter, oil to fuel heater, fuel control unit, dual fuel
manifold and nozzles, and jet scavenge pump.
The flow divider and dump valve assembly, mounted on bottom of engine gas generator case performs several
operations depending on engine operating condition. During engine start up, the valve allows metered fuel to
enter primary fuel manifold. At a preset pressure, the valve allows metered fuel to enter primary and secondary
nozzles. When fuel control unit shuts off fuel supply during engine shut down, fuel inlet pressure decreases, and
an internal spring in valve moves a piston within valve body to block fuel inlet port and allows fuel within
primary and secondary manifolds to drain out dump port. A fuel scavenge system collects this residual fuel after
engine shut down and during start up. The excess fuel is then injected into aircraft fuel tank after engine start.
The dual fuel manifold assembly delivers metered fuel from flow divider to primary and secondary fuel
nozzles. The manifold assembly consists of fourteen fuel manifold adapters (seven primary, six secondary and
secondary inlet adapter). All manifold adapters are interconnected by pairs of fuel transfer tubes.
For detailed information regarding removal, installation, and checks to various engine fuel system components
not covered in this manual, refer to Pratt & Whitney Engine Maintenance Manual, No. 3021442, Chapter 73 for
PT6A-41 or Manual No. 3032842 for PT6A-61.
DISTRIBUTION
FUEL CONTROL PNEUMATIC (P3) FILTER MAINTENANCE (Figure 73-1)
The P3 filter is an in-line type filter located in the P3 line just aft of the rear fire seal. The filter must be
removed and inspected for contamination at 100-hour intervals and replaced if necessary. A new filter must be
installed every 1000 hours. Do not attempt to clean filter with solvent.
FUEL MANIFOLD ADAPTER REMOVAL AND INSTALLATION
Before removing any adapters from engine, mark each adapter using suitable marker. (Refer to UACL manual,
PIN 3021442, Chapter 73, or Manual No. 3032842, to return adapters to original position on engine.) Number
positions clockwise 1 to 14, looking from rear of engine, with number 1 position at 12 o'clock location. (For
complete removal, leakage test and installation of manifold adapters, refer to Pratt & Whitney manual, PIN
3021442, Chapter 73 for PT6A-41 or 3032842 for PT6A-61.)
5E22
73-10-00
Page 1
73-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
1. FUEL CONTROL UNIT
2. DRAIN PORT
3. POPORT
4. NUT
5. WASHER
6. BOLT
7. CONTROL ROD
8. FUEL CONTROL UNIT ARM
9. FUEL INLET HOSE
10. FUEL PRESSURE LINE
11. PY LINE
12. P3 LINE
13. NUT
14. WASHER
15. FUEL PUMP
16. DRIVE COUPLING
17. PREFORMED PACKING
18. NUT
19. PY LINE ELBOW
21. BACK-UP RING
22. NUT
23. FUEL OUTLET LINE BELOW
25. BACK-UP RING
26. FUEL CONTROL ARM
EXTENSION
27. SERRATED SPACER
28. FUEL INLET HOSE ELBOW
29. P3 LINE ELBOW AND
METERING ORIFICE ASSEMBLY
Figure 73-1. Fuel Control Unit Installation (PT6A-41)
5E23
PIPER AIRCRAFT
PA42/42720
1. PIPE - 12 IN. X 3 IN. DIA. WATER
OR STEAM
2. TOP CAP - DRILL AND TAP - 2
PLACES
3. NIPPLE
4. NIPPLE
5. PRESSURE REGULATOR
6. VALVE
7. AIR SUPPLY - SHOP
8. NIPPLE
9. QUICK DISCONNECT
10. NIPPLE
11. PLUG
12. BOTTOM CAP - DRILL AND TAP-
1 PLACE
13. NIPPLE
14. ELBOW - 90
15. NIPPLE
16. FILTER - 10 MICRON ELEMENT
17. NIPPLE
18. TEE
19. GAUGE - 0 TO 100 PSI
20. VALVE
21. NIPPLE
22. NIPPLE
23. PLUG
24. NUT
25. SCREW
26. RETAIN ING BRACKET -
STAINLESS STEEL
26
-NOTE-
DRILL BOTH THE END OF THE
NIPPLE AND THE BORE OF THE
PLUG TO 0.325 TO 0.327 IN.
16
.CSI:2l..---11
\ ....... r.--10
6
~ r - - 4
15
13 14
-WARNING-
2
1
THE TEST RIG MUST BE GROUNDED TO
PREVENT POSSIBLE DANAGER OF
ELECTROSTATIC DISCHARGE.
Figure 73-2. Fuel Manifold Test Rig
5E24
73-10-00
Page 3
PIPER AIRCRAFT
PA42/42720
FUNCTIONAL CHECK OF FUEL MANIFOLD ASSEMBLIES
Test fuel nozzles alone or in their adapters using UACL test rig (PIN CPWA30S06), or by fabricating test rig
locally from infonnation supplied with text (Figure 73-2).
-CAUTION-
TEST RIG MUST BE GROUNDED TO PREVENT
ELECTROSTATIC DISCHARGE.
ALSO OBSERVE ALL FIRE PRECAUTIONS WHEN
WORKING WITH FUEL.
1. Using test rig, set regulator to zero, close outlet valve, open filler valve, and remove plug.
-CAUTION-
REUEVE ALL PRESSURE FROM TANK BEFORE OPENING
FILLER VALVE, OR REMOVING PLUG.
2. Fill tank approximately 3/4 full with clean fuel, close filler valve, and replace plug.
3. Install fuel nozzle with or without adapter, using mounting bracket if desired. (Refer to Figure 73-2 for
view of mounting bracket.)
4. Set regulator to obtain 12.S psig on pressure gauge.
S. Hold plug against transfer tube and nozzle adapter (if no bracket is used). Gradually open outlet valve.
6. A good clean spray must appear at less than 12.S psig, free from spitting or drooling.
7. Increase pressure to 60 psig and spray volume must increase. Spray must be evenly spread about center axis
of nozzle orifice with maximum 12% streakiness.
-NOTE-
Streakiness is defined as variation of spray quantity in different parts
of spray cone, showing up as darker streaks in spray.
8. If spitting or drooling occurs at 12.S psig, or more than 12 percent streakiness is evident at 60 psig, install
new nozzle.
9. If necessary, remove carbon buildup at fuel nozzle by lightly brushing orifice face with either a bronze or
non-metallic bristled brush. Clean while fuel is flowing through the nozzle.
10. Close pressure regulating valve. Allow pressure gauge to decrease to zero, then close valve.
-NOTE-
Test a few new nozzles to recognize a good spray pattern.
731000
Page 4
5F1
PIPER AIRCRAFT
PA-42/42-720
DUAL DRIVE /'
SUPPORT BRACKET
DUAL DRIVE
ADAPTER ASSEMBLY
-NOTE-
PUMP PRESSURE 33 1 PSI AT
80% RPM AND 300 LBS/HR FLOW
RATE.
..-TO TEE ON FUEL
OIL HEATER
OUTLET
ENGINE DRIVEN
FUEL PUMP
ADJUST FUEL
PRESSURE HERE
__ - TO FUEL
FILTER
Figure 73-3. Main Fuel Supply Pump
5F2
73-10-00
Page 5
73-10-00
Page 6
2
PIPER AIRCRAFT
PA-42/42-720
1------1
, ________ 1
, 1'"'--_
I ! ~ ~ ~ ~ ~ r ~
I
I
,
~
1. FUEL PUMP
2. DISCHARGE FILTER COVER
3. DISCHARGE FILTER ELEMENT
6. INLET FILTER COVER
7. INLET FILTER ELEMENT
10. DRIVE SHAFT
Figure 73-4. Fuel Control Unit Fuel Pump
5F3
10
9
PIPER AIRCRAFT
PA-42/42720
ENGINE DRIVEN FUEL PUMP
MAIN FUEL SUPPLY PUMP (Figure 73-3)
The main fuel supply pump is mounted to a dual drive pad which also drives a hydraulic pump.
1. With engine at idle rpm, fuel pressure must be 32 1 psi.
2. If adjustment is required, backoff jam nut on pump adjustment screw. Rotate screw clockwise to increase
pressure, or counterclockwise to decrease pressure. Tighten jam nut.
Feu ENGINE DRIVEN FUEL PUMP (Figure 73-4)
The fuel control unit fuel pump supplies the FCU with fuel, and is the main fuel pressure source for fuel
delivered into engine. This pump is a positive displacement gear-type pump, interconnected with the FCU and
mounted to right side of accessory gearbox. The pump uses a 74 micron inlet screen and a 10 micron outlet
screen. The inlet screen is cleanable while the outlet screen must be replaced. Refer to Pratt & Whitney Engine
Maintenance Manual, PIN 3021442, Chapter 73 for PT6A-41 or PIN 3032842 for the PT6A-61, for detailed
service of fuel pump and filters.
1. FUEL OVERFLOW DRAIN
2. CHECK VALVE
3. O-RING SEAL
4. OVERFLOW DRAIN LINE
5. FUEL SCAVENGE CAN
6. SPRING CLAMP
7. HOSE TO FUEL DIVIDER
8. SPRING CLAMP
9. JET NOZZLE
10. SPRING WASHER
11. AN924-4 NUT
12. O-RING
13. MODIFIED ELBOW
14. LINE CONNECTOR TO SOLENOID VALVE
4
Figure 73-5. Jet Scavenge Pump Installation
5F4
14
13
73-10-00
Page 7
PIPER AIRCRAFT
PA42/42720
FUEL SCAVENGE SYSTEM (Figure 73-5)
The purpose of the fuel scavenge system is to collect residual fuel after engine shutdown, and return fuel to
nacelle fuel tank during engine start. The system consists of a solenoid valve, a jet type pump with an integral
reselVoir mounted on the side of the oil cooler duct below the accessory gearbox housing, a check valve at the
pump outlet, and the necessary lines and tubing interconnecting the system.
The system operates during engine shutdown and startup only. When engine is shutdown, residual fuel is
drained into scavenge pump reselVoir from fuel nozzles. During engine startup, a solenoid valve is energized,
allowing engine purge fuel to enter the scavenge pump jet. The high velocity fuel from the jet picks up the fuel in
reselVoir and returns fuel to nacelle tank. When starter is released, the solenoid valve is returned to the closed
position. An overboard ve!lt line is attached to scavenge pump in the event of a malfunction. The presence of
fuel being vented overboard indicates system is not operating properly. Maintenance to system is limited to
checking solenoid valve for proper operation and examining lines and tubing for obstructions or leakage.
(For Maintenance infonnation, refer to Chapter 28.)
CHART 7301. TROUBLESHOOTING (FUEL SCAVENGE SYSTEM)
Fuel being drained Defective check valve. Replace check valve.
overboard during
engine start. Restricted jet pump Remove nozzle and clean.
nozzle. Check for proper seating
of jet.
Fuel being drained Solenoid valve not Check operation and
overboard during opening. replace if necessary.
engine shutdown.
Restricted jet pump nozzle. Remove nozzle and clean.
Check for proper seating of jet.
Fuel being drained Defective check valve. Replace check valve.
overboard with full
tip tanks.
CONTROLliNG
REMOVAL OF FUEL CONTROL UNIT (Figure 73-1)
l. Ensure firewall shutoff valve is in OFF position.
2. Remove engine cowling (Chapter 71).
3. Disconnect fuel inlet line, outlet line, pneumatic line, and fuel bypass tubes at fuel control unit and cap all
lines to prevent contamination. Note position of fuel outlet and Py outlet elbows; remove them and their
hardware.
5F5
73-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
4. Disconnect fuel control rod from fuel control ann. Secure rod so it clears control unit.
-NOTE-
Do not tamper with various components on fuel control unit which
are safety wired and sealed.
S. Supporting fuel control unit, remove mounting nuts and washers securing unit to fuel pump; withdraw fuel
control unit. As fuel control unit is withdrawn from fuel pump, remove drive coupling and prefonned
packing.
PREPARATION FOR SIllPPING
Preserve and package fuel control units taken out of service or returned for overhaul as follows:
-NOTE-
Do not pennit fuel or oil to enter drive body cavity or any air pressure
ports.
1. Drain all residual fuel from control fuel section. Completely fill with clean oil, confonning to Specification
MIL-O-6081, Grade 1010. TIp control assuring complete film on all parts and passages in fuel section.
2. After preservation process is complete, drain oil from control. Replace all caps and plugs previously
removed.
3. When packaging unit for shipping, ensure all shipping plugs and caps are secure. Place unit in moisture and
vapor proof container or plastic bag and seal. Pack sealed unit in a shipping carton or case.
PREPARATION OF FUEL CONTROL UNIT FOR SERVICE OFF ENGINE (Figure 73-1)
1. Inspect unit ensuring all components are properly lockwired and sealed. Return unit if evidence of
tampering exists.
2. Ensure the Py and P3 air section ports are sealed with plugs.
3. Remove plugs from drain, fuel outlet ports, and cap on fuel inlet fitting.
4. Drain residual preservation from unit.
S. Flush fuel section of unit with fuel which passed through lO-micron nominal filter. (Refer to UACL
Maintenance Manual 3021442, Chapter 70; and/or, Pratt & Whitney Service Bulletin No. 3044 for PT6A-
41, manual No. 3032842 for the PT6A-61.)
6. Assemble appropriate nut, backup ring, and prefonned packing ring on fuel outlet line elbow. Install in
appropriate fixture at same angle noted at removal. TIghten and torque retaining nut to 38-42 inch-pounds.
Cap elbow preventing entry of foreign material until control unit is installed.
7. Remove sealed plug/cap from Py port. Install appropriate elbow similar to fuel outlet port.
73-20-00
Page 2
5F6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FUEL CONTROL UNIT (Figure 73-1)
-CAUTION-
WHEN INSTALLING REPLACEMENT FUEL CONTROL
UNIT, REMOVE PRESERVATION OIL. SEE PARAGRAPH
TITLED PREPARATION OF FUEL CONTROL UNIT FOR
SERVICE OFF ENGINE OR ON ENGINE.
1. Ensure all fuel control unit components are properly lockwired and sealed. Be sure drive coupling is
properly installed on drive shaft of fuel control unit.
2. Install new O-ring in recess of fuel pump mating face. Install unit over studs on fuel pump. Ensure
coupling shaft is meshed properly and O-ring is still in place. Secure unit with washers and self-locking
nuts. Torque nuts 75-85 inch-pounds.
3. Connect control unit arm and associated parts and linkages as described in Engine Rigging, Chapter 76.
4. Connect fuel inlet hose, torque coupling nut 270-300 inch-pounds, and safety wire.
5. Connect fuel outlet line, fuel bypass line, and pneumatic lines to fuel control unit. Torque coupling nuts 90-
100 inch-pounds; safety wire.
6. Perform an engine motoring run with starting control lever in RUN position.
PREPARATION OF FUEL CONTROL UNIT FOR SERVICE ON ENGINE (Figure 73-1)
1. Complete steps 1,3,6, and 7 from preceding paragraph and proceed as follows:
2. With unit attached to engine and all lines connected, disconnect line from unit to flow divider at flow
divider.
3. With ignition switches OFF, perform Py motoring run (explained in next chapter) to force fuel through unit
and out the line. Ensure system is well purged.
FUEL CONTROL UNIT CHECKS AND ADJUSTMENTS (PT6A-41) (Figure 73-6)
Perform following checks and adjustments after fuel control unit is replaced:
1. High idle adjustment.
a. Start engine. (Refer to POH for procedure.)
b. Position condition lever to HI-IDLE.
c. Ensure cut-off and hi-idle linkage is on HI-IDLE stop.
d. Ensure Ng is 69% to 71 %. If not, adjust stop.
2. Acceleration check and adjustment.
a. Start engine and operate at LO-IDLE setting for five minutes, allowing engine temperatures to stabilize.
b. Set Ng to 65%.
c. Rapidly (less than 1 second) move power control lever to maximum.
d. Record time required for Ng to reach 93.5%.
e. As soon as Ng passes 93.5%, retard power control lever to IDLE position.
f. Acceleration time must be 2.5 to 4.0 seconds. If not, rotate accelemtion adjuster dome on FCU one
click at a time until required setting is obtained. Rotate dome clockwise to increase acceleration rate. If
requirement cannot be met within a maximum three clicks, replace fuel control unit.
5F7
73-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
DO NOT ADJUST
CUT-OFF VALVE LINKAGE
MINIMUM GOVERNING ADJUSTMENT
MAXIMUM Ng ADJUSTMENT
FUEL BYPASS PORT
FUEL PUMPIF.C.U. COUPLING SPLINE
HIGH IDLE STOP CUT-OFF STOP
CUT-OFF VALVE
P3 COMPRESSOR DISCHARGE
PRESSURE INPUT
73-20-00
Page 4
MAX, GOVERNING SET
BLOCK - STOWED POSITION
ACCELERATION ADJUSTMENT DOME
SPILL VALVE
RETURN TO TANK
METERED FUEL OUT
Figure 73-6. Fuel Control Adjustments (PT6A-41)
5F8
FUEL IN
PIPER AIRCRAFT
PA-42/42-720
3. Maximum Ng speed, and fuel control pneumatic system (Refer to Pratt & Whitney Engine Maintenance
Manual, Part No. 3021442, Chapter 71 for the Pf6A-41, or Maintenance Manual, Part No. 3031842 for the
PT6A-61.)
4. Check engine perfonnance and data plate trim speed.
INDICATING
The fuel flow indicating system installed in the PA-42 is manufactured by either Ragen Data Systems or
Foxboro. The system contains a turbine type transmitter, located in high pressure fuel line between fuel control
unit and fuel nozzles of each engine. These transmitters supply electrical pulses (in relation to fuel flow volume)
to signal conditioners (located behind annunciator) which provide output signals to drive fuel flow gauge and
totalizers.
The fuel pressure indicating system contains a fuel pressure transmitter in low pressure fuel line between engine
driven fuel pump and fuel oil heater. The transmitter uses an electrical arrangement to detect changes in fuel
pressure, and relays these changes to fuel pressure indicator on instrument panel.
FUEL FLOW INDICATING SYSTEM
REMOVAL OF FUEL FLOW TRANSMITTER
1. Remove screws which hold magnetic shield assembly halves overflow transmitter.
2. Remove electrical connector from flow transmitter.
3. Disconnect fuel lines attached to flow transmitter and remove transmitter.
4. Cap all open fuel lines to prevent contamination.
INSTALLATION OF FUEL FLOW TRANSMITTER
1. Attach magnetic shield halves to flow transmitter.
-CAUTION-
ENSURE ARROW ON SHIELD-HALF LINES UP WITH
FLOW DIRECTION ARROW ON TRANSMITTER.
2. Remove protective caps from fuel lines. Connect fuel lines to flow transmitter, ensuring flow arrow on
transmitter is pointing in proper direction of fuel flow.
3. Install electrical connector to transmitter.
5F9
73-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF SIGNAL CONDITIONER
1. Disconnect electrical connectors from signal conditioner.
2. Remove screws holding signal conditioner to back of electrical shelf (behind annunciator panel).
3. Remove signal conditioner.
INSTALLATION OF SIGNAL CONDITIONER
1. Attach signal conditioner to bracket on back of electrical shelf by using attaching hardware.
2. Connect electrical connectors to signal conditioner.
REMOVAL OF FUEL PRESSURE TRANSMITTER
1. Remove electrical connector from transmitter.
2. Disconnect fuel lines attached to transmitter and remove transmitter.
3. Cap all open fuel lines to prevent contamination.
INSTALLATION OF FUEL PRESSURE TRANSMITTER
1. Remove protective caps. Connect fuel lines to inlet and outlet on transmitter.
2. Attach electrical connector to transmitter.
REMOVAL AND INSTALLATION OF FUEL PRESSURE INDICATOR
Refer to Chapter 39 for removal and installation procedure.
TEST AND ADJUSTMENT OF FUEL PRESSURE TRANSMITTER AND GAUGE
1. Connect Barfield Pressure Tester set with calibrated test gauge to fuel transmitter using appropriate AN
fittings and pressure line. (Set must be capable of providing and monitoring static pressures from 0-50 psi
using engine oil.)
2. Turn aircraft master switch ON.
3. With fittings loosened and valve towards line, turn handle clockwise until air is bled from line. (Evident by
dripping oil at fitting.) Retighten fitting.
4. Turn valve towards reservoir, turn handle counterclockwise.
5. Turn valve towards line; turn handle clockwise again to attain high pressure of 33 psi. Compare test gauge
readings with fuel gauge readings. Adjust fuel gauge, as necessary, by turning high calibration screw
located on rear of instrument.
6. Turn handle counterclockwise for low pressure of 15 psi. Compare test gauge readings with fuel gauge
reading. Adjust fuel gauge, as necessary, by turning low calibration screw located on rear of instrument.
-NOTE-
The test gauge could require tapping to reduce frictional errors.
7. Repeat steps 5 and 6 until no further adjustments are required.
8. Calibrate fuel pressure according to values and tolerances in Chart 7302. Replace gauge if tolerance is not
met.
73-30-00
Page 2
5F10
PIPER AIRCRAFT
PA42/42 720
9. After calibration, turn valve to its neutral position (perpendicular to line). Disconnect tester.
10. Reconnect any line previously disconnect.
CHART 7302. FUEL SYSTEM CALIBRATION DATA
PSI
o
5
10
13
20
25
30
33
40
45
50
5F11
TOLERANCE
o psi to 15 psi = 2 psi
16 psi to 50 psi = 5 psi
73-30-00
Page 3
73-30-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
GRIDS SF12 THRU SF14
5F12
CHAPTER
IGNITION
5F15
SYSTEM
SUB-SYSTEM
74-00-00
74-00-00
74-10-00
74-10-00
74-10-00
74-10-00
74-20-00
74-20-00
74-20-00
74-20-00
74-20-00
74-20-00
74-20-00
74-20-00
74-20-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 74 - IGNITION
GENERAL
ELECTRICAL POWER SUPPLY
Checking Ignition System
Dry Motoring Run
Ignition Exciter Replacement
DISTRIBUTION
SUBJECT
Igniter Plug Cleaning, Inspection, and Replacement
Ignition Cables
Removal of Ignition Cables
Inspection of Ignition Cables
Cleaning of Ignition Cables
Installation of Ignition Cables
Auto Ignition System
Test of Ignition System
5F16
GRID
NO.
5F17
5F17
5F17
5F17
5F18
5F19
5F19
5F19
5F22
5F22
5F22
5F24
5F24
5F24
5F24
EFFECTIVITY
74 - Cont.lEffect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The spark ignition system consists of an ignition exciter mounted on aft engine mount assembly, two high
tension cable assemblies, and two spark igniters. The exciter is a sealed unit consisting of electronic components
encased by an epoxy resin. When energized, a capacitor in the unit is progressively charged until it reaches a
predetermined value, when the energy stored is sufficient to ionize a spark gap in the unit and discharge the
capacitor across two spark igniters. The design of the system permits operation of one spark igniter if the other
stops functioning.
The high tension cable assemblies carry an electrical charge from ignition exciter to spark igniters. The cable
consist of an electrical lead contained in a flexible metal braiding, with coupling nuts on each end and mounting
flanges for attachment to engine fire seals.
The spark igniters are located at the 4 and 9 o'clock positions on the gas generator case adjacent to fuel
manifold. The igniters are energized during engine starting sequence and during auto mode when torque falls
below 400 foot-pounds to initiate combustion in combustion chamber.
ELECTRICAL POWER SUPPLY
-WARNING-
VOLTAGE IN IGNITION EXCITER CAN BE DANGEROUSLY
HIGII. USE EXTREME CAUTION WHEN WORKING AROUND
THIS SYSTEM. ENSURE IGNITION IS SWITCHED OFF AND
SYSTEM IS INOPERATIVE FOR AT LEAST SIX MINUTES,
BEFORE REMOVING IGNITION COMPONENTS. ALWAYS
USE INSULATED TOOLS TO REMOVE CABLE COUPLING
NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR
COUPLING NUTS WITH BARE HANDS. ALWAYS
DISCONNECT COUPUNG NUTS AT IGNITION EXCITER END
FIRST.
-CAUTION-
DO NOT ALLOW LUBRICANT TO CONTACT CONDUCTOR
OF CONNECTORS WHICH COULD RESULT IN HIGH
RESISTANCE PATH, GENERATING HEAT AND
OXIDATION.
For additional infonnation regarding items installed on engines and functional check of system, refer to the
Pratt & Whitney Engine Maintenance Manual, No. 3021442. Chapter 74, and Chapter 72 for PT6A-41 and Pratt
& Whitney Maintenance Manual, No. 3032842 for PT6A-61.
CHECKING IGNITION SYSTEM
A common ignition problem is a low battery. Before inspecting ignition system, start engine with an auxiliary
power unit If engine does not start, proceed with ignition system check.
During following procedure, an auxiliary power unit for dry motoring runs can eliminate possibility of low
voltage at exciter box and excessive battery drain.
5F17
74-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
-WARNING-
RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH.
ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE
FOR AT LEAST 6 MINUTES BEFORE REMOVING
COMPONENTS. ALWAYS USE INSULATED TOOLS AND
REMOVE COUPLING NUTS AT EXCITER END FIRST. DO
NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
-CAUTION-
PERFORM DRY MOTORING RUN PRIOR TO SWITCHING
IGNITION ON TO ENSURE NO FUEL REMAINS IN GAS
GENERATOR CASE. (REFER TO PARAGRAPH TITLED
DRY MOTORING RUN.)
1. Switch ignition system OFF.
2. Disconnect coupling nut of one ignition cable from output connector on exciter box.
3. Switch battery master and ignition switches ON. Advance CONDITION lever to RUN.
4. At gas generator case, listen for snapping sound with frequency of approximately one snap per second. If
snapping is audible, ignition is satisfactory.
5. Secure engine by moving CONDITION lever to STOP position. Switch ignition and battery master
switches OFF.
6. Reconnect coupling nut of ignition cable to exciter box. Remove other cable coupling nut and repeat steps
3 thru 5.
7. If snapping sound is not heard after one check, replace proper spark igniter or ignition cable. Repeat steps 3
thru 5.
8. If no snapping sound is heard on either check, replace ignition exciter box and repeat steps 3 thru 5.
DRY MOTORING RUN
An engine dry motoring run clears engine of trapped fuel or vapors after an unsatisfactory start and checks for
fuel system leaks after component replacement.
1. Set power control lever at IDLE.
2. Set starting control lever at CUTOFF.
3. Set master switch ON to supply electrical power to starter.
4. Fuel shutoff valve ON.
5. Set fuel boost pump switch ON to provide lubrication for engine driven fuel pumping elements.
6. Leave ignition switch OFF.
-CAUTION-
DO NOT EXCEED STARTER TIME LIMITS. (30 SECONDS
ON, 1 MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30
SECONDS ON, 30 MINUTES OFF.)
7. Operate starter for 10 to 20 seconds.
8. Release engine starter switch.
9. Set fuel boost pump switch OFF after Ng has stopped.
10. Set master switch OFF.
74-10-00
Page 2
5F18
PIPER AIRCRAFT
PA-42/42-720
IGNITION EXCITER REPLACEMENT
The ignition exciter is located aft of station 96.00, on upper right side of aft engine mount assembly. The unit is
non-serviceable other than cleaning, and must be replaced if defective. Observe all safety precautions when
handling this unit.
-WARNING-
FOR AT LEAST SIX MINUTES BEFORE REMOVING
WITH BARE HANDS.
1. Remove power from ignition system.
2. Disconnect power supply cable from exciter box input connector.
-CAUTION-
DO NOT ALLOW IGNITION CABLE BRAIDING OR
FERRULES TO ROTATE WHEN REMOVING COUPLING
NUTS.
3. Disconnect two ignition cable couplings from output connectors on exciter.
4. Remove four bolts, washers, and self-locking nuts securing unit to bracket.
S. Remove ignition exciter unit.
6. Install replacement unit to firewall with hardware removed in step 4.
7. Lightly coat threads of exciter connectors with fluorocarbon spray lubricant. (Chapter 12, Chart 1204)
8. Connect coupling nuts of supply cable and two ignition cables to proper connectors on exciter.
-CAUTION-
DO NOT ALLOW IGNITION CABLE BRAIDING OR
FERRULES TO ROTATE WHEN SCREWING ON COUPLING
NUTS.
9. Tighten coupling nuts finger tight, plus 4S degrees; safety with lockwire.
DISTRIBUTION
IGNITER PLUG CLEANING, INSPECTION, AND REPLACEMENT
The spark igniters are located at 4 and 9 o'clock positions on gas generator case, adjacent to fuel manifold.
Observe all safety precautions when working on ignition system.
5F19
74-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
-WARNING-
COMPONENTS. ALWAYS USE INSULATED TOOLS. REMOVE
COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH
OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE
HANDS.
2. Disconnect coupling nut from igniter.
-CAUTION-
WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW
BRAIDING, FERRULES, OR IGNITER PLUG TO TURN AT
SAME TIME.
3. Remove igniter plug and copper gasket from gas generator case.
4. Cap cable end of igniter plug to prevent foreign material from entering during cleaning.
-NOTE-
Never clean electrode end (firing) of igniter. Do not remove carbon
from electrode or annular gap area as carbon deposits in gap area aid
igniter operation.
5. Using felt swab soaked in a petroleum solvent or methyl alcohol (Chapter 12, Chart 1204); clean inside
surface of terminal well.
6. Dry igniter with dry, compressed air.
-CAUTION-
IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT
DETECTABLE BY TEST, CAN OCCUR AND IGNITER PLUG
MUST BE REPLACED.
7. After cleaning igniter, inspect electrode end for erosion limits. (Refer to Chart 7401.)
CHART 7401. SPARK IGNITER EROSION LIMITS
P&WC VENDOR DIMENSION (INCHES)
PART NO. NAME AND PART NO. 'A' 'B'
* 3014986 Champion: FHE-182 0.3437 0.0312
* 3014985 Bendix: 10-380700-1 0.2500 0.0310
* 3024706 A.c.: 5611760 0.2750 0.1000
3027280 Champion: CH34055 0.3000 N/A
* Earlier parts supplied under ordering part number 3014981. Igniters eroded beyond limits should be
74-20-00
Page 2
replaced by latest part(s), if available.
SF20
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL
DAMAGE, POSSIBLE NOT DETECTABLE BY TEST, CAN
OCCUR. RECOMMENDATION IS TO REPLACE THE
IGNITER PLUG.
NEW IGNITER ACCEPTABLE WEAR
NOTE: FOR DIMENSIONS "A" AND "8", REFER TO CHART 7401.
-CAUTION-
IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT
DETECTABLE BY TEST, CAN OCCUR, AND IGNITER PLUG
MUST BE REPLACED.
8. Inspect exterior cylindrical area of igniter shell electrode end for chaffmg wear. (Wear is acceptable to a
depth of 0.015 inch.)
9. If erosion equals or exceeds amounts shown in Chart 7401 for igniter; replace igniter.
-CAUTION-
DO NOT USE ANY THREAD LUBRICANT ON IGNITERS
DURING REINSTALLATION TO ENGINE.
10. Install new copper gasket and igniter into gas generator case. Tighten igniter and torque to 300 inch-
pounds. Loosen to 0 inch-pounds and retorque to 300-360 inch-pounds.
11. Reconnect ignition cable to igniter plug.
-CAUTION-
DO NOT ALLOW IGNITION CABLE BRAIDING, FERRULE
OR IGNITER PLUG TO TURN WHEN SCREWING ON
COUPLING NUT.
5F21
74-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
IGNITION CABLES
The two ignition cable assemblies consist of electrical leads contained in flexible metal braiding with coupling
nuts at each end and mounting flanges for attachment to engine fire seals. Observe all safety precautions when
working on ignition system. Refer to UACL Maintenance Manual, Part No. 3021442, Chapter 74-20-01 for
PT6A-4l and Maintenance Manual, Part No. 3032842, for PT6A-61, for complete service infonnation.
REMOVAL OF IGNITION CABLES
-WARNING-
WITH BARE HANDS.
2. Disconnect ignition cable coupling nuts from ignition exciter and spaIk igniters.
-CAUTION-
WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW
BRAIDING, FERRULES OR IGNITER TO TURN AT THE
SAME TIME. NEVER USE LUBRICANT CONTAINING
GREASE OR SILICONE, OR LUBRICANTS SUCH AS
PETROLATUM ON ANY IGNITION COMPONENT. DO NOT
APPLY LUBRICATION TO ANY CABLES WITH TEFLON
INSULATED SLEEVES.
3. Unscrew coupling nuts of diverter valve outlet tube at tee adapter and diverter valve. Allow residual oil to
drain and cap both end fittings and tube.
4. Remove all self-locking nuts and bolts securing ignition cable loop clamps to engine assembly. Remove
loop clamps from ignition cables.
5. Remove self-locking nuts and bolts securing cable flanges and fire seal support bracket to rear fire seal.
6. Remove self-locking nuts and bolts securing cable flanges and brackets to front fire seal.
7. Remove front and rear sections of ignition cables through fire seals; remove cables.
INSPECTION OF IGNITION CABLES
Refer to paragraph on CLEANING, before inspecting ignition cables.
1. Inspect cables for signs of damage to braiding and for general condition.
2. Inspect cable coupling nuts for signs of corrosion.
3. Inspect central conductor and insulation for damage.
74-20-00
Page 4
5F22
PIPER AIRCRAFT
PA-42/42-720
1n----4
2 -----111-
1. PRESSURE TRANSMITIER
2. MANIFOLD
3. SWITCH (PRESSURE)
4. GOVERNOR
5. BRACKET ASSY.
6. HOSE
Figure 74-1. Auto Ignition Installation
5F23
74-20-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
CLEANING OF IGNITION CABLES
1. Remove all corrosion residue with a stainless steel wire brush.
2. Clean affected areas with methyl ethyl ketone dampened cloth.
3. After cleaning, apply light film of fluorocarbon spray lubricant to affected area.
INSTALLATION OF IGNITION CABLES
1. Install the ignition cables in their respective holes in the front and rear fire seals.
-CAUTION-
WHEN SECURING HARDWARE TO FIRE SEALS, BOLTS
MUST BE INSTALLED WITH HEADS ON AIR INLET SIDE
OF FIRE SEALS.
2. Secure cable flanges and brackets to front fire seal with bolts and self-locking nuts. Tighten nuts and torque
to 36-40 inch-pounds.
3. Secure cable flanges and fire seal support bracket to rear fire seal with bolts and self-locking nuts. Tighten
nuts and torque to 36-40 inch-pounds. .
4. Replace all loop clamps in proper positions on ignition cables. Secure to engine assembly with bolts and
self-locking nuts. Tighten nuts and torque to 36-40 inch-pounds.
5. Install diverter valve outlet tube. Connect coupling nuts to diverter valve and tee adapter. Tighten coupling
nuts and torque to 450-500 inch-pounds.
AUTO IGNITION SYSTEM (Figure 74-1)
A separate auto ignition system is incorporated in each engine's ignition system. Each auto ignition system is
set to activate its ignition unit when engine torque is 400 foot-pounds or less.
Each auto ignition system is controlled by its respective ignition switch. For this system to operate, the
condition lever must be at or past low idle detent and ignition switch in auto.
-NOTE-
See ignition schematic, Chapter 91.
TEST OF IGNITION SYSTEM
1. To test for proper annunciation and operation, proceed as follows:
a. Position engine control levers for start. Place ignition switch in MANUAL position. Amber
annunciator light (R!L IGN ON) must illuminate.
b. Move ignition switch to AUTO and ensure light remains on.
c. With switch in auto, observe annunciator while increasing engine power. As torque goes above 400
foot-pounds, annunciator light must extinguish.
2. To check auto ignition system, move condition lever past idle detent. With ignition switch in AUTO, ensure
amber annunciator light is illuminated.
3. For repair, contact Piper customer service.
742000
Page 6
5F24
PIPER AIRCRAFT
PA-42/42-720
GRIDS SGl THRU SG3
5G1
74-20-00
Page 7
CHAPTER
AIR
5G4
SYSTEM
SUB-SYSTEM
75-00-00 GENERAL
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 7S - AIR
SUBJECT
5G5
GRID
NO.
5G6
EFFECTIVITY
75 Cont.tEffect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
The Pf6A-41 engine contains three separate air bleed systems consisting of two compressor air bleed controls,
a bearing compartment air seal and bleed system, and a turbine disc cooling system. Engine compressor bleed air
provides high pressure air for cabin pressurization and the cabin environmental system. (Chapter 21)
Compressor bleed valve malfunction can cause unsatisfactory power and performance checks. For compressor
bleed valve malfunctions, refer to the Pratt & Whitney Engine Maintenance Manual, PIN 3021442 Section 75, for
the Pf6A-41 and Maintenance Manual, PIN 3032842 for the Pf6A-61.
The PT6A-61 engine provides additional interstage turbine bleed air for cabin pressurization and the
environmental control system by mixing compressor bleed air via a variable ejector mixing valve. (See Chapter
21 for more information on valve.)
5G6
75-00-00
Page 1
75-00-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5G7 THRU 5G9
5G7
CHAPTER
ENGINE CONTROLS
5G10
PIPER AIRCRAFT
PA42/42 720
CHAPTER 76 - ENGINE CONTROLS
SYSTEM
SUB-SYSTEM SUBJECT
76-00-00 GENERAL
71-10-00 DESCRIPTION AND FUNCTION
76-10-00 POWER LEVER CONTROL CABLE
76-10-00 Storage and Handling
76-10-00 Removal
76-10-00 Installation
76-10-00 Pf6A-41 ENGINE CONTROL ADJUSTMENT PRIOR
TO FIRST RUN
76-10-00 General
76-10-00 Track Point and Ground Idle Adjustments
76-10-00 Beta Valve and Reset Ann Adjustments
76-10-00 Beta Light Switch Check and Adjustments
76-10-00 Power Level Control Rigging
76-10-00 Condition Lever Rigging
76-10-00 Propeller Control Rigging
76-10-00 Pf6A-41 FIRST ENGINE RUN AND ADJUSTMENT
76-10-00 Preparing For Initial Engine Start and Run
76-10-00 First Engine Run
76-10-00 CHART 7601 - ENGINE OPERATING LIMITS -
Pf6A-41
76-10-00 CHART 7602 - ENGINE ALIGNMENT (PT6A-41)
76-10-00 Engine Running Adjustments
76-10-00 CHART 7603 - 1900 RPM TORQUE CURVE
5G11
GRID
NO. EFFECTIVITY
5G14
5G14
5G14
5G14
5G16
5G20
5G22
5G22
5G22
5H4
5H6
5H7
5H8
5H9
5HI0
SHU
SHU
5H12
5H14
5H15
5H17
76 - ContJEffect.
Page 1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 76 ENGINE CONTROLS (continued)
SYSTEM
SUBSYSTEM
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76 - ContJEffec.
Page 2
SUBJECT
DRY ENGINE MOTORING RUN
WET ENGINE MOTORING RUN
PT6A-41 ENGINE PERFORMANCE
CHECK
PT6A-41 ENGINE DATA PLATE SPEED
CHECK
CHART 7604 - PT6A-41 POWER ASSURANCE
CHECK
PT6A-61 ENGINE CONTROL ADJUSTMENTS
PRIOR TO FIRST RUN
General
Rigging of Rear Linkage, Fuel Control Unit,
and Propeller Control Cam Assembly
Power Lever Control Installation
Front End Rigging
Condition (Start Control) Lever Adjustment
Propeller Control Rigging
PT6A-61 ENGINE RUN ADJUSTMENTS
Preparing For Initial Start and Run
First Engine Run
CHART 7605 - ENGINE OPERATING LIMITS
5G12
GRID
NO.
5H22
5H23
5H23
5H23
5H24
511
511
511
515
519
5110
5110
5112
5112
5113
5114
EFFECTIVITY
SYSTEM
SUB-SYSTEM
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
76-10-00
PIPER AIRCRAFT
PA-42/42 .. 720
CHAPTER 76 - ENGINE CONTROLS (continued)
SUBJECT
Engine Running Adjustments
CHART 7606 - ENGINE ALIGNMENT (PT6A-61)
PT6A-61 ENGINE PERFORMANCE
CHECK
PT6A-61 ENGINE DATA PLATE SPEED
CHECK
CHART 7607 - PT6A-61 POWER ASSURANCE
CHECK
FEATHER STOP ADJUSTMENT ON PT6A-41
AND PT6A-61 ENGINES
General
Internal Propeller Feather Stop Adjustment
External Propeller Feather Stop Adjustment
SG13
GRID
NO.
5I16
5I17
5J2
5J2
5J2
5J2
5J3
5J4
5J4
5J4
5J5
EFFECTIVITY
76 - Cont.lEffec.
Page 3
GENERAL
PIPER AIRCRAFT
PA42/42720
-WARNING-
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT
INSTALLED IN PIPER AIRCRAFT, IT IS THE USER'S
RESPONSIBIUTY TO REFER TO THE APPliCABLE VENDOR
PUBliCATION.
This chapter contains procedures for the installation and adjustment of the Pratt & Whitney Canada PT6A-41
and PT6A-61 engine controls. The first and last parts of the chapter contain procedures common to both engines.
Other sections contain procedures and techniques pertaining specifically to the PT6A-41 or PT6A-61 engine. For
complete description and maintenance information on components of engine controls supplied by Pratt &
Whitney Canada, refer to:
1. Pratt & Whitney CanadaPT6A-38/41 Maintenance Manual, PIN 3021442.
2. Pratt & Whitney CanadaPT6A-60/61 Maintenance Manual, PIN 3034342.
DESCRIPTION AND FUNCTION
Both engines are controlled by three levers:
1. The power lever, which controls:
a. Engine power.
b. Propeller reversing mechanism.
2. The propeller control lever.
3. The condition lever, or start control lever used for:
a. Engine idle.
b. Fuel shutoff.
POWER LEVER CONTROL CABLE
A. Storage and Handling
-CAUTION-
BECAUSE THE POWER LEVER CONTROL CABLE
CONTAINS CLOSE SPACED BALL BEARINGS ABOVE AND
BELOW A STAINLESS STEEL RIBBON CORE, THEY
REQUIRE SPECIAL STORAGE, HANDLING, AND
INSTALLATION PROCEDURES TO PREVENT
IRREVERSIBLE DAMAGE.
1. Uncoil cable as shown in Figure 76-1.
2. Straighten the ribbon as shown in Figure 76-1.
-CAUTION-
DO NOT USE PLIERS TO GRIP CONTROL CABLE
SURFACES.
5G14
76-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
SEE VIEW A
To straighten the control, establish a hump and gently
carry it through from one end to the other.
STEP 1 STEP 2 STEP 3 STEP 4
76-10-00
Page 2
These steps illustrate the correct handling of the control. To avoid damage to this precision ball bearing
control, do not coil like a rope or force into position.
STEP 1 - The control is shilled in a figure eight configuration. Lift the control from the box.
STEP 2 - Hold control upright with both hands.
STEP 3 - Remove shipping wire.
STEP 4 - Start with the nearest end fitting and play out the loops of the control, one at a time.
14-1' ----S.50+STROKE -----t'l
.34DIA TYP
.5625-18UNF-3A
WING CABLE CONNECTION
VIEW A
Figure 76-1. Power Lever Control Cable Handling
5G15
B. Removal
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
USE WRENCH FLATS ON END FITTINGS AND TERMINAL
ENDS TO PREVENT TWISTING WHEN TORQUING NUTS
OR ATTACHING HARDWARE.
THE BEND RADIUS MUST NEVER BE LESS THAN 7
INCHES. THE PLANE OF BEND CAN BE CHANGED BY
ALLOWING THE CONTROL CABLE TO COIL INTO THE
NEW PLANE.
NEVER LUBRICATE CONTROL CABLE ASSEMBLIES.
DO NOT TWIST, CRIMP, DENT, APPLY SIDE PRESSURE, OR
STAND ON CONTROL CABLE ASSEMBLY.
There are two power lever control cable sections: one from the cockpit power control lever to wing leading
edge between wing station (WS) 10.0 and WS 20.0; the second from this point to the engine.
1. Remove control pedestal access covers.
2. Remove appropriate cockpit floor panel section between forward pressure bulkhead and crew seat tracks.
3. Remove leading edge wing-to-fuselage fairing.
-CAUTION-
DURING REMOVAL, FAILURE TO SUPPORT THE
INBOARD LEADING EDGE UNTIL WING PNEUMATIC
DEICE HOSE CONNECTION IS DISCONNECTED MAY
RESULT IN DAMAGE TO THE HOSE OR ITS CONNECTION.
4. Support inboard wing leading edge. Remove attachment screws.
5. Carefully separate leading edge from wing far enough to gain access to pneumatic deice hose. Disconnect
deice hose and remove leading edge.
6. Remove wing leading edge fairing on inboard side of nacelle.
7. Remove nacelle access covers aft of engine firewall.
8. Remove upper engine cowling.
5G16
76-10-00
Page 3
1. PROPELLER CONTROL CAM
2. RIGGING SHIM
3. CAM FOLLOWER PIN
4. CCLAMP
5. POWER LEVER INPUT ARM
PIPER AIRCRAFT
PA42/42 720
6. FUEL CONTROL ACTUATING ARM 7
7. CONTROL LEVER MOUNTING BRACKET
8. HELICAL SPRING
1
1. RIGGING PIN
2. RIGGING PLATE
3. REVERSE LINKAGE CAM
INTERCONNECT ROD
76-10-00
Page 4
Figure 76-2. Propeller Control Cam - PT6A-41
Rigging Shim In Place
3
Figure 76-3. Propeller Control Cam - PT6A-61
5G17
PIPER AIRCRAFT
PA42J42 720
9. Before disconnecting cable from power lever or engine:
a. Pr6A-41 engine:
(1) Set power lever to idle. (Cam follower pin on propeller reverse cam must be in idle detent.)
(2) Lock reverse cam linkage in place using rigging shim (PIN 51516-00) and C-clamp or small vise
grips. Do not disturb engine rigging. See Figure 76-2.
b. Pr6A-61 engine:
(1) Set power lever to idle. (Cam follower pin on propeller reverse cam must be in idle detent.)
(2) Insert cam rigging pin. Do not disturb engine rigging. See Figure 76-3.
10. If necessary, remove cable section between wing connection and engine.
a. Using calibers, measure and record distance (X) between seal nut (2) and reverse power stop (4). Refer
to Figure 76-4.
b. Back off seal nut (2).
c. Measure distance (Y) from end of cable housing threads (10) to support bracket (11).
d. Loosen pivot end jam nut (12). Remove control pivot end (7) and jam nut, without disconnecting rod
end (8).
e. Remove special bolt (6), reverse power stop (4), and jam nut (13) as an assembly.
f. Remove seal nut (2).
g. Removejam nut (16) on front side of support bracket (11).
h. Pull cable through bracket. Remove rear bracket jam nut (1).
i. Disconnect cable connector in wing leading edge.
j. Remove cable clamps along wing leading edge.
k. Note routing and attachment points. Remove cable section.
11. If necessary, remove cable section between power lever and wing connection.
a. Place cockpit power control lever in idle position.
b. Refer to Figure 76-5. In cockpit engine controls pedestal, measure and record distance (A) between top
of swivel ball joint (4) and bottom of cable end clevis (2).
c. Measure and record distance from top of support bracket (7) and bottom of cross start and autofeather
microswitch actuating cylinder (9).
d. Loosen cylinder set screws. Slide cylinder up on cable far enough to permit removing seal nut (5) from
threaded cable housing (6).
e. Remove seal nut (5) and slide up on cable far enough to expose end of threaded cable housing (6).
f. Measure and record distance (B) between top of support bracket and end of threaded cable housing (6).
g. Loosen end clevis jam nut (3).
h. Remove threaded male end of swivel connector (4) and clevis (2).
i. Loosen swivel connector jam nut (to). Remove clevis jam nut (3), swivel connector (4), swivel
connector jam nut (10), microswitch actuating cylinder (9), and seat nut (5) from cable.
j. Remove top support bracket jam nut (8) from cable.
k. Disconnect cable connector in leading edge of wing.
1. Remove all cable clamps along wing leading edge.
m. In cockpit control pedestal, push cable down through hole in support bracket (7).
n. Remove bottom support bracket jam nut (8) from cable.
o. Note routing and attachment points; remove cable by pulling up and out through pedestal.
5G18
761000
Page 5
11
PIPER AIRCRAFT
PA-42/42-720
4
12 7
5 8
13 6
2 M
1. JAM NUTS
2. SEAL NUT
3. CONTROL CABLE
4. REVERSE POWER (BETA)
STOP
5. JAM NUT
5A. LOCK WASHER
6. SPECIAL BOLT
7. CONTROL PIVOT
8. ROD END
9. BOLT
10. CABLE HOUSING
11. SUPPORT BRACKET
12. JAM NUT
13. JAM NUT
14. THREADED END OF
CONTROL PIVOT
15. THROTTLE (PIPER) ARM
16. JAM NUT
Figure 76-4. Power Lever Control Cable Engine Connections
1. POWER LEVER (THROTTLE)
2. CLEVIS
3. CLEVIS JAM NUT
4. SWIVEL - BALL JOINT CONNECTOR
5. SEAL NUT
6. THREADED CABLE HOUSING
7. SUPPORT BRACKET
8. SUPPORT BRACKET ARM
9. CROSS START AND AUTOFEATHER
SWITCHES ACTUATING CYLINDER
10. SWIVEL JAM NUT
2 --tli-+1r-tt--'rt--ti--t
3 --II-I-f--!-'-+
5 ---I1---T-1--i-:-.-+t--i+.....F1

6 -+-!-O--+;'-+--i+-\UI
7 -II.....;..; ........ .;.......;i-I-+!-...
9
Figure 76-5. Power Lever Control CablelPower Lever Connection
76-10-00
Page 6
5G19
C. Installation
PIPER AIRCRAFT
PA-42/42-720
1. Install cable section between wing connection and engine:
-CAUTION-
DURING INSTALLATION, CABLE SHOULD BE ROUTED
WITHOUT RESTRAINT AT EITHER END. DO NOT TWIST
OR USE UNDUE OR EXCESSIVE FORCE.
-NOTE-
Befor..! installing new cable section, be sure respective cable ends are
at their proper positions.
a. Starting at engine nacelle, carefully work cable through nacelle and engine firewall.
b. Refer to Figure 76-4. Install jam nut (1) 2 inches onto control cable housing (10).
c. Insert cable through support bracket (11). Install jam nut (16) that butts against front side of support
bracket.
d. Adjust the front and rear support bracket jam nuts until distance (Y) between end of cable housing
threads (10) and support bracket (11) equals the distance determined during removal. If cable is being
installed during an engine installation, adjust distance (Y) 1.60 0.020 inches.
e. Tighten support bracket jam nuts.
f. Install and tighten seal nut (4). Double safety to bracket (11).
g. If required, install jam nut (5), safety washer (5A), and rod end (8) onto threaded male end of ball joint
swivel connector (7). Check for proper thread engagement in rod end.
h. Install assembled reverse power stop (4), jam nut (13) and special bolt (6) onto threaded end of cable
(3); tum until threads bottom.
i. Install jam nut (12) onto threaded end of cable (3).
j. Install female end of ball joint control pivot (7) onto threaded end of cable (3); tum until threads
bottom.
k. Lockjam nut (12) against control pivot (7) end to a torque of 35-40 inch-pounds.
1. Lock special bolt assembly (6) against jam nut (12). (On Pf6A-41 engines, apply torque of 35-40 inch-
pounds; on Pf6A-61 engines, apply torque of 30-40 inch-pounds.)
-NOTE-
Be sure cam follower pin is locked in the idle detent (track point) and
cockpit power (throttle) lever is in the idle stop. See Figures 76-2 or
76-3.
m. Refer to Figure 76-4. By turning reverse power stop, adjust gap (X) to the distance determined during
removal. If cable is being installed during an engine installation, adjust distance (X) to:
(1) (Pf6A-41 engine) 0.840 inches.
(2) (Pf6A-61 engine) 0.950 inches.
n. Lockjam nut (13) against reverse power stop (4).
o. Connect cable connector in wing leading edge.
p. Check that cable is correctly routed and not twisted; tighten cable clamps along wing leading edge.
q. Install engine cowling and nacelle access covers.
5G20
76-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
r. Support wing leading edge and connect wing deice hose. Install leading edge on wing.
s. Install wing leading edge fairings on inboard side of nacelle and at fuselage.
t. Run up engines and check alignment (Chart 7602 or Chart 7606). See paragraph C of PT6A-41 First
Engine Run and Adjustments, or paragraph C of PT6A-61 Engine Run Adjustments for procedures to
make necessary alignment adjustments.
2. Install cable between power lever and wing connection.
-CAUTION-
DURING INSTALLATION, CABLE MUST BE ROUTED
WITHOUT RESTRAINT TO EITHER END. TWISTING OR
EXCESSIVE FORCE WILL DAMAGE CABLE.
-NOTE-
Before installing new cable section, be sure respective cable ends are
at their proper position.
Before installing cable, check that cam follower pin is locked in the
idle detent (track point) and cockpit power (throttle) lever is in the
idle stop. See Figures 76-2 or 76-3.
a. Refer to Figure 76-5. Starting at cockpit engine control pedestal, carefully work cable along routing
(noted during removal) to junction of fuselage and wing.
b. Carefully route cable through fuselage and along wing leading edge to junction point with cable section
from engine. Do not connect cable sections or tighten cable clamps.
c. Install cockpit control pedestal support bracket bottom jam nut (8).
d. Taking care not to bend or twist cable, continue feeding cable through pedestal and fuselage until it can
be inserted through hole in support bracket (7) from the bottom.
e. Feed cable up through support bracket (7). Install support bracket top jam nut (8).
f. Adjust support bracket jam nuts (8) so that distance (B) from top of support bracket (7) to end of
threaded cable housing (6) is same as that checked and recorded during cable removal. If distance (B)
is unknown, adjust to 1.10 0.10 inches. Tighten jam nuts (8).
g. Install seat nut (5) and tighten.
h. Slide microswitch actuating cylinder (9) onto cable. Do not tighten set screws.
i. Install swivel connector jam nut (10) and swivel connector (4) onto threaded end of cable (6). Bottom
threads on swivel connector; tighten jam nut and safety.
k. Install threaded male end of swivel connector into control lever clevis (2). Adjust so that distance (A)
between top of swivel ball joint connector (4) and bottom of clevis (2) is same as checked and recorded
during cable removal. If distance is unknown, adjust to:
(1) (PA-42) 0.75 inches.
(2) (PA-42-720) 1.00 inch.
1. Tighten clevis jam nut (3).
m. Position cross start and autofeather microswitch actuating cylinder (9) so that the distance from top of
support bracket (7) to bottom of actuating cylinder is the same as checked and recorded during removal.
Tighten set screws.
76-10-00
Page 8
5G21
PIPER AIRCRAFT
PA-42/42-720
n. If distance from top of support bracket to bottom of actuating cylinder is known, slide actuating
cylinder as far up on cable as possible and snug set screws. Exact cylinder adjustment must be
accomplished during engine ground run. See cross start and auto feather or autofeather adjustments
o. Connect and safety wing connector.
p. Check that cable is routed correctly and not twisted; tighten cable clamps in wing leading edge.
q. Seal cable at fuselage.
r. Supporting wing leading edge; connect wing deice hose. Install leading edge on wing.
s. Install engine cowling and nacelle access covers.
t. Install wing leading edge fairings on inboard side of nacelle and at fuselage.
u. Install cockpit floor panels. Do not install pedestal access covers until final micro-switch actuating
cylinder and power cable adjustments are made.
v. Run up engines and check alignment (Chart 7602 or Chart 7606). See paragraph C of PT6A-41 First
Engine Run and Adjustments, or paragraph C of PT6A-61 Engine Run Adjustments for procedures to
make necessary alignment adjustments.
w. Adjust microswitch actuating cylinder. See cross start and autofeather adjustments or auto feather
adjustments.
x. Install engine control pedestal access covers.
PT6A-41 ENGINE CONTROL ADJUSTMENTS PRIOR TO FIRST RUN
A. General
This section describes engine control adjustments required after installing the PT6A-41 engine. Adjustments
necessary prior to frrst engine run, and adjustments made during and following first engine run are described.
The required adjustments involve the fuel control unit (feu), the cam assembly or cam box, and the propeller
governor. Figure 76-6 shows the locations of these controls.
Complete procedure must be followed and all steps performed in the sequence specified.
Refer to Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN 3021442, for detailed description of
the operating principles and functions of engine mounted controls.
B. Track Point And Ground Idle Adjustments
-CAUTION-
WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO
MOVE POWER LEVERS INTO REVERSE POSITION,
WITHOUT DISCONNECTING PROPELLER PUSH-PULL
WIRE ROPE CLEVIS FROM PROPELLER CONTROL CAM,
WILL RESULT IN BENDING OR KINKING OF WIRE ROPE.
5G22
76-10-00
Page 9
76-10-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
A. FUEL CONTROL UNIT (FCU)
B. CAM ASSEMBLY
C. PROPELLER GOVERNOR
1. ACCELERATION ADJUSTMENT
2. FCUARM
3. FCU ARM EXTENSION
4. FCU ARM SERRATED SPACER
5. FCU INTERCONNECT OR CONTROL
ROD
6. LOCATOR PIN (PIN 51513-00)
7. CONTROL LEVER MOUNTING BRACKET
8. PROPELLER REVERSE DEAD BAND
ADJUSTMENT
9. POWER LEVER CONTROL CABLE
11. PUSH-PULL WIRE ROPE CLEVIS
12. FUEL CONTROL ACTUATING LEVER
13. THROTILE (PIPER) ARM
14. CAM FOLLOWER PIN
15. PIVOT PINS
16. CONDITION LEVER ARM
17. CONDITION LEVER ARM EXTENSION
(PIN 50353-02)
18. CONDITION LEVER CABLE
19. PROPELLER CONTROL AIR
PRESSURE (Py) TUBE
20. REVERSE PUSH-PULL WIRE ROPE
21. CENTER FIRE SEAL MOUNTING
RING
22. PROPELLER SPEED SELECT LEVER,
MAXIMUM SPEED STOP
23. PROPELLER SPEED SELECT
(CONTROL) LEVER
24. PROPELLER LOW PITCH STOP
ADJUSTER
INTERCONNECT ROD
26. ROD END BEARING
27. FCU CONDITION LEVER
RIGGING PIN
Figure 76-6. Overall View - Pf6A-41 Engine Controls
5G23
PIPER AIRCRAFT
PA-42/42-720
1. PROPELLER PUSH-PULL WIRE
ROPE CLEVIS
3. CAM
4. CAM FOLLOWER PIN
5. REVERSE DEAR BAND ADJUSTMENT
6. FCU ACTUATING LEVER
7. CONTROL LEVER MOUNTING
BRACKET
8. PIVOTPIN
TRACK
POINT
Figure 76-7. Propeller Control Cam Assembly In Track Position
1. BETA RIGGING TEMPLATE
(PIN 51518-02)
3. FUEL CONTROL UNIT (FCU)
4. FCUARM
5. CAM ASSEMBLY (BOX)
6. FCU INTERCONNECT ROD
7. PIVOT PINS
@ e<'
RIGGING TEMPLATE LOCATOR PIN

RIGGING POINTER
4 . -
HORIZONTAL -""- __ _
8"--- -- ------
I
4 I
Figure 76-8. Beta Rigging Template Installation
5G24
76-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
1. Refer to Figure 76-7. Remove pin connecting clevis (1) to control cam (2).
2. Refer to Figure 76-6. Disconnect feu interconnect rod (5) from fuel control actuating lever (12).
3. Refer to Figure 76-7. Set cam follower pin (4) at track point.
a. Place cam follower pin (4) in idle position on cam (3) as shown in detail A.
b. Slowly move cam follower pin forward in cam track.
c. As follower pin moves forward cam will also move forward slightly.
d. At point where cam just stops moving forward is the track point. (More force would be required to
move cam follower pin past this point.)
e. To confirm cam follower pin is at correct track point, a ling through the pivot pin (8) and cam follower
pin (4) will be approximately 85 from the horizontal.
4. Refer to Figure 76-2. Maintaining linkage at track point, insert rigging shim (PIN 51516-00). Seeure with
ordinary C-clamp or small vise grips.
5. Refer to Figure 76-8. Using rigging pin (2), install rigging template (1), as shown. Check points A and B
are correct.
-NOTE-
It is essential the following setting be accurate.
6. Rotate feu arm (5) clockwise feeling for exact point where cam inside feu just begins to pick up governor
spring. (More force is required to rotate feu arm beyond this point.) The feu arm should be 8 1 from
the horizontal, as shown on rigging template.
a. If feu arm requires adjustment, proceed to step 7.
b. If feu arm does not require adjustment, proceed to step 8.
7. Refer to Figure 76-9. Adjust feu arm.
a. Unsafety and loosen fcu arm extension (3).
b. Change inner serration (7) alignment by holding spacer (2) and feu arm (5) together and rotating one
increment clockwise.
c. Change outer serration (6) alignment by holding spacer (2) against inner serrations (7) and rotating fcu
arm one increment counterclockwise.
-NOTE-
This results in a net arm travel of 0.6 clockwise.
d. After obtaining desired adjustment, tighten feu arm extension (3) to a torque of 25-35 inch-pounds, and
safety.
2
4
1. FCU
2. SERRATED SPACER
L
5. FCUARM
5
6. OUTER SERRATIONS
7. INNER SERRATIONS
7
Figure 76-9. Fuel Control Unit Arm Adjustment
76-10-00
Page 12
5H1
PIPER AIRCRAFT
PA42/42 720
8. Refer to Figure 76-6. Set fOIWard dead band position.
a. Maintain track point
b. Adjust length of feu control rod (5). Check that:
(1) One rod end is installed in second hole from end offcu ann (2).
(2) Feu ann is in 8
0
1
0
position.
(3) Second rod end bearing is aligned with second hole from top of feu actuating lever (12).
(4) After adjustments (1) through (3) are completed, lengthen fcu control rod (5) by unscrewing one
rod and bearing (26) one and one-half turns.
(5) Tighten rod end bearing jam nuts to a torque of 20-25 inch-pounds and safety.
(6) Using second hole from the top, secure feu control rod to fuel control actuating lever.
9. Refer to Figures 76-6 and 76-10. Using throttle lever alignment tool (PIN 57938-06), install throttle (Piper)
ann 90
0
from pivot pins. Insert bolt through lower end of are; secure with a locknut.
3
1. THROTTLE ARM
2. CONTROL LEVER MOUNTING
BRACKET
3. POVVER(THROTTLE)CABLE
ROD END BEARING
4. BOLT
5. THROTTLE LEVER ALIGNMENT
TOOL (PIN 57938-06)
6. PIVOT PINS
Figure 76-lOa. Throttle Ann
Installation
Figure 76-lOb. Throttle Ann
Alignment Tool Installed
lO. Referto Figure 76-11. Set reverse dead band to 0.312 inches. as shown. Tightenjam nut; safety.
11. Refer to Figure 76-12. Check that power cables are set exactly alike.
a. Remove cockpit engine controls pedestal access cover.
-NOTE-
The following measurements may require moving the cross start and
autofeather microswitches actuating cylinder. So that cylinder can be
relocated accurately, determine the distance from the top of the
pedestal bracket to the bottom of the cylinder before moving it.
5H2
76-10-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
TRACK
POINT
Figure 76-11. Reverse Dead Band Adjustment
b. Gap between top of support bracket and end of threaded cable housing (B) should be 1.10 0.10
inches. Set by adjusting support bracket jam nuts to alter length of cable extending through bracket.
c. Set gap between bottom of clevis and top of ball joint connector (A) to 0.75 inches by adjusting length
of threaded end of ball joint connector inserted into clevis.
d. Check proper thread engagement.
e. Tighten all jam nuts.
f. Install pedestal access cover.
12. Remove rigging shim and beta rigging template.
,...- r-
f- - - - -
- -1
1. POWER LEVER (THROTILE)
,......,
2. CLEVIS
f- !-- - -- f-
3. CLEVIS JAM NUT
f- !-- :--
-
I--
4. SWIVEL-BALL JOINT CONNECTOR
"If U 'H
H
t
5. SEAL NUT 1\ 'I1PI .r:U,

2
,t' ,,', ,"/ \ t
7. SUPPORT BRACKET
r?
h
--
_.f.
3 ' " 0.75
: ' 8. SUPPORT BRACKET JAM NUTS
4 "
, , I
-
T
9. CROSS START AND AUTOFEATHER
9
,

, B
I
,
"
"
,
SWITCHES ACTUATING CYLINDER
,. ,.
! i
"
"
10. SWIVEL JAM NUT 5
' ,
,
"
Jo
6 "
II I'
"
-- O.10 (8)
,q H [
7 ....... L_l. ... :1 ( 1 l
, . . , ..
t
{
il:I'-..8

W

. ,
II ,AI "
I I
"
. ,
, I ll.
"
,
l'
Figure 76-12. Power (Throttle) Cable Pedestal Adjustments
76-10-00
Page 14
5H3
PIPER AIRCRAFT
PA42/42720
c. Beta Valve And Reset Arm Adjustment
1. Refer to Figure 76-13. Disconnect wire rope rear end clevis from propeller control cam.
2. Refer to Figure 76-1Oa. Disconnect poser cable (3) and throttle ann (1).
3. Refer to Figure 76-14. Disconnect interconnecting rod (12) from air bleed link (10).
4. Adjust distance between centers of interconnecting rod end bearing installation holes to 4.10 to 4.15 inches.
a. Loosen jam nuts.
b. Adjust telescoping inner (9) and outer (8) sections of interconnecting rod to obtain specified length.
c. TIghten jam nuts .
. ,
WIRE ROPE (CABLE)
REAR END CLEVIS
2ND HOLE FROM THE TOP
cor-nROL CAM
("l'r-T-Il-- CAM FOLLOWER
Figure 76-13. Wire Rope Rear End Clevis Adjustment
-NOTE-
During installation of interconnecting rod, end bearing holes should
slide easily over mounting bolts.
5. Refer to Figure 76-14. Hold reset arm (10) firmly against stop (1). Attach interconnecting rod inner part (9)
to reset ann bolt (12).
6. Attach interconnecting rod outer part to bolt at point B.
7. Install washers and castellated nuts and safety.
8. Disconnect wire rope front end clevis (3) from propeller reversing arm (4).
5H4
76-10-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
9. Adjust beta control clevis (5) slot end face (11) so it is flush with beta stop nut (6).
10. Maintaining slot end face (11) flush with beta stop nut (6), adjust wire rope front end clevis (3) to align with
hole in propeller reversing lever (4).
11. Connect end clevis to reversing lever with bolt and nut.
12. Tighten all back up nuts to a torque of 65-85 inch-pounds; safety.
13. Refer to Figure 76-13. Position cam follower pin near takeoff (forward) position. Adjust length of rear end
clevis to align with second hole from top of control cam with:
a. Reset arm (10) finnly against stop (1). (Figure 76-14)
b. A slight tension on wire rope.
14. Refer to Figure 76-13. Lengthen wire rope by adjusting rear end clevis one half tum.
15. Connect rear end clevis to second hole from top of control cam. Check that wire rope is slightly
compressed.
.;----4
6
1. STOP
2. WIREROPE
3. WIRE ROPE FRONT END CLEVIS
4. PROPELLER REVERSING ARM
5. BETA CONTROL CLEVIS
6. BETA STOP NUT
7. PULLEY
8. INTERCONNECTING ROD -
OUTER PART
INNER PART
10. AIR BLEED LINK (RESET) ARM
11. BETA CONTROL CLEVIS SLOT FACE
12. RESET ARM BOLT
Figure 76-14. Engine Propeller Governor - Right Side View
76-10-00
Page 16
5H5
PIPER AIRCRAFT
PA-42/42-720
D. Beta Light Switch Check And Adjustments
-CAUTION-
PROPER INSTALLATION OF FEEDBACK RING PULLER IS
ESSENTIAL TO AVOID DAMAGING LOW STOP RODS AND
FEEDBACK RING.
1. Install propeller feedback ring puller (pIN 51519-(0). Refer to Chapter 61.
2. Refer to Figure 76-15. Remove beta light switch cover.
3. Set gap between actuator arm (1) and switch body (2).
a. Push plunger (5) in completely.
b. Loose switch mounting screws (to).
c. Use adjusting nut (4) to set gap to 0.032 inches.
d. Tighten switch mounting screws.
8
5 6
11
.032
SPACE
Figure 76-15. Beta Light Switch
5H6
1. SWITCH ACTUATOR ARM
2. SWITCH BODY
3. SWITCH ASSEMBLY
4. ADJUSTING NUT
5. PLUNGER
6. JAM NUT
7. BRACKET
8. PROPELLER
REVERSING ARM
9. SPRING
10. SWITCH MOUNTING
SCREWS
11. FEEDBACK RING
12. CARBON BLOCK
13. CARBON BLOCK
RETAINER
14. CONSTANT SPEED
UNIT (CSU)
15. BETA NUT STOP
76-10-00
Page 17
PIPER AIRCRAFT
PA-42/42-720
4. Using plunger (5) and jam nut (6), adjust beta light switch to audibly click closed when feedback ring is
pulled 0.310 inches forward.
5. After final adjustment, tighten jam nut (6) to a torque of 20-25 inch-pounds.
E. Power Level Control Rigging
-NOTE-
This paragraph describes power cable adjustments required following
an engine installation. If a new power cable is installed, see POWER
LEVEL CONTROL in this chapter for required preliminary
adjustments.
1. Refer to Figure 76-2. Lock cam follower pin in track position with rigging shim.
2. Set cockpit power levers to idle stop position.
3. Refer to Figure 76-4. Adjust rod end (S) to align with hole in throttle ann (15). Install bolt (9); tighten jam
nut (5).
4. Adjust reverse stop nut (4) so that the gap (X) between it and the seal nut (2) is 0.S40 inches.
5. Tighten jam nut (13) to a torque of 35-40 inch-pounds.
6. Remove rigging shim from cam unit.
7. Refer to Figure 76-16. Move cockpit power lever full forward. Adjust power cable as necessary so that
maximum Ng speed adjustment screw (5) is contacting Ng stop (16). Do not adjust screw (5).
-CAUTION-
MOVE POWER LEVERS INTO REVERSE POSITION,
WITHOUT DISCONNECTING PROPELLER PUSH-PULL
WIRE ROPE CLEVIS FROM PROPELLER CONTROL CAM,
WILL RESULT IN BENDING OR KINKING OF WIRE ROPE.
S. Refer to Figure 76-13. Disconnect wire rope rear end clevis.
9. Move cockpit power control lever into reverse mode. Check that propeller cam and fcu linkages move
freely.
to. Connect wire rope clevis to second hole from the top of propeller control cam.
11. Check accuracy of rigging.
a. Locate both cockpit power control levers full forward.
b. Refer to Figure 76-16. Check that Ng stops (17) are contacted.
c. Check that cockpit power levers are positioned with 3/S inches of each other.
d. Correct rigging as necessary.
12. Adjust cockpit control lever stops to provide 0.06 inch lever springback when Ng stops are contacted.
761000
Page 18
5H7
PIPER AIRCRAFT
PA42/42720
1. ACCELERATION ADJUSTMENT
2. P1 PRESSURE PORT
3. THROTTLE LEVER
4. Ng MINIMUM GOVERNING OR LOW
IDLE ADJUSTMENT
5. Ng MAXIMUM SPEED ADJUSTMENT
6. Ng PRESSURE PORT
7. CUTOFF LEVER
8. FUEL INLET
9. FUEL OUTLET
10. DO NOT ADJUST
11. P2 PRESSURE PORT
12. CUTOFF STOP
13. HIGH IDLE ADJUSTMENT
14. RIGGING PIN HOLES
15. FUEL BYPASS PORT
16. Ng STOP
17. MAXIMUM Ng GOVERNING SET
BLOCK-STOWED POSITION
EXTENSION (PIN 59353-02) 11
8
~ 9
Figure 76-16. PT6A-41 Fuel Control Unit - Front and Right Side View
F. Condition Lever Rigging
1. Refer to Figures 76-16 and 76-17. On fuel control unit, align condition lever ann with rigging pin holes.
Insert 0.187D x l.00L rigging pin.
2. Refer to Figure 76-18. Set cockpit condition levers (3) in low idle detent (5).
-NOTE-
Condition lever arm extension (PIN 59353-02) is added by Piper
Aircraft Corporation to increase condition lever travel.
3. Refer to Figure 76-17. Adjust condition lever cable rod end (7) to align with hole in condition lever ann
extension (3).
4. Attach rod end to arm extension using bolt and nut. Tighten rod end jam nut (8) to a torque of 35-50 inch-
pounds.
5. Remove rigging pin (1).
5H8
76-10-00
Page 19
PIPER AIRCRAFT
PA-42/42-720
1. RIGGING PIN
EXTENSION (PIN 59353-02)
4. HIGH IDLE STOP
5. FUEL CUTOFF STOP
ROD END
8. JAM NUT
9. FUEL CUTOFF LINK ROD
10. REF STREAMER
LEFT SIDE VIEW
7 8
6
REAR TO FRONT VIEW
....--2
Figure 76-17. Fuel Control Unit Condition Lever
6. Refer to Figure 76-18. To check excessive brass plate (1) wear:
9
a. Move cockpit condition lever (3) from low idle to high idle position checking for continuous friction.
b. Return to low idle. Lever should stop in low idle detent.
c. Check for continuous friction from low idle to fuel cutoff position.
d. Return to low idle. Lever should stop in low idle detent.
G. Propeller Control Rigging (Refer to Figure 76-19)
1. Using screw, washer, and nut, attach governor ann extension (3) to governor ann (1).
1. FUEL CONTROL LEVER BRASS
PLATE (PIN 71106-04)
2. FUEL CUTOFF POSITION
3. CONDITION LEVER
4. HIGH IDLE POSITION
5. LOW IDLE DETENT
6. PROPELLER CONTROL LEVER
DETENT PLATE (PIN 71098-04)
7. PROPELLER CONTROL LEVERS
8. FEATHER DETENT
Figure 76-18. Control Lever Bracket Assembly
7610-00
Page 20
5H9
PIPER AIRCRAFT
PA-42/42-720
2. Place cockpit propeller control levers in feather position.
3. Place governor ann speed select lever (9) against feather stop (8).
4. Adjust rod end bearing (5) so it aligns with hole in governor ann extension (3).
5. Using bolt (6), spacer (4), and locknut, attach rod end (5) to governor ann extension (3).
6. Tighten rod end bearing jam nut to a torque of 35 to 40 inch-pounds.
7. Move both cockpit propeller control levers forward until contacting low pitch (maximum rpm) stops.
Adjust stops to provide 0.06 inch springback.
8. Both cockpit propeller control levers must be aligned when low pitch stops are contacted. Adjust rigging as
required.
9. Refer to Figure 76-18. If necessary, install propeller control lever feather detent plate (6) in pedestal.
to. Locate propeller control levers in feather position.
11. Adjust feather detent plate (6) to just touch control levers (7).
-NOTE-
Final position adjustment of feather detent brass plate will be done
during engine run.
2
t
-+--4
-+-5
1. GOVERNOR ARM
2. SCREW
10
TOP VIEW
5
,,,,, __ 9
SECTION A-A
8. FEATHER STOP BOLT
ADJUSTMENT
3. GOVERNOR ARM EXTENSION 9. SPEED SELECT LEVER
FRONT VIEW
(PIN 51623-00)
4. SPACER
5. ROD END BEARING
6. NUT
7. MAXIMUM RPM STOP
BOLT ADJUSTMENT
Figure 76-19. Propeller Governor Rigging
PT6A-41 FIRST ENGINE RUN ADJUSTMENTS
-CAUTION-
10. PROPELLER CONTROL
STEEL ROD
11. JAM NUT
12. LOCKNUT
DISCONNECT POWER SUPPLY PLUG FROM IGNITER
BOX. PULL IGNITION CIRCUIT BREAKER OUT.
5H10
76-10-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
A. Preparing For Initial Engine Start And Run
After completion of engine installation and prerun adjustments, and before first engine start, clear engine using
the following procedure:
1. Place 8 quarts of oil, specified in the latest Pratt & Whitney Canada Service Bulletin No. 3001, in engine oil
tank.
2. Disconnect fuel supply line at engine flow divider. Attach short hose to disconnected line that pennits fuel
to drain into a suitable container.
3. Set cockpit condition lever to ground idle.
4. Pull ignition circuit breaker out.
5. Select fuel pump ON.
-CAUTION-
DO NOT EXCEED STARTER TIME LIMITS OF 30 SECONDS
ON, 1 MINUTE OFF; 30 SECONDS ON, 1 MINUTE OFF; 30
SECONDS ON, 1 MINUTE OFF. IF MORE THAN THREE
START CYCLES ARE REQllRED, ALLOW A 30 MINUTE
COOLING PERIOD TO PREVENT OVERHEATING
STARTER.
6. Motor engine with starter until clean fuel is draining from fuel supply.
7. Check the following during engine motoring _run:
a. Indicating needles on Ng (Nl) and Np (N2) instruments rotate in correct direction.
b. Oil pressure.
c. Fuel flow and fuel pressure.
8. Move condition lever to cutoff position. Check that fuel flow stops instantly.
9. Check that oil level is one quart below maximum cold indication. Service as required.
10. Remove drain hose attached during step 2; connect fuel supply line to flow divider and safety.
11. Check for fuel and oil leaks. Service as required.
12. Check that the following systems and instruments have been calibrated:
a. Interturbine temperature system.
b. Torque pressure indicating system.
c. Ng (Nl) and Np (N2) indicating instruments.
(1) Refer to Chapter 77 for calibration procedures.
13. Push ignition circuit breaker in.
14. Connect power supply plug to igniter box; safety.
15. Install lower engine cowl and ground run cowl.
-CAUTION-
BE SURE AIRPLANE'S WHEELS ARE CHOCKED BEFORE
PERFORMING ENGINE RUNS. BRAKES MAY FAIL OR
AIRPLANE MAY ROLL DURING HIGH POWER SETTING
ENGINE RUNS.
B. First Engine Run
1. Take the following safety precautions before ground testing engines:
a. Position aitplane into wind.
b. Set parking brake.
c. Chock wheels.
d. Check that a manned fire extinguisher is readily available outside airplane.
761000
Page 22
5H11
PIPER AIRCRAFT
PA-42/42-720
e. Clear area around airplane of loose objects.
f. Check that engine intakes and exhausts are free of foreign objects.
g. Clear personnel from danger areas around airplane.
h. For other than ground idle engine runs of short duration, install engine lower cowl and ground run cowl.
OPERATING
CONDmON
POWER SETI1NG
TAKEOFF
MAX.
CONTINUOUS
MAX. CRUISE
RECOMMENDED
CLIMB CRUISE
MIN. IDLE
STARTING
TRANSIENT
MAX REVERSE (9)
-CAUTION-
BEFORE ATTEMPTING TO START THE ENGINE,
PERSONNEL SHOULD BE QUALIFIED BY A PILOT OR
OTHER RESPONSIBLE PERSON EXPERIENCED ON
ENGINE START AND SHUTDOWN PROCEDURES, AND
SYSTEM FUNCTIONS REQUIRED TO PROPERLY AND
SAFELY OPERATE THE POWER PLANTS. USE OF THE
PILOT'S OPERATING MANUAL FOR THIS INFORMATION
IS REQUIRED.
DURING ENGINE RUN, COMPLY WITH ALL ENGINE
OPERATING LIMITATIONS SPECIFIED IN CHART 7601.
CHART 7601. ENGINE OPERATING LIMITS PT6A-41
OPERATING LIMITS
1ORQUE(1} MAXIMUM OIL
OBSERVED Ng (8) Np PRESSURE
SHP 2000 1900 1700
moe RPM % RPM %(2) PSIG (2)
RPM RPM RPM
720 1895 750 38100 - 101.5 2000 -91 105 to 135
720 1895 1995 2230 750 38100 - 101.5 2000-9 105 to 135
720 1895 1995 2230 750 38100 - 101.5 2000 - 91 105 to 135
720 1895 1995 2230 725 38100 - 101.5 2000 - 91 105 to 135
700 19500 - 52 6O(MJN)
(5)
1000 200
(3)
2750 850 38500 - 102.6 2200-100
(3) (4)
200 750 105 to 135
OIL
TEMPERA-
TURE
C (6) (7)
Oto99
Oto99
Oto99
Oto99
-40 to 99
-40 (MIN)
o to 104
(FIVE MIN.}
(MAX.)
Oto99
5H12
76-10-00
Page 23
PIPER AIRCRAFT
PA-42/42720
(1) Torque limit applies within range of 1600 to 2000 prop rpm (Np), below 1600 rpm torque is limited to 1100
foot-pounds.
Torquemeter - Power Calculations
SlIP = RPM (Np) x torque (foot-pounds) x K
Where: Np = propeller RPM
K=0.OOO19
(2) Normal oil pressure is 105 to 135 psig at gas generator speeds above 72%. Above 21,000 feet pressure
altitude the minimum oil pressure is 85 psig. Oil pressures below 105 from sea level to 21,000 feet pressure
altitude, or below 85 psig above 21,000 feet pressure altitude are undesirable and indicate that oil filter may
be restricted. Oil pressure between 60 and 85 psig should be tolerated only for the completion of the flight
at power settings not to exceed 1,100 foot-pounds torque. Oil pressure below 60 psig is unsafe and requires
that either the engine be shut down or a landing be made as soon as possible, using the minimum power
required to sustain flight During extremely cold starts, oil pressure may reach 200 psig.
(3) These values are time-limited to 5 seconds.
(4) These values are time-limited to lO seconds.
(5) Adjust power lever or condition lever to maintain this value.
(6) A minimum oil temperature of 55C is recommended for fuel heater operation at takeoff power.
(7) Oil temperature limits are -40C to 99C with limited periods of five minutes at 104C.
(8) Forevery lOoC (18F) below -30C (-22F) ambient temperature, reduce maximum allowable Ng by 2.2%.
(9) Propeller reverse and Beta range operational only with all landing gear on the ground.
2. Start engine; idle 3 to 5 minutes. During engine run:
a. Cycle propeller.
b. Check proper operation of:
(1) Interturbine temperature instruments.
(2) Engine torque instruments.
(3) Oil pressure and temperature instruments.
(4) Engine rpm (Ng) instruments.
(5) Fuel flow and fuel pressure instruments.
(6) Propeller rpm instruments.
3. Shut down engine. Check:
a. Oil lines and connections for leaks. SelVice as required.
b. Fuel lines and connections for leaks. SelVice as required.
c. Engine oil level is one quart below full mark. SelVice as required.
d. Accessories mounted on and off engine for secure mounting and linkages. SelVice as required.
4. Install lower cowl and ground run cowl (Figure 76-20a).
5. Start engine.
6. Check overspeed governor.
a. Set propeller control to full increase rpm.
h. Advance power to an Np of 1600 20 rpm.
c. Push hydraulic topping governor (btg) test switches up. Check that Np decreases 50 to 125 rpm.
d. Release htg test switches. Check that rpm increases to original value.
7. Check auto-ignition.
a. Select ignition switch to automatic (AUTO).
b. Check that ignition is off when torque increases to 365 60 foot-pounds.
c. As torque decreases, check ignition is on at not less than 250 foot-pounds.
8. Check engine alignment. Refer to Chart 7602. See below for necessary engine adjustment procedures.
76-10-00
Page 24
5H13
PIPER AIRCRAFT
PA42/42 720
CHART 7602. ENGINE ALIGNMENT (PT6A-41)
Nominal Settings
IdleNl 52% to 56%
Idle ITT 660C
Reverse Max. l80hp20hp
Power
Oil Pressure 40 psi min. idle
105 to 135 psi power on
Oil Temp. OCto 99C
Fuel Press. 15 to 50 psi
Max.N2 2000 rpm
LEFT ENGINE
FORWARD Nl DEAD BAND
Obs Pickup D.B. In.
ResetD.B. In.
ResetD.B. In.
Final Pickup Point In
1900RPMCK
Obs Torque (Q) Lb-Ft
ResetQ Lb-Ft
ResetQ Lb-Ft
ResetQ Lb-Ft
Final1900RPMQ Lb-Ft
Tolerance: 30 ft-lb of target value
30 ft-lb between engines.
IDLESEI'
LOW HIGH
Obs IdleNl %
ResetNl %
ResetNl %
Final Idle Nl %
5H14
Aircraft N Number
Pilot
Observer
Date
Pressure Altitude Ft
OAT C
Compute 1900 rpm Q
(From Chart 7603) Ft-Lb
RIGHT ENGINE
FORWARD Nl DEAD BAND
Obs Pickup D.B. In
ResetD.B. In.
ResetD.B. In.
Final Pickup Point In.
1900RPMCK
Obs Torque (Q) Lb-Ft
ResetQ Lb-Ft
Reset Q Lb-Ft
Reset Q Lb-Ft
Final 1900 RPM Q Lb-Ft
Tolerance: 30 ft-lb of target value
30 ft-lb between engines.
IDLESEI'
LOW HIGH
Obs IdleNl %
ResetNl %
ResetNl %
Final Idle N 1 %
76-10-00
Page 25
Torque (Q)
xNp
x 0.00019
PIPER AIRCRAFT
PA-42/42-720
CHART 7602. ENGINE ALIGNMENT (PT6A-41) (continued)
LEFfENGINE RIGHT ENGINE
REVERSE H.P. CHECK REVERSE H.P. CHECK
Lb-Ft Torque (Q)
rpm xNp
shp x 0.00019
hp reverse must be 180 20, and 20 hp hp reverse must be 180 20, and 20
differential between engines. hp differential between engines.
C. Engine Running Adjustments
-CAUTION-
WHEN ADJUSTING ENGINE LOW IDLE OR HIGH IDLE,
ENVIRONMENTAL CONTROL SYSTEM BLEED AIR AND
GENERATOR SHOULD BE ON.
-NOTE-
Left and right engine adjustments are alike.
1. Low idle adjustment. Refer to Figure 76-16.
a. Location: Top section of fuel control unit (fcu).
b. Position cockpit condition levers in low idle detent.
Lb-Ft
rpm
shp
c. Using special governor adjusting tool (Figure 76-20b), set fcu low idle stop to produce 52 to 56 percent
Ng. An adjustment of 1/16 tum (22.5) results in 1 percent Ng change.
2. High idle adjustment. Refer to Figure 76-16.
a. Location: Top section of fcu.
b. Position cockpit condition levers to high idle.
c. Set high idle adjustment to produce 69 to 71 percent Ng. Each one flat adjustment results in 2 percent
Ngchange.
76-10-00
Page 26
5H15
PIPER AIRCRAFT
PA-42/42-720
Figure 76-20a. Ground Test Cowl
(PIN 56724-00)
Figure 76-20b. Governor Adjusting
Tool (PIN 51517-00)
3. 1900 rpm torque adjustment.
a. Location: Beta nuts in propeller dome. See Figure 76-21.
b. Obtain the following information:
(1) Pressure altitude (PA).
(2) Outside air temperature (OAT) in degrees Celsius eC).
(3) Refer to Chan 7603. Use PA and OAT to determine target torque.
c. Set propeller control lever to maximum rpm position.
d. Increase engine power until propeller rpm (Np) indicates 1900.
(1) Check that indicated torque is 30 foot pounds of target torque.
(3) Check that torque difference between engines does not exceed 30 foot pounds.
-NOTE-
Mark all beta nuts and rods with a marking pen or pencil before
making adjustments.
e. Refer to Figure 76-21. To adjusttorque:
(1) Remove propeller spinner.
(2) Tum beta nuts. On flat clockwise tum results in 30 foot pounds torque increase.
4. Forward thrust Ng pickup deadband adjustment.
a. Location: Fuel control unit interconnect rod. (Reference (5), Figure 76-6; reference (6), Figure 76-8.)
5H16
76-10-00
Page 27
1.5'000
'4J,Oco
1
3
'000
1 ~ 0 0 0
11'000
Iqaoo
9,0c0
~ 0 0 0
I='
i';aq,
w
w
~ O o o
!:..
w
5,000
0
::::>
I-
5
<
4J,000
w
a:
3'000 ::::>
en
en
2 ~
w
a:
c..
"000
0
-',000
-2,000
-"oao
-4J,000
761000
Page 28
-5'000
PIPER AIRCRAFT
PA-42/42-720
CHART 7603. 1900 RPM TORQUE CURVE
860
EXAMPLE:
GIVEN:
1. PA=500FT
2. OAT = 30
FIND:
3. PROP TORQUE = 1118 FT-LBS
I
920
g
c..
~
9
w
--l
g
l-
I
(!)
:J
u..
980
~
:E
c..
a:
0
0
m
,....
!;i:
en
III
1040
--l
ti:
~
w
::::>
0
a:
~
I-
w
1100 (!)
a:
~
c..
~
c..
1160
1220
O. A. TEMPERATURE (OC)
5H17
PIPER AIRCRAFT
PA-42/42-720
1. BETA NUT
2. REFERENCE LINE
3. SPECIAL WASHER (AN960-6)
4. ROD PLATE
5. CHECK NUTS
6. ELASTIC NUTS Y ~ . I
7. SCREWS
8. BLADE LINK ARMS
9. DOME NUT
10. PISTON UNIT
Figure 76-21. Propeller Dome Area
b. Position cockpit power levers to idle. Check that cam follower pin (Figure 76-7) is at track point.
c. Slowly move cockpit power levers forward. Check the Ng begins to increase after power levers have
moved 1/4 to 5/16 inches forward.
d. Set by adjusting length of interconnecting rod. Shorten rod to decrease power lever deadband distance.
5. Reverse thrust Ng pickup deadband adjustment.
a. Location: Propeller cam assembly. (Reference B, Figure 76-6; reference (5), Figure 76-7.)
b. Position cockpit power levers at idle. Refer to Figure 76-7. Check that cam follower pin (4) is in track
point (detail A).
c. Slowly move power levers toward reverse thrust.
d. Check that propeller rpm (Np) drops slightly before Ng starts to increase.
e. Check that reverse Ng begins to increase on both engines simultaneously.
f. Adjust by setting reverse deadband stop screw (5). Decreasing gap between stop screw (5) and cam
follower pin (4) will decrease delay between Np drop and Ng increase.
6. Reverse maximum power adjustment.
a. Location: Reverse power stop on power control cable (Figure 76-4).
5H18
76-10-00
Page 29
PIPER AIRCRAFT
PA-42/42-720
b. Check maximum reverse power is 180 20 horsepower (hp).
(1) Start engines.
(2) Place cockpit power levers in full reverse power position.
(3) Note propeller !pm (Np), and torque (Q) on each engine.
(4) Detennine reverse horsepower by the equation: Np x Q x 0.00019 hp.
c. Refer to Figure 76-4. To increase propeller torque, increase gap (X) between seat nut (2) and reverse
power stop (4).
d. Check propeller rpm does not exceed 1900 10 rpm. To adjust:
(1) Location: Propeller governor constant speed unit (csu). (Refer to Figure 76-22.)
(2) Disconnect interconnecting rod (5) from air bleed line ann (3).
(3) Move reset ann (3) away from stop as far as it will go and secure.
-NOTE-
Propeller csu cannot discriminate between 1900 rpm in forward thrust
or reverse thrust.
(4) Run engine. Move cockpit power lever forward to maximum power stop.
-NOTE-
The internal mechanism of the pneumatic minimum adjustment on the
csu is such that a clockwise adjustment could result in either
decreasing or increasing propeller rpm. Same is true with
counterclockwise adjustment
(5) Adjust csu pneumatic minimum adjustment screw (4) in increments to obtain 1900 10 rpm.
(6) Attach interconnecting rod (5) to air bleed line ann (3).
7. Maximum propeller speed (Np) adjustment.
a. Location: Propeller governor. (Reference C, Figure 76-6; Figure 76-22.)
-NOTE-
Check that nothing interferes with control linkage providing sufficient
travel to governor ann.
If both engines require adjustment, adjust one engine at a time.
b. Start engine. Set cockpit propeller control lever to takeoff (full forward) position.
c. Advance power lever. Np should increase to, and stabilize at, 2000 rpm.
d. Adjust governor maximum rpm stop bolt (1) as required. Clockwise adjustment decreases rpm.
8. Maximum gas turbine speed (Ng) in flight
a. Refer to Chart 7601 for maximum cruise engine operating limits.
b. Refer to Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN 3021442, chapter 71, for
checking and adjustment procedures.
76-10-00
Page 30
SH19
1. MAXIMUM NpSTOP BOLT
ADJUSTMENT
2. Np SPEED SELECT LEVER
PIPER AIRCRAFT
PA-42/42-720
3. AIR BLEED LINE (RESEn ARM
4. PNEUMATIC MINIMUM
ADJUSTMENT SCREW
5. INTERCONNECTING ROD
4
Figure 76-22. Propeller Governor Pneumatic Adjustment
9. Feathering detent plate adjustment (Figure 76-18).
-CAUTION-
DO NOT PERMIT PROPELLER TO FEATHER WHEN.
ADJUSTING FEATHERING DETENT PLATE.
a. Start engines.
b. Set propeller control levers to full high rpm.
c. Move power levers forward until propeller rpm is 1900.
d. Pull propeller control levers (7) back against feather detent (8).
e. Adjust plate (6) position to obtain 1500 to 1600 propeller rpm.
f. Pull propeller controls (7) past detent (8) into feather position.
g. Check that propeller feathers.
10. Cross start and autofeather adjustment.
a. Place a strip of masking or other suitable tape on upper pedestal cover between power levers.
b. Start both engines.
c. Advance both power levers to 69 to 75 percent Ng. Mark lever positions on tape.
d. Advance both power levers to 80 to 83 percent Ng. Mark lever positions on tape.
e. Shut down engines.
-CAUTION-
WHEN POSITIONING MICROSWITCH ACTUATING
CYLINDERS, CHECK THAT SET SCREWS DO NOT
INTERFERE WITH SWITCH ROLLERS.
5H20
76-10-00
Page 31
PIPER AIRCRAFT
PA42/42720
f. Remove engine controls pedestal access covers.
g. Set power levers to cross start position marked on tape.
h. Refer to Figure 76-23. Position switch actuating cylinders (4) to just make contact with cross start
switch roller (5). TIghten set screws.
i. Set power levers to autofeather position marked on tape.
j. Actuating cylinders (4) should just contact autofeather switch roller (6). Adjust as required.
-NOTE-
Cross start and autofeather microswitch mounting holes are slotted.
Fine adjustments can be made by changing switch position.
k. Start engines. Check cross start engages between 69 and 75 percent Ng. Check autofeather systems
engage between 80 and 83 percent Ng.
1. SWITCH ACTUATING CYLINDER
2. JAM NUT
3. SWIVEL BALL JOINT CONNECTOR
4. ACTUATING CYLINDER SET SCREWS
5. CROSS START SWITCH ROLLER
6. AUTOFEATHER SWITCH ROLLER
7. CROSS START SWITCH
8. AUTOFEATHER SWITCH
9. THROTILE CABLE SEAL NUT
Figure 76-23. Power Lever Cross Start and Autofeather Switches
11. Check engine acceleration match.
a. Refer to Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN 3021442, chapter 71, for
check procedure.
b. If engines do not accelerate the same, check for correct controls rigging.
c. If rigging is correct, refer to Pratt & Whitney Canada engine maintenance manual, chapter 72.
76-10-00
Page 32
-NOTE-
Suspect the slower engine.
5H21
PIPER AIRCRAFT
PA42/42720
12. Power lever stagger adjustment.
a. Cause: Uneven fuel demand between the two engines.
b. Adjust length of power control cable when stagger is consistent between 300 and 1000 foot-pounds
torque.
c. Adjust fcu lever arm (Figures 76-6 and 76-9) when stagger increases as power levers are moved
forward. Refer to Track Point and Ground Idle Adjustments.
-NOTE-
Before adjusting fcu arm, establish a reference by making a light
scribe line across the serrated parts.
(1) Adjust fcu arm 0.6
0
counterclockwise on engine controlled by most forward power lever.
(2) Adjust fcu arm 0.6
0
clockwise on engine controlled by most rearward power lever.
(3) Adjust length of fcu interconnect rod to attach in second hole from end of fcu arm.
13. Power lever knob split check and adjustment.
a. Start both engines.
b. Set propeller control levers to maximum propeller rpm (Np) position.
c. Increase power until Np of both engines is 1900 rpm.
d. Note relative position of power lever knobs and any torque between engines.
e. If knob split exceeds 1/8 knob or torque difference between engines exceeds 30 foot-pounds:
(1) Set propeller controls to maintain 1900 rpm.
(2) Set power controls to highest possible torque between 1800 and 2000 foot-pounds permitted by
ground handling difficulties.
(3) Record power lever knob split, gas turbine rpm (Ng), propeller rpm (Np), engine torque (Q), and
fuel flow (P/F) of both engines.
(4) Determine the average Ng.
(5) Adjust power to operate both engines at the average Ng.
f. If knob split remains more than 1/8 knob, but torque difference is less than 30 foot-pounds, check
engine controls rigging.
g. If torque difference exceeds 30 foot-pounds, but knob split is less than 1/8 knob, calibrate torque
gauges. Refer to Chapter 77.
h. If above adjustments or calibrations do not correct knob split of torque difference, refer to Pratt &
Whitney Canada PT6A-38/41 Maintenance Manual, PIN 3034342.
The dry engine motoring run is used:
1. To clear engine of trapped fuel or vapors after an unsuccessful engine start.
2. To check fuel system for leaks after a component replacement.
3. If there is evidence of a fire within the engine.
-NOTE-
See Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN
3021442, Chapter 71, for dry engine motoring run procedures.
5H22
76-10-00
Page 33
PIPER AIRCRAFT
PA-42/42-720
A wet engine motoring run is used strictly for engine maintenance purposes. It is not a part of normal engine
start procedures.
-NOTE-
See Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN
3021442, Chapter 71, for wet engine motoring run procedures.
PT6A-41 ENGINE PERFORMANCE CHECK
-NOTE-
Engine instrumentation and altimeter must be correctly calibrated
before attempting any power checks.
Engine performance check procedures must be done periodically to detect engine performance changes and
mechanical deterioration. Refer to Pratt & Whitney Canada PT6A-38/41 Maintenance Manual, PIN 3021442,
Chapter 71 and to Chart 7604, for specific check procedures.
ENGINE DATA PLATE SPEED CHECK
The gas generator trim speed, recorded during final engine acceptance tests, is stamped on the engine data
plate. Data plate speed check curves are used to determine desired engine performance parameters. Refer to
Pratt & Whitney Canada maintenance manual and information letter number eight for specific instructions and
power assurance check curves required for performing these tests.
76-10-00
Page 34
-NOTE-
Procedures for adjusting and rigging PT6A-61 engine controls begin
on the following page.
5H23
540
EC
520
:J:
ill
500
d

480 .
3:
9
460
u.
..J
W 440
::>
u.
w
420
z
a
z
400
w
380
PIPER AIRCRAFT
PA-42/42-720
CHART 7604. PT6A-41 POWER ASSURANCE CHECK
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-20 -10 0 10 a:> 3) l 50
ENGINE AIR INLET TEMPERATURE (OC)
5H24
761000
Page 35
PIPER AIRCRAFT
PA42/42720
PT6A-61 ENGINE CONTROL ADJUSTMENTS PRIOR TO FIRST RUN
A. General
PPS50057B
This section contains engine control adjustments required after installing the Pratt & Whitney Canada PT6A-61
engine. Adjustments necessary prior to first engine run, and adjustments made during and following the first
engine run are described.
The required adjustments involve the fuel control unit (feu), the propeller control cam assembly or cam box,
and the propeller governor. Figure 76-24 shows the location of these controls.
The PT6A-61 engine may be equipped with either a Woodward type II or type III fcu. If replacement is
necessary, the type III feu is substituted for the type II. Providing engines are rigged correctly, no difficulties will
be encountered by having a type III feu installed on one engine, and a type II on the other engine.
The complete procedure must be followed and all steps perfonned in the sequence specified.
Refer to Pratt & Whitney Canada PT6A-60/61 Maintenance Manual, PIN 3034342, for the operating principles
and functions of engine mounted controls.
-NOTE-
To replace power control cable, refer to POWER LEVEL CONTROL
CABLE, in this chapter.
B. Rigging Of Rear Linkage, Fuel Control Unit (feu), And Propeller Control Cam Assembly
1. Check that power control cables are set exactly alike.
-NOTE-
The following measurements and adjustments may require moving
the autofeather microswitch actuating cylinder. To relocate cylinder
accurately, record the distance from the top of pedestal bracket to
bottom of cylinder before moving it.
a. Remove cockpit engine controls pedestal access covers.
b. Refer to Figure 76-25. Adjust support bracket jam nuts (8) to set gap (B) between top of support
bracket (9) and end of threaded cable housing (7) to 1.10 0.10 inches.
c. To set a 1.00 inch gap (A) between bottom of clevis (2) and top of connector, adjust length of threaded
male end of ball joint connector.
d. Check for proper thread engagement.
e. Tighten all jam nuts.
f. Install pedestal access covers.
76-10-00
Page 36
511
PIPER AIRCRAFT
PA-42/42-720
1. PUSH-PULL WIRE ROPE REAR
END CLEVIS
3. FCU INTERCONNECT OR
CONTROL ROD
ACTUATING LEVER
5. FUEL CONTROL UNIT LEVER
7. SERRATED SPACER
9. POWER LEVER CONTROL CABLE
11. CAM FOLLOWER PIN
\
)
/
12. RIGGING PLATE
13. CONDITION LEVER ARM EXTENSION
15. PROPELLER CONTROL AIR
PRESSURE (Py) TUBE
16. RIGGING PIN
INTERCONNECT ROD
18. CONSTANT SPEED UNIT
19. PROPELLER GOVERNOR ARM
20. PROPELLER MAXIMUM RPM
21. REVERSE PUSH-PULL
WIRE ROPE
Figure 76-24. Overall View - Pf6A-61 Engine Controls
512
76-10-00
Page 37
PIPER AIRCRAFT
PA-42/42-720
1. POWER LEVER (THROTTLE)
2. CLEVIS
3. CLEVIS JAM NUT
5. SEAL NUT
7. SUPPORT BRACKET
8. SUPPORT BRACKET JAM NUTS
9. AUTOFEATHER MICROSWITCH
ACTUATING CYLINDER
2
3
5
4
r--
r- r- -
fo- fo-
f0- r-
-
r- r-
r- r-
-
r- r-
1'1 fH'
l-
,nl,H
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+.

'1
'!
, ,
,' ......
"
"
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"
!
,
,
. I

,.
..
.,
"
':
"
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t

'""'"
---
_t-
A) 0.75 (
T
6
7
"
I
,
"
I'
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I II
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9
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'l"P
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!!
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,
Figure 76-25. Power (Throttle) Cable Pedestal Adjustments
2. Throttle (Piper) ann installation.
a. Refer to Figure 76-26. Place throttle ann (1) onto pivot pin (8).
b. Insert rigging pin (5) through hole in throttle ann (1), rigging plate (7), fuel control actuating lever (2),
and propeller cam (3).
c. Insert bolt with washer (6) from rear to front, through bottom of throttle ann (1).
d. Install washer and nut onto bolt; tighten nut.
3. Interconnect rod installation. (Refer to Figure 76-27)
a. Disconnect push-pull cable clevis (1) from propeller cam (2).
b. Loosen rod end bearing jam nuts (12).
c. Adjust rod ends so that distance (X) between centers of installation bolt holes (11) is 8.60 inches.
1. THROTILE (PIPER) ARM
3. PROPELLER CAM
4. INTERCONNECT ROD END 5
5. RIGGING PIN (0.090 INCH DIAMETER)
6. BOLT, WASHER, AND NUT
7. RIGGING PLATE
Figure 76-26. Propeller Cam Assembly - Front To Rear View
76-10-00
Page 38
513
PIPER AIRCRAFT
PA-42/42-720
d. Using bolt, washer, and castellated nut, attach one end of interconnect (3) to bottom hole in fuel control
actuating lever (4).
e. Using bolt, washer, and castellated nuts, attach other end of interconnect rod (3) in outer (top) hole of
fcu fuel control arm (5).
f. Check rod end bearing (11) thread engagement; tighten jam nuts (12).
g. Tighten castellated nuts to 24 inch-pounds; safety with cotter pins.
1. PUSH-PULL CABLE REAR END CLEVIS
2. PROPELLER CAM
3. INTERCONNECT ROD
5. FUELCONTROLARM
6. CAM FOLLOWER PIN
7. SERRATED SPACER
8. RIGGING PIN (0.090 IN. DIA)
9. RIGGING PLATE
10. PIVOT PIN
11. ROD END BEARING
12. ROD END BEARING JAM NUTS
Figure 76-27. PT6A-61 Interconnect Rod Rigging
4. Low idle stop adjustment.
a. Refer to Figure 76-27. Insert rigging pin (8).
b. Install interconnect rod (3).
c. Check that fcu power lever is firmly against low idle stop. Use serrated spacer on fcu to adjust.
-NOTE-
See Figure 76-29 for Woodward type II fuel control unit. See Figure
76-30 for Woodward type III fuel control unit.
The following will result in a net arm travel of 0.6
0
clockwise.
514
76-10-00
Page 39
PIPER AIRCRAFT
PA-42/42-720
(1) Refer to Figures 76-28 and 76-29 or 76-30, as appropriate. Unsafety and loosen fcu ann extension.
(2) Change inner serration alignment by holding spacer and fcu arm together and rotating one
increment clockwise.
(3) Change outer serration alignment by holding spacer against inner serrations and rotating feu ann
one increment counterclockwise.
d. Tighten fcu ann extension to a torque of 30 inch-pounds and safety.
e. Remove rigging pin. Rotate throttle ann (Figures 76-26 and 76-31) full forward. Cheek that fcu power
lever contacts maximum forward Ng stop (Figures 76-29 or 76-30).
f. Rotate throttle arm to full reverse position. Check that fcu power lever contacts maximum reverse
power stop.
g. Set throttle arm to idle (track) position; insert rigging pin.
C. Power Level Control
-NOTE-
This paragraph describes power cable adjustments required following
an engine installation. If a new power cable is installed, see POWER
LEVER CONTROL CABLE for preliminary rigging.
1. Refer to POWER LEVER CONTROL CABLE, paragraph C. Complete items la through 1m, as required.
2. Set cockpit power levers in idle stop.
3. Refer to Figure 76-31. Install rigging pin (19).
4. Adjust rod end bearing (15) to align with hole in top of throttle ann (18). Install using bolt (16), washers,
and castellated nut. Safety with cotter pin.
5. Tighten jam nut (13); crimp safety washer (14).
6. Remove rigging pin (19). Push cockpit thrust levers full forward.
1. SERRATED SPACER
2. FUEL CONTROL ARM
EXTENSION NUT
3. FUEL CONTROL ARM
4. OUTER SERRATIONS
5. INNER SERRATIONS
+---3
Figure 76-28. Fuel Control Ann Serrated Spacer Adjustment
76-10-00
Page 40
515
PIPER AIRCRAFT
PA-42/42-720
12
1. MAXIMUM REVERSE POWER
STOP
2. POWER LEVER BOSS
3. INNER SERRATIONS
4. MAXIMUM FORWARD POWER (Ng)
STOP 0.9%
5. HIGH IDLE STOP ADJUSTMENT
(0.73% PER TURN)
6. LOW IDLE STOP ADJUSTMENT
(0.34% PER TURN)
7. CONDITION LEVER CAM
8. POWER LEVER
11. ROD END
JAM NUT
Figure 76-29. Woodward Type II Fuel Control Unit - Left Side View
516
76-10-00
Page 41
PIPER AIRCRAFT
PA-42/42-720
\r'''-'''
\ ~
k. CONDITION
LEVER CABLE
NOT ADJUST
DEAD BAND
STOP SCREW AND
ADJUSTMENT
DO NOT ADJUST
Figure 76-30. Woodward Type III Fuel Control Unit - Left Side View
76-10-00
Page 42
517
PIPER AIRCRAFT
PA-42/42-720
7. Refer to Figure 76-29 or 76-30. FCU power lever should contact maximwn Ng forward power stop. Adjust
control cable system as required. Do not adjust maximum forward Ng stop screw of FCU.
-CAUTION-
MOVE POWER LEVERS INTO REVERSE POSITION WHEN
PROPELLER PUSH-PULL WIRE ROPE CLEVIS IS
CONNECTED TO PROPELLER CAM, WILL RESULT IN
BENDING OR KINKING OF WIRE ROPE.
8. Refer to Figure 76-27. Disconnect push-pull wire rope clevis (1) from propeller control cam (2).
9. Refer to Figure 76-29 or 76-30. Move COCkpit power levers into reverse mode until FCU power lever
contacts maximwn reverse power stop.
10. Refer to Figure 76-31. Adjust reverse power stop (7) so that gap (X), between power stop and seal nut (4),
is at least 0.010 inches.
11. Move cockpit power levers forward past idle position, then back to idle gate. Adjust power control cable
rod end bearing (Figure 76-31), if required, so that:
a. FCU lever idle stop (Figure 76-29 or 76-30) is being contacted.
b. Rigging pin holes on propeller control cam assembly (Figure 76-26) are aligned.
12. Refer to Figure 76-27. Connect push-pull wire rope rear end clevis (1) at second hole from top of propeller
cam (2) with pin and washer; safety with cotter pin.
1. POWER (THROTILE) CABLE
HOUSING
2. JAM NUTS
4. SEAL NUT
5. THREADED CONTROL CABLE
6. JAM NUT
4
7. REVERSE POWER (BETA) STOP
8. SPECIAL BOLT
9. THREADED CONTROL CABLE
10. JAM NUT
12. THREADED MALE END OF
CONTROL PIVOT
7
9 10 11
6 8
13 15
13. JAM NUT
14. SAFETY WASHER
15. ROD END BEARING
16. BOLT
17. RIGGING VALVE
19. RIGGING PIN
Figure 76-31. Power Lever (Throttle) Cable Installation
518
761000
Page 43
D. Front End Rigging
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Propeller and carbon block must be installed before making following
adjustments.
1. Beta valve adjustment.
a. Location: Right side of propeller governor. (See Figure 76-32.)
b. Set cockpit power control lever in takeoff (full forward) position.
c. Face of beta valve clevis slot (11) should be flush with beta stop nut (6). To adjust:
(1) Disconnect wire rope front end clevis (3) from reversing ann (4).
(2) To maintain face of beta valve clevis slot (11) flush with beta stop nut (6), adjust front end clevis
(3) to align with hole in reversing ann (4).
(3) Attach front end clevis (3) to reversing ann (4) with bolt and castellated nut.
d. Tighten all back up nuts to a torque of 68-85 inch-pounds and safety.
2. Interconnect rod adjustment.
a. Location: Right side of propeller governor. (See Figure 76-32.)
b. Refer to Figure 76-27. With cockpit power lever in idle position, check that cam follower pin (6) is in
track point.
c. Refer to Figure 76-32. Check gap between interconnecting rod outer part (8) and hex face of inner part
(9) is 0.060 inches. To adjust:
76-1000
Page 44
(1) Loosen rod end bearing jam nut (13).
(2) Set 0.060 inch gap by adjusting outer part (8) of interconnecting rod.
(3) Tighten jam nut (13); safety.
1. STOP
2. WIRE ROPE (CABLE)
3. WIRE ROPE FRONT
END CLEVIS
4. PROPELLER REVERSING
ARM
5. BETA CONTROL CLEVIS
6. BETA STOP NUT
7. PULLEY
OUTER PART
INNER PART
10. AIR BLEED LINK
(RESET) ARM
11. BETA VALVE CLEVIS
SLOT FACE
12. ROD END BEARING
13. JAM NUT
Figure 76-32. PT6A-61 Engine Propeller Governor - Right Side View
519
-=r---4
6
PIPER AIRCRAFT
PA-42/42-720
E. Condition (Start Control) Lever Rigging
-NOTE-
Condition lever and start control are the same. Low idle is same as
ground idle.
1. Refer to Figure 76-33. Check that fuel condition cable rod end bearing (3) is disconnected from condition
lever arm extension (4).
2. Refer to Figure 76-34. Set cockpit condition lever (4) to locate roller (3) in low idle detent (2).
3. Refer to Figure 76-33. Position FCU condition lever arm (6) in low idle position.
4. Insert a 0.187 inch bolt rigging pin (5) through elongated hole in condition lever arm (6) into rigging hole in
FCU.
5. Adjust condition lever cable rod end bearing (3) to align with hole in condition lever arm extension (4).
6. Attach rod end bearing (3) to arm extension (4) with bolt and nut.
7. Tighten rod end bearing jam nut (2) to 35-50 inch-pounds.
8. Remove rigging pin (5).
9. Position condition lever arm (6) in high idle position. Check that lever arm is contacting high idle stop (7).
10. Referto Figure 76-34. Check that cockpit condition lever (4) has 0.06 to 0.10 inch spring back in high idle.
Adjust stop (1) as required.
11. Place condition lever (4) in low idle detent (2).
12. Move cockpit condition lever (4) to high idle and back to low idle position. Check that condition lever
roller (3) is in low idle detent (2).
13. Move cockpit condition lever (4) to cutoff position and forward to low idle. Check that condition lever
roller (3) is in low idle detent (2).
F. Propeller Control Rigging
-NOTE-
Make following adjustments before first engine run. Final propeller
control adjustments to be made with engine running.
Installation hole in governor arm may require 100 countersinking to
accommodate a MS24694-54 bolt.
1. Refer to Figure 76-35. Attach ann extension (2) to propeller governor arm (4) with bolt, washer, and nut.
2. Place cockpit propeller control lever in feather position.
3. With governor ann (4) against feather stop (3), adjust rod end bearing (1) to align with hole in ann
extension (2).
4. Using blot (9), spacer (8), two washers (10), and nut (7), attach rod end (1) to arm extension (2).
5110
76-10-00
Page 45
PIPER AIRCRAFT
PA-42/42-720
2. JAM NUT
3. ROD END BEARING
5. RIGGING PIN
6. HIGH IDLE STOP
7. DO NOT ADJUST
8. TYPE II: LOW IDLE ADJUSTMENT
TYPE III: LOW IDLE STOP
9. DO NOT ADJUST
Figure 76-33. Woodward FCU - Left Side View
1. COCKPIT CONDITION LEVER STOP
2. NOTCH
3. CONDITION LEVER ROLLER
4. COCKPIT CONDITION LEVER
5. IDLE DETENT GUIDE
-NOTE-
RIGHT ENGINE CONDITION LEVER SHOWN;
LEFT ENGINE ROLLER & NOTCH ON
UNDERSIDE OF GUIDE. 0
Figure 76-34. Cockpit Condition (Start Control) Lever - PA-42-720
761000
Page 46
5111
6
PIPER AIRCRAFT
PA-42/42-720
5. Tighten rod end bearing jam nut (11) to a torque of 35-40 inch-pounds.
6. Move both cockpit propeller levers forward until contacting low pitch stops (5). Check for 0.060 inch lever
springback. Adjust lever stops as required.
7. Check that both cockpit propeller control levers are aligned when contacting low pitch stop (5). Adjust
cable rod end bearing (1) as required.
4
FRONT VIEW
6
t
A
7
TOP VIEW
,,-.. ....,-
~ - - - -
, I
I I
I ",, __ ._
5 ....:: .... - - - - ..... 't-iRIi;,-
... , ".,
, ... . : ~ ........ - ...
1. ROD END BEARING
2. ARM EXTENSION
(PIN 51623-00)
3. FEATHER STOP
BOLT
4. GOVERNOR ARM
5. MAXIMUM RPM
STOP BOLT
6. BOLT
(MS24694-54)
SECTION A-A
7. NUT
(MS20365-1032C)
8. SPACER
(PIN 14976-72)
9. BOLT
(PIN 404444)
10. WASHERS
11. JAM NUT
12. CONSTANT SPEED
UNIT
Figure 76-35. Propeller Governor
PT6A-61 ENGINE RUN ADJUSTMENTS PPS-601071B
-CAUTION-
DISCONNECT POWER SUPPLY PLUG FROM IGNITER
BOX. PUSH IN APPROPRIATE VOLTAGE CONTROL
(VOLTAGE CONT) AND GENERATOR RESET (GEN RESET)
CIRCUIT BREAKERS.
A. Preparing For Initial Start And Run
1. Place eight quarts of oil, specified in latest Pratt & Whitney Canada SeIVice Bulletin No. 13001, in engine
oil tank.
2. Disconnect fuel supply line at engine flow divider. Attach short hose to disconnected fuel line that pennits
fuel to drain into a suitable container.
5112
76-10-00
Page 47
PIPER AIRCRAFT
PA-42/42-720
3. Set cockpit condition lever to ground idle.
4. Pull ignition (IGNITION) circuit breaker out.
5. Select fuel pump on.
-CAUTION-
DO NOT EXCEED STARTER TIME LIMITS OF 30 SECONDS
ON, 1 MINUTE OFF; 30 SECONDS ON, 1 MINUTE OFF; 30
SECONDS ON, 1 MINUTE OFF. IF MORE THAN THREE
START CYCLES ARE REQUIRED, ALLOW A 30 MINUTE
COOLING OFF PERIOD TO PREVENT OVERHEATING
STARTER.
6. Motor engine with starter until clean fuel is draining from fuel supply line.
7. Check the following during engine motoring run:
a. Indicating needles on Ng and Np gauges rotate in correct direction.
b. Oil pressure.
c. Fuel flow and fuel pressure.
8. Move condition lever to cutoff position. Check that fuel flow stops instantly.
9. Check that engine oil level is one quart below maximum cold indication. Service as required.
10. Remove drain hose attached to fuel supply line. Connect supply line to flow divider; safety.
11. Check for fuel and oil leaks.
12. Check that the following have been calibrated:
a. Interturbine temperature system.
b. Torque pressure indicating system.
c. Ng and Np indicating instruments.
-NOTE-
Refer to Chapter 77 for calibration procedures.
13. Push ignition (IGNITION) circuit breaker in.
14. Connect power supply plug to igniter box; safety.
-CAUTION-
BE SURE AIRPLANE'S WHEELS ARE CHOCKED BEFORE
PERFORMING ENGINE RUNS. BRAKES MAY FAIL OR
AIRPLANE MAY ROLL DURING HIGH POWER SETTING
ENGINE RUNUP.
B. First Engine Run
1. Take the following safety precautions before ground testing engines:
a. Position airplane into wind.
b. Set parking brake.
c. Chock wheels.
d. Check that a manned fire extinguisher is readily available outside airplane.
e. Clear area around airplane of loose objects.
f. Check that engine intakes and exhausts are free of foreign objects.
g. Clear danger areas around airplane of personnel.
76-10-00
Page 48
5113
OPERATING
CONDITION
POWER SEITING
TAKEOFF
MAX.
CONTINUOUS
MAX. CRUISE
RECOMMENDED
CLIMB CRUISE
MIN. IDLE
STARfING
TRANSIENT
MAX REVERSE (8)
PIPER AIRCRAFT
PA-42/42-720
CHART 7605. ENGINE OPERATING LIMITS PT6A-61
OPERATING UMITS
IDRQUE(I) MAXIMUM OIL
OBSERVED Ng Np (8) PRESSURE
SHP 2000 1900 1700 moc RPM PSIG (2)
RPM RPM RPM
720 1895 800 104 2000 105 to 135
720 1895 1995 2230 800 104 2000 105 to 135
720 1895 1995 2230 800 104 2000 105 to 135
720 1895 1995 2230 775 104 2000 105 to 135
750 56 60 (MIN)
(5) (5)
1000 200
(3)
2750 850 104 2200
(3) (4)
200 760 105 to 135
-NOTES-
Engine cooling has been demonstrated with oil cooler doors open for
all flight operations from sea level to 33,000 feet at an International
Standard Atmosphere (IS A) temperature plus 66F.
Engine cooling has been demonstrated with oil cooler doors closed
for all flight operations from seal level to 33,000 feet at ISA plus
40F.
OIL
TEMPERA-
TURE
C (6) (7)
o to 104
Oto104
OtolO4
Oto 99
-40 to 104
-40 (MIN)
o to 110
o to 104
(1) Torque limit applies within range of 1600 - 2000 prop rpm (Np); below 1600 rpm, torque is limited to 1100
lb. ft.
Torquemeter - Power Calculations
shp = rpm (Np) torque (foot-pounds) x K
Where: Np = propeller rpm
K=0.OOO19
(2) Nonnal oil pressure is 105 - 135 psig at gas generator speeds above 72% and oil temperatures between 60-
70C. Oil pressures below 105 psig are undesirable and indicate oil fIlter could be restricted. Oil pressure
between 60 and 105 psig must only be tolerated to complete flight at power settings not exceeding 1100
foot-pounds torque. Oil pressure below 60 psig is unsafe and requires either engine shut down or a landing
be made as soon as possible, using minimum power to sustain flight. During extremely cold starts, oil
pressure can reach 200 psig.
5114
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Page 49
PIPER AIRCRAFT
PA-42/42-720
CHART 7605. ENGINE OPERATING LIMITS PT6A-61(continued)
(3) Values are time-limited to 5 seconds.
(4) Values are time-limited to 20 seconds.
(5) Adjust power or condition lever to maintain value.
(6) A minimum oil temperature of 55C is recommended for fuel heater operation at takeoff power.
(7) Transient oil temperature is limited to 110C for 10 minute ground operations only.
(8) Propeller reverse and Beta range operational only with all landing gear on the ground.
76-10-00
Page 50
5115
PIPER AIRCRAFT
PA-42/42-720
h. Install cowling for other than ground idle engine runs of short duration.
-CAUTION-
BEFORE ATTEMPTING TO START ENGINE, PERSONNEL
SHOULD BE QUALIFIED BY A PILOT OR OTHER
RESPONSIBLE PERSON EXPERIENCED ON ENGINE
START AND SHUTDOWN PROCEDURES, AND OTHER
SYSTEM FUNCTIONS REQUIRED TO PROPERLY AND
SAFELY OPERATE ENGINES. REFER TO PILOT'S
OPERATING MANUAL FOR REQUIRED INFORMATION.
COMPLY WITH ALL ENGINE OPERATING LIMITATIONS
SHOWN ON CHART 760S.
2. Start engine. Idle 3 to 5 minutes. During engine run:
a. Cyc1e propeller.
b. Check proper operation of:
(1) Interturbine temperature instruments.
(2) Torque gauges.
(3) Engine rpm (Ng) instruments.
(4) Propeller rpm (Np) instruments.
(5) Fuel flow and fuel pressure instruments.
(6) Oil pressure and oil temperature instruments.
3. Shut down engine. Check:
a. Oil lines and connections for leaks. SelVice as required.
b. Fuel lines and connections for leaks. SelVice as required.
c. Engine oil level is one quart below maximum hot (MAX HOT) reference. SelVice as required.
d. Accessories mounted on and off engine for secure mounting and linkages. Service as required.
4. Install engine cowling.
5. Start engine.
6. Check v e r s ~ governor.
a. Set propeller control to full increase rpm.
b. Increase power until propeller rpm (Np) is 1600 20 rpm.
c. Push and hold hydraulic topping governor (htg) test switch up. Check that Np decrease 50 to 125 rpm.
d. Release htg test switch. Check that Np increases to original rpm.
e. Refer to Chapter 61 for corrective action.
7. Check autoignition.
a. Select ignition switch to automatic (AUTO).
b. Advance power levers. Check that ignition is off when torque has increased to 365 60 foot-pounds.
c. Move power levers back. Check that ignition is on at not less than 250 foot-pounds torque.
d. Refer to Chapter 74 for corrective action.
8. Check engine alignment. Refer to Chart 7606. See below for adjustment procedures.
C. Engine Running Adjustments
-NOTE-
When adjusting engine low idle or high idle, environmental control
system bleed air and generator must be on.
5116
76-10-03
Page 51
Nominal Settings
IdleNl
Idle ITT
Reverse Max.
Power
Oil Pressure
Oil Temp.
Fuel Press.
Max.N2
PIPER AIRCRAFT
PA-42/42-720
CHART 7606. ENGINE ALIGNMENT (PT6A-61)
Aircraft N Number
56% to 58% Pilot
750C Observer
180hp20hp Date
40 psi min. idle
105 to 135 psi power on Pressure Altitude
OOeto 104C OAT
15 to 50 psi Compute 1900 rpm Q
(From Chart 7603)
2000 rpm
LEFT ENGINE RIGHT ENGINE
FORWARD Nl DEAD BAND FORWARD Nl DEAD BAND
Obs Pickup D.B.
ResetD.B.
ResetD.B.
Final Pickup Point
1900RPMCK
Obs Torque (Q)
ResetQ
Reset Q
Reset Q
Final 1900 RPM Q
Tolerance: 30 ft-Ib of target value
30 ft-Ib between engines.
Obs IdleNl
ResetNl
ResetNl
Final Idle Nl
76-10-00
Page 52
IDLE SET
LOW HIGH
In. Obs Pickup D.B.
In. ResetD.B.
In. ResetD.B.
In. Final Pickup Point
1900RPMCK
Lb-Ft Obs Torque (Q)
Lb-Ft Reset Q
Lb-Ft Reset Q
Lb-Ft Reset Q
Lb-Ft Final 1900 RPM Q
Tolerance: 30 ft-Ib of target value
30 ft-Ib between engines.
IDLE SET
LOW HIGH
% Obs IdleNl
% ResetNl
% ResetNl
% Final Idle Nl
5117
Ft
C
Ft-Lb
In.
In.
In.
In.
Lb-Ft
Lb-Ft
Lb-Ft
Lb-Ft
Lb-Ft
%
%
%
%
Torque (Q)
xNp
x 0.00019
PIPER AIRCRAFT
PA-42/42-720
CHART 7606. ENGINE ALIGNMENT (PT6A-61) (continued)
LEFfENGINE RIGHT ENGINE
REVERSE H.P. CHECK REVERSE H.P. CHECK
Lb-Ft Torque (Q)
rpm xNp
shp x 0.00019
Lb-Ft
rpm
shp
hp reverse must be 180 20, and 20 hp hp reverse must be 180 20, and 20
differential between engines. hp differential between engines.
-NOTE-
Left and right engine adjustments are alike.
5118
76-10-00
Page 53
PIPER AIRCRAFT
PA42/42 720
1. Low idle adjusttnent.
a. Location: Fuel control unit (FeU).
(1) Woodward type II Feu see Figure 76-29.
(2) Woodward type III FeU see Figure 76-30.
b. Position cockpit condition lever in low idle detent.
c. Set Feu idle adjusttnent to produce 56 to 58 percent Ng.
(1) Woodward type II Feu: Ng will change 0.05 percent per flat adjusttnent.
(2) Woodward type III FeU: Ng will change 2.0 percent per flat adjusttnent.
2. High idle adjusttnent.
a. Location: Top section of fuel control unit (FeU).
(1) Woodward type II: See Figure 76-29.
(2) Woodward type III: See Figure 76-30.
b. Position cockpit condition levers to high idle position.
c. Set high idle stop screw to produce 69 to 71 percent Ng. One flat adjustment on type II and type III
Feu's result in 0.3 percent change in Ng.
-NOTE-
The following procedure only applies to engines equipped with
Woodward type III fuel control units.
3. Woodward type III fuel control unit (FeU) dead band adjusttnent.
a. Place both cockpit condition levers in idle position.
b. Refer to Figure 76-27. On each engine, disconnect push-pull wire rope rear end clevis (1) from
propeller cam (2).
c. Adjust both engine interconnect rod (3) lengths so that distance (X) between centers of rod end bearing
(11) installation bolt holes is 8.6 inches.
d. Using bolt, washer, and castellated nut, install one rod end (11) in bottom hole of cam assembly FeU
actuating lever (4). Safety with cotter pin.
e. Using bolt, washer, and castellated nut, install second rod end (11) to outer or top hole of FeU fuel
control ann (5). Safety with cotter pin.
f. Refer to Figure 76-36. Pull cockpit power lever into reverse range just far enough to move FeU dead
band stop screw off dead band stop.
g. Insert a piece of paper between dead band screw and dead band stop. Slowly move linkage toward
forward range until:
(1) Dead band screw contacts stop with just enough pressure to hold paper tight.
(2) Any movement oflinkage toward reverse range will release paper.
h. Refer to Figure 76-31. Using a protractor, measure and record angle (W), between propeller cam
assemble rigging plate (17), and throttle ann (18).
i. Refer to Figure 76-36. Push FeU linkage toward forward range to point where paper continues to be
held between screw and stop, but further movement would lift dead band screw off stop.
j. Refer to Figure 76-31. Measure and record new angle (W) between propeller cam assemble rigging
plate (17) and throttle ann (18).
k. Difference between angles measured in steps g and i should be 24 to 26. Adjust dead band stop screw
as required.
76-10-00
Page 54
5119
PIPER AIRCRAFT
PA-42/42-720
4. 1900 tpm torque adjustment.
a. Location: On propeller dome. (Figure 76-37)
b. Detennine the following:
(1) Pressure altitude (PA).
(2) Outside air temperature (OAT) in degrees Celsius (C).
(3) Refer to Chart 7603. Using PA and OAT, find target torque.
c. Set propeller control lever to maximum rpm position.
d. Increase engine power until propeller rpm (Np) indicates 1900.
(1) Check that indicated torque is 30 foot-pounds of target torque.
(2) Check that torque difference between engines does not exceed 30 foot-pounds.
-NOTE-
Mark all beta nuts and rods with a marking pen or pencil before
making any adjustments.
NgMAXIMUM
FORWARD STOP
.33% N 1 PER FLAT
SERRATED SPACER
AND POWER LEVER
DEAR BAND STOP
--SCREW AND ADJUSTMENT
DO NOT ADJUST
POWER LEVER
Figure 76-36. Woodward Type III Fuel Control Unit (FCU)
e. Refer to Figure 76-37. To adjust:
(1) Remove propeller spinner.
(2) Adjust beta nuts (1). One flat clockwise turn results in 30 foot-pounds torque increase.
5120
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Page 55
PIPER AIRCRAFT
PA-42/42-720
5. Reverse maximum power adjustment.
a. Location: Reverse power stop on power control cable (Figure 76-31).
b. Detennine maximum reverse power:
(1) Run engine. Place cockpit power levers in full reverse position.
(2) Note propeller rpm (Np) and torque (Q) on each engine.
(3) Find reverse horsepower (hp) by the equation: Np x Q x 0.00019.
(a) Check that reverse power is 180 20 hp.
(b) Check that reverse power difference between engines is not more than 20 hp.
10
1. BETA NUT
2. REFERENCE LINE
9
~ Y ~ . I
3. SPECIAL WASHER (AN960-6)
4. ROD PLATE
5. CHECK NUTS
6. ELASTIC NUTS
7. SCREWS
8. BLADE LINK ARMS
9. DOME NUT
10. PISTON UNIT
Figure 76-37. Propeller Dome Area
c. Refer to Figure 76-31. Use reverse power stop (7) to adjust gap (X). Increasing gap will increase
torque.
d. Check that Np does not exceed 1900 10 rpm. To adjust:
76-10-00
Page 56
(1) Location: Propeller govemorconstant speed unit (CSU). Refer to Figure 76-38.
(2) Disconnect interconnecting rod (5) from air bleed line ann (3).
(3) Move ann (3) rearward (away from stop) as far as possible and secure.
-NOTE-
Propeller csu cannot discriminate between 1900 rpm in forward thrust
or reverse thrust.
5121
PIPER AIRCRAFT
PA-42/42-720
(4) Start engine. Move cockpit power lever forward to maximum power stop.
-NOTE-
Turning CSU pneumatic minimum adjustment clockwise could result
in either decreasing or increasing propeller rpm. Same is true with
counterclockwise adjustment.
(5) Adjust csu pneumatic minimum adjustment screw (4) in increments to obtain 1900 10 rpm.
(6) Attach interconnecting rod (5) to air bleed line arm (3).
1. MAXIMUM Np STOP
BOLT ADJUSTMENT
2. Np SPEED SELECT LEVER
3. AIR BLEED LINE
(RESET) ARM
4. PNEUMATIC MINIMUM
ADJUSTMENT SCREW
5. INTERCONNECTING ROD
4
Figure 76-38. Propeller Governor - Right Side View
6. Maximum propeller speed adjustment.
a. Location: Propeller governor (Reference C, Figure 76-24; Figure 76-38).
-NOTE-
Check that nothing interferes with control linkage providing sufficient
travel to governor control arm.
Adjust one engine at a time
b. Start engine. Set cockpit propeller control lever full forward (high rpm). Check that lever has a 0.06
inch spring back.
c. Advance power lever. Np should increase to, and stabilize at, 2000 rpm.
d. Refer to Figure 76-38. Adjust maximum rpm stop bolt (1) as required. Clockwise adjustment decreases
rpm.
5122
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Page 57
PIPER AIRCRAFT
PA-42/42-720
7. In flight maximum gas turbine speed (Ng) adjustment.
a. Location:
(1) Woodward type II FCU: On right side ofFCU: See Figure 76-29.
(2) Woodward type III FCU: Top right of FCU. See Figure 76-36.
-CAUTION-
DO NOT EXCEED ENGINE LIMITATIONS WHILE
CHECKING MAXIMUM NG IN FLIGHT.
b. Obtain maximum cruise flight engine settings from Chart 7605.
c. In flight. set engine controls for maximum cruise.
d. Check that Ng reads 104 percent. To adjust:
(1) Check accuracy of 1900 rpm torque adjustment.
(2) Adjust maximum forward Ng stop on FCU.
(a) Woodward type II FCU: Refer to Figure 76-29. One 360
0
tum of stop bolt (4) results in 0.9
percent Ng change.
(b) Woodward type III FCU: Refer to Figure 76-36. Ng will change 0.33 percent per flat
adjustment.
e. Tighten Ng adjustment locknut and safety.
8. Feathering detent plate adjustment.
-NOTE-
Do not pennit propeller to feather when adjusting feathering detent
plate.
a. Start engines.
b. Set propeller control levers to full high rpm.
c. Move power control levers forward until propeller rpm is 1900.
d. Refer to Figure 76-39. Move propeller control levers back against feather detent.
e. Adjust plate position to obtain 1500 to 1600 propeller rpm.
f. Pull propeller controls past detent into feather position. Check that propeller is feathered.
761000
Page S8
PROPELLER
CONTROL
LEVERS
o
PROPELLER CONTROL
LEVERS FRICTION PLATE
Figure 76-39. PA-42-720 Feather Detent Adjustment
5123
9. Autofeather adjustment.
PIPER AIRCRAFT
PA-42/42-720
a. Location: Inside engine controls pedestal on power lever cables.
b. Place a strip of masking or other suitable tape on upper pedestal cover between power levers.
c. Start both engines.
d. Advance both power levers to 80 to 83 percent Ng. Mark power lever position on tape.
e. Shut down engines.
f. Set power levers to position marked on tape.
g. Remove engine controls pedestal access covers.
-CAUTION-
WHEN POSITIONING MICROSWITCH ACTUATING
CYLINDER, CHECK THAT SET SCREWS IN CYLINDER DO
NOT INTERFERE WITH SWITCH ROLLERS.
-NOTE-
The autofeather microswitch mounting holes are slotted. Fine
adjustments can be made by changing switch position.
h. Refer to Figure 76-40. Position actuating cylinder (1) so it just makes contact with autofeather switch
roller (6). Tighten setscrews.
i. Start engines.
(1) Position AUTOFEATHER ARM switch to ARM.
(2) Advance both power levers.
(3) Check that ARM-AUTOFEATHER light comes on between 80 and 83 percent Ng.
1. ACTUATING CYLINDER
2. POWER (THROTTLE) LEVER
3. CLEVIS
5. AUTOFEATHER SWITCH
6. AUTO FEATHER SWITCH ROLLER
7. ACTUATING CYLINDER SET SCREWS
8. POWER (THROTTLE) CABLE
9. SUPPORT BRACKET JAM NUTS
10. SUPPORT BRACKET
Figure 76-40. Autofeather Microswitch Adjustment (PA-42-720)
5124
76-10-00
Page 59
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
To ann autofeather system, both power levers must be advanced from
80 to 83 percent Ng. Both torque meters must exceed 675 foot-
pounds and both bleed air pressures must exceed 22 psig.
10. Check engine acceleration match.
a. Run engines. Advance power levers. Check that both engines accelerate the same.
b. To adjust:
(1) Check that engine controls are rigged correctly.
(2) If rigging is correct, suspect the slow engine.
(a) Check Feu governor air pressure (Py) bleed tube for leaks or restrictions. (Figure 76-24)
(b) Check FCU compressor discharge (P3) delivery tube for leaks or restrictions.
(c) Check P3 filter. Replace as required.
c. If adjustments above fail to correct uneven engine acceleration, refer to Pratt & Whitney Canada Pf6A-
60/61 Maintenance Manual, PIN 3034342.
11. Power lever stagger.
a. Cause: Uneven demand for fuel between engines.
b. Adjust length of power lever control cable when stagger is uniform between torques of 300 and 1000
foot-pounds.
c. Adjust Feu fuel control ann serrated spacer when stagger increases as power levers move forward.
(Figure 76-36)
-NOTE-
Before adjusting fcu serrated spacer, scribe a light reference across
serrated parts.
(1) Adjust Feu ann 0.6
0
counterclockwise on engine controlled by most forward power lever.
(2) Adjust Feu ClI1Il 0.6
0
clockwise on engine controlled by most rearward power lever.
(3) Adjust length of feu interconnect rod to attach in second hole from end of FCU ann.
-NOTE-
See PT6A-61 Rigging Of Rear Linkage, Fuel Control Unit, And
Propeller Control Cam Assembly, paragraph four for detailed serrated
spacer adjustments.
12. Power lever knob split check.
a. Start both engines.
b. Set propeller control levers to maximum propeller rpm (Np) position.
c. Increase power until Np is 1900 rpm on both engines.
d. Note relative poSition of power lever knobs and any difference in engine torque.
e. Ifknob split exceeds 1/8 knob, or engine torque difference exceeds 30 foot-pounds:
(1) Set power controls to highest possible torque between 1800 and 2000 foot-pounds permitted by
aircraft handling difficulties.
(2) Set propeller controls to maintain 1900 rpm.
(3) Record power lever knob split, gas turbine rpm (Ng), propeller rpm (Np), engine torque (Q), and
fuel flow (FIF) of both engines.
(4) Determine the average Ng.
(5) Adjust power to operate both engines at the average Ng.
f. If knob split remains more than 1/8 knob, but torque difference is 30 foot-pounds or less, check
accuracy of engine controls rigging.
76-10-00
Page 60
5J1
PIPER AIRCRAFT
PA-42/42-720
g. If torque difference exceeds 30 foot-pounds. but knob split is 1/8 knob or less, calibrate torque gauges.
Refer to Chapter 77.
h. If. after making adjustments and calibrations above, knob split or torque difference exceeds 1.8 knob or
30 foot-pounds. refer to Pratt & Whitney Canada PT6A-60/61 Maintenance Manual, PIN 3034342.
The dry engine motoring run is used:
1. To clear engine of trapped fuel or vapors after an unsuccessful engine start.
2. To check fuel system for leaks after a component replacement.
3. If there is evidence of a fire within the engine.
-NOTE-
See Pratt & Whitney Canada PT6A-60/61 Maintenance Manual. PIN
3034342. Chapter 71, for dry engine motoring run procedures.
A wet engine motoring run is used strictly for engine maintenance purposes. It is not a part of nonnal engine
start procedures.
-NOTE-
See Pratt & Whitney Canada PT6A-60/61 Maintenance Manual. PIN
3034342. Chapter 71. for wet engine motoring run procedures.
PT6A-61 ENGINE PERFORMANCE CHECK
-NOTE-
Engine instrumentation and altimeter must be correctly calibrated
before making any power checks.
Engine perfonnance check procedures must be done periodically to detect engine perfonnance changes and
mechanical deterioration. Refer to Pratt & Whitney Canada PT6A-60/61 Maintenance Manual, PIN 3034342,
Chapter 71 and to Chart 7607, for specific check procedures.
ENGINE DATA PLATE SPEED CHECK
The gas generator trim speed, recorded during final engine acceptance tests, is stamped on the engine data plate.
Data plate speed check curves are used to detennine desired engine perfonnance parameters. Refer to Pratt &
Whitney Canada PT6A-60/61 Maintenance Manual, PIN 3034342 and infonnation letter number eight for
specific instructions. See Chart 7507. in this manual for assurance check curves.
5J2
76-10-00
Page 61
PIPER AIRCRAFT
PA42/42 720
CHART 7607. PT6A-61 POWER ASSURANCE CHECK
t-mmU11ll::: ::!,II!!II.JI .. :,I!I. .. :-+:.I!:l: !t!: ::-::I:i!!
I ..... I!l II 'H' .,.1 : .. P ... "." I:, :; .... ,' .. ...... I -
I t "" "'" .0' "' "'" I ,. ., , I _
__
r-.... lU .,.. .1 ........ ' ............................................. .
h ................ ..... :1' .......................................... ..
. ... -::: :.::: ::q It:: !::: ::.! :::: :::: :::: :::: ::;.:. :::: :::: :::: ::-::
g:;: I: I : i !;' i;:: : '1' :; : i! II;;: : ',' :: 1
11
1' i, ; L; I ; ; :: :.::: :::: :::: :::: ::.: :: :: :::: : ::::
IOD r-:-' ...... . ... . II , I 111 I t MG' l.hiII._._ .. , ... . ".... .. ..
i::-: 1:-:: ;:111 [lmll :IIfP ,I.:: '.': :.:: ........ : ... ':1' ... : :::: :::: :::..:
- ::.:,;:;; ;;:: :;;, II :;;. :; ... ;:; ::: :;:: :::: :::: :::: < ;;:; :::: :::,
':-;F: ':f!i- :!: i i i 11 1 H :: :
:::-. :::-: :::! :::: :",i!: :!:: :::: :::: :::: :::: :::: :::: :::: ::.: :::: :::: :::.
1-'" iF" I"; ..... ,. , ... "'1 ................................ ':.;.r .. ..
co .::: .::. :::: :::: I':!: :::. :::: :::: :::: :::: :::: :::: :::: :::. '02
;;r: ;::: :.::; :::: :::: ::;; :::: :::: ;::: :::: :::: :::: :::: ::::
...... '"'' ....... .,... ..... " ............... .... -
:::: :::: ::::. :::: :::1 i::: :::; :::: :::: :::: :::: :::: :.:::
".... .. ...... ,..... ...... ..... I ...... ,... ...... ... ..... . I ,. 70;";" .:;,,",.: .... . ..
..:.::: :::: .:::: :::: :::: :::: ;::1 :;:j :::: :::: :::: :::: :::: :::: ::::
-::: :-;:: :;:: :::: :::i ;::! :::; ;::. :::: ::;: :::: :::: :::: :::: .
..... .... .... , ........... "'j .... I'" ............ .................. ..
;;:: j:j: :':; :::; ::!: :::: :::: ::: .. ::: ::;:,:. "
......... '! , ....................... ................................ .
?:!: ;::: ;::; :::: :::: :::: :::: :::: :::: :::: ::::
;:;: ::.:: :::: NO: :::: :::.: :::: :::: :::: :::: :::: ::::
........................... .................. .. .......... ..
t-::=.: .;.:.: :.:-:-: :::: .. :::: :::: :::: :::: :::: :.:. :::: :::: :::: ::::
100 :::: :::: :::: :::: :::: :::: :::: :::. :::: :::: :::: :::: 82
. :::: :::: :::: :::: :::: :::: :::: :::; :::; :::'
.. ............................... i::L"V' 1-0"/ .......... .
.;.::: :::: :::: :::: :::: ;:;: :::: :::: :::: :::. '::: :;::
710 ;i;; :;;: ;;;: :;:: :::: :::: ::::
700 :::; :::: :::: 87
P.'x :::: :::: :::: :::; :::: :::: :::: :::: :: ... ::: :.:: : :. :.:: ::::
:::: :::; :::: :::: :::: :;:: :::: :::: :::: :::. :.:: :.:: : :: :::: ::::
-=:-:-:::-: :::: :::: :::: .J, :::: .::: :::: ::: .. :: :::: '.:. :::. ::::
_ "11 I.T.:r. ...................................... .
I.T.T.I&O iii; ::ii i::: :::; :;;;
CDCI . .. ..,. . . r,:;.r' ..,. .... .... .... .... .... ... . .. .... . . . .. . ...
ICX) :::.: :::: ::':: :::: :::: :!:: :::: :::: :::: :::: :::: :::: .:. :>
76-10-00
Page 62'
:::-:- =:== :::: :::: :::: :::: :::: :::: :::: :::: :::: :::: :::: :::: :::: ::::
.... .. ... .... .... .... .... .... .... .... .... ... ... .... .... .. ..
no : ::: :::: :::: :::: :::: :::: :::: :::: :::: :::: "sTATiCINSTALL.ED .... . ... I: : : :
jr.":: :::: :::: :::: :::: :::: ::.. :::: :::: :::: :::: PROP SPEED .. 2000 RPM . : : :
:::: :::: :::: ::: :::: :::: ::: :::: :: . :::: '::: NO BlEED & I::::
:::: :::: :::: :::. :::: : ::: : ::: : ::: :::: :::. :::: :::: NOPOWEREXTRACTION ::::
.... ....... ........... ..... .... .... .... .... SETTORQUEAT1890FTLBS .. ..
100 ::: :::: :.:: :::: :.:: ::.: :: .. :::. :::: : ... :::: :::. ::: ....................... ::: .
. . , ..... ..... ..... .... .... .... .... .... .... .... . .. .... .... .... .... .... .... . ...
30 20 10 o 10 20 30 10
OATCOCI
5J3
N.G.
C%)
PIPER AIRCRAFT
PA-42/42-720
FEATHER STOP ADJUSTMENT ON PT6A-41 AND PT6A-61 ENGINES
A. General
1. Perform the following propeller feathering check during the first flight following an engine installation:
-NOTE-
Refer to the Pilot's Operating Handbook for detailed procedures and
operating check lists for feathering and unfeathering a propeller while
in flight.
a. Installed engine: Power off.
b. Installed engine: Propeller feathered.
c. Operating engine: Maximum continuous power.
d. Airspeed:
(1) PA-42, Cheyenne III: 115 KIAS.
(2) PA-42-720, Cheyenne IlIA: 118 KIAS.
e. Aircraft trimmed longitudinally and directionally with no more than 5 degree angle of bank into
operating engine.
2. Adjust feather stops if propeller rotates either direction when in feathered position.
-NOTE-
PA-42 and PA-42-720 aircraft can be fitted with the Hartzell HC-
B3TN-3B propeller, having internal feather stops, or the Hartzell HC-
B3TN-3K propeller, having external feather stops.
B. Internal Propeller Feather Stop Adjustment
1. Location: Front face of spring retainer cup.
2. Use felt tip marker to mark a location reference across spinner and spinner bulkhead.
3. Remove spinner.
4. Refer to Figure 76-41. Using a felt tip pen, mark a reference (15) across the piston unit (10) and propeller
hub (16).
-NOTE-
Special washer is made by cutting a AN960-6 washer as shown in
Figure 76-41.
5. Install special washer (3) around one of the low stop rods (13) and seat into counterbore in front face of
piston shoulder (12).
6. Use calibers to measure and record distance (X) between beta nut (1) and special washer (3).
7. Use calibers to measure and record distance (Y) from rod plate (4) to special washer (3).
8. Repeat steps 5, 6, and 7 individually on remaining stop rods.
9. Remove plastic nuts (6), rod plate (4), check nuts (5), and beta nuts (1).
to. Remove safety screws (7) and blade link arms (8).
5J4
76-10-00
Page 63
PIPER AIRCRAFT
PA-42/42-720
11. Remove dome nut (9).
12. Remove piston unit (10).
13. Refer to Figure 76-42. Remove safety wire securing feathering stop screws.
14. If propeller rotated clockwise when feathered, adjust each feather stop screw 1/2 tum clockwise.
15. If propeller rotated counterclockwise when feathered, adjust each feather stop screw 1 2tum
counterclockwise.
16. Safety feather stop screws.
17. Refer to Figure 76-41. Install piston unit. Check alignment with reference mark (15).
18. Install blade link anns (8) and safety screws (7). Safety with safety wire.
19. Install dome nut (9). Tighten to a torque of 120 foot-pounds.
20. n ~ t a l l beta nuts (1) onto low stop rods (13).
21. With special washer (3) in place, adjust each beta nut to the recorded distance (X).
22. Install check nuts (5), rod end plate (4), and elastic nuts (6) onto low stop rods.
23. With special washer (3) in place, adjust check nuts (5) and elastic nuts (6) to the recorded distance (Y).
24. Start engine. Cycle propeller into and out of feather.
25. Check 1900 rpm torque setting.
a. PT6A-41 engine: See step 3 of Engine Running Adjustments.
b. PT6A-61 engine: See step 4 of Engine Running Adjustments.
26. Shut down engine. Check for oil leaks.
27. Noting reference marks, install spinner.
28. Perform in flight feather check.
C. External Feather Stop Adjustment
1. Location: Back side of each link arm just in front of guide collar.
2. Use felt tip marker to mark a location reference across spinner and spinner bulkhead.
3. Remove spinner.
4. Refer to Figure 76-41. Remove dome nut (9).
5. Refer to Figure 76-43. To gain access to feather stop adjustment allen screws, by hand, rotate propeller
blades toward low pitch (high rpm) position.
6. Use a 5/32 allen wrench to adjust feather stop screws.
a. A 0.024 inch linear movement of adjustment screw changes propeller blade angle approximately one
degree.
b. Move adjustment screws into piston if propeller rotates clockwise when feathered.
c. Move adjustment screws out of piston if propeller rotates counterclockwise when feathered.
7. Check all adjustment screws are equidistant from piston base.
8. By hand, move propeller blades to feathered position. Check that all adjustment screws are in contact with
guide collar.
9. Referto Figure 76-41. Install dome nut (6). Tighten to a torque of 120 foot-pounds.
to. Start engine. Cycle propeller into and out of feather.
11. Check 1900 rpm torque setting.
a. PT6A-41 engine: See step 3, Engine Running Adjustments.
b. PT6A-61 engine: See step 4, Engine Running Adjustments.
12. Shut down engine. Check for oil leaks.
13. Noting reference marks, install spinner.
14. Perform in flight feather check.
76-10-00
Page 64
5J5
PIPER AIRCRAFT
PA-42/42-720
1. BETA NUT
2. REFERENCE LINE
3. SPECIAL WASHER (AN960-6
CUT AS SHOWN)
4. ROD PLATE
5. CHECK NUTS
6. ELASTIC NUTS
7. SAFETY SCREWS
8. BLADE LINK ARMS
9. DOME NUT
10. PISTON UNIT
11. REVERSE RETURN SPRING
12. PISTON SHOULDER
13. LOW STOP ROD
14. SPINNER BULKHEAD
15. REFERENCE MARK
16. PROPELLER HUB
17. PISTON SHOULDER COUNTERBORE
Figure 76-41. Internal Feather Stop Adjustment
5J6
9
76-10-00
Page 65
76-10-00
Page 66
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5J7 THRU 5J9
5J7
CHAPTER
ENGINE INDICATING
5J10
SYSTEM
SUB-SYSTEM
77-00-00
77-10-00
77-10-00
77-10-00
77-10-00
77-10-00
77-20-00
77-20-00
77-20-00
77-20-00
77-20-00
77-20-00
77-30-00
77-30-00
77-30-00
77-30-00
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 77 - ENGINE INDICATING
SUBJECT
GENERAL
POWER
Torque Pressure Indicating System Description
Calibration
Tachometer-Generators (Propeller and Gas Generator)
Description
Removal and Installation
TEMPERATURE
Inter-Turbine Temperature Sensing System (lIT)
Resistance Check of Inter-Turbine Temperature
System
Calibration Check of lIT Gauge and Wiring
Procedure Using Barfield 2312G Test Equipment
Procedure Using Barfield IT-1000 Test Set
ANALYZERS
Engine Condition Trend Monitoring System
Introduction
Basis of the PT6 Engine Condition Trend
Monitoring System
5J11
GRID
NO. EFFECTIVITY
5J12
5J12
5J12
5J12
5J14
5J14
5J14
5J14
5J16
5J16
5J16
5120
5120
5J20
5120
5121
77 - Cont./Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
This chapter describes how to remove, calibrate, and install system components that indicate engine operating
conditions.
POWER
TORQUE PRESSURE INDICATING SYSTEM DESCRIPTION
The torque pressure system consists of a pressure transmitter mounted at the reduction gearbox case and a
torquemeter mounted in the instrument panel. The torque pressure value is obtained from the pressure
transmitter, which monitors pressure differential between two outlets on top of reduction gearbox case.
CALIBRATION (Figure 77-1)
1. Remove torque pressure line from the torque transmitter.
-CAUTION-
BE SURE THE SERIAL NUMBER (SN) ON TEST GAUGE
CALIBRATION CARD CORRESPONDS TO SN ON TEST
GAUGE.
PPS60091I1..v. C
2. Using appropriate AN fittings and pressure line, connect a Barfield pressure tester to torque transmitter.
a. Check that test gauge has been calibrated.
b. Check that test gauge is capable of using engine oil to provide and monitor static pressures of 0.0 to
80.0 psi.
3. Tum aircraft master switch on.
4. Loosen fittings and point valve knob toward line.
5. Tum handle clockwise until air is bled from line. (Evident when oil is observed dripping from fitting.)
Tighten fitting.
6. Tum valve knob toward reservoir, tum handle counterclockwise.
-NOTE-
Test gauge pressure of 65.42 psi corresponds to 2000 foot-pounds of
engine torque; 13.08 psig corresponds to 400 foot-pounds of engine
torque.
7. Tum valve knob toward line. Tum handle clockwise until test gauge reads 65.42 psi. Adjust cockpit torque
gauge to read 2000 foot-pounds.
8. Tum tester handle counterclockwise until test gauge reads 13.08 psi. Adjust cockpit torque gauge to read
400 foot-pounds.
-NOTE-
During test, minimize friction error by gently tapping test gauge and
cockpit torque gauge.
5J12
77-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
9. Repeat steps 7 and 8 until no more adjustments are required.
10. Calibrate torque system using values in Chart 7701.
11. Replace torque gauge if it is out of tolerance at any point during calibration.
12. When calibration is completed, tum valve knob perpendicular to line and disconnect tester.
l3. Attach torque pressure line to transmitter.
VALVE KNOB
Figure 77-1. Torque System Calibration
CHART 7701. TORQUE SYSTEM CALIBRATION DATA
77-10-00
Page 2
PSIG
13.08
16.36
26.17
32.71
39.25
45.79
52.33
58.87
62.15
65.42
71.96
72.94
FT.-LBS. TOLERANCE
400 30 ft-Ibs.
500 20 ft-Ibs.
800 30 ft-Ibs.
1000 30 ft-Ibs.
1200 30 ft-Ibs.
1400 30 ft-Ibs.
1600 30 ft-Ibs.
1800 30 ft-Ibs.
1900 20 ft-Ibs.
2000 30 ft-Ibs.
2200 30 ft-lbs.
2230 20 ft-lbs.
5J13
PPS60O!I'1
PIPER AIRCRAFT
PA-42/42-720
TACHOMETER-GENERATORS (PROPELLER AND GAS GENERATOR) DESCRIPTION
The propeller (Np) and gas generator (Ng) tachometer-generators produce an electric current which is
proportional to gas generator and propeller speed. The electric current is monitored by tachometer indicators
mounted in the instrument panel which indicate propeller and gas generator speed. The gas generator
tachometer-generator is mounted on the backside of the accessory gearbox and rotates counterclockwise. The
propeller tachometer is mounted on the right side of the reduction gearbox case and rotates clockwise.
REMOVAL AND INSTALLATION
1. Disconnect the electrical connector from the generator unit.
2. Remove the four mounting nuts at the base of the generator.
-CAUTION-
IMMEDIATELY AFTER REMOVING GENERATOR UNIT,
COVER THE TACH GENERATOR MOUNTING PAD TO
PREVENT FOREIGN MATERIAL FROM ENTERING THE
ENGINE.
3. Pull the unit straight out and away from the mounting lugs.
4. To install the generator unit, place a new gasket on the mounting pad.
5. Lubricate the generator unit shaft splines with Molybdenum Disulfide, Type G, paste form lubricant (MIL-
G-21164).
6. With the electrical socket pointing down, slide the generator into place over the mounting studs.
7. Secure the unit in place with the four mounting nuts and torque to 65 to 85 inch-pounds.
TEMPERATURE
INTER-TURBINE TEMPERATURE SENSING SYSTEM (ITT)
-NOTE-
If needed, refer to Pratt & Whitney Maintenance Manual, PIN
3034342 for greater detail.
The interturbine temperature (T5) sensing system provides the pilot with an indication of the engine operating
temperature occurring in the zone between the compressor turbine and the first stage power turbine stator vane
ring.
The system consists of a bus-bar and probe assembly, a wiring harness, externally mounted terminal block, a
trim harness incorporating a T1 thermocouple probe and preset variable resistor, and an instrument indicator
mounted in the instrument vanel.
The T1 trim thermocouple consists of chromeValumelleads encased in a stainless steel tube, having a variable,
preset, chromel resistor at the forward end. This unit has been set by the manufacturer in accordance to trim data,
in terms of temperature change, that is recorded on the engine data plate. No attempt should be made to adjust
the unit once installed and not defective. However, if replaced, it must be adjusted to procedures outlined in the
maintenance manual referenced in the note above.
5J14
77-20-00
Page 1
77-20-00
Page 2
;;,..,. .. ( j ~ ."::,
'U-- .
fb
PIPER AIRCRAFT
PA42/42 720
1. BARFIELD METER
2. METER TERMINAL
3. CHROMEL TERMINAL (SMALL HOLE)
4. METER TERMINAL
5. ALUMEL TERMINAL (LARGE HOLE)
Figure 77-2. Thennocouple Harness Loop Resistance Check
1. BARFIELD METER
2. CHROMEL TERMINAL (SMALL HOLE)
3. BARFIELD TERMINAL TO GROUND
4. ALUMEL TERMINAL (LARGE HOLE)
2
~ . - ( j ~ . -
"4...1..... . .
~
Figure 77-3. T5 Harness Installation Resistance Check
5J15
PIPER AIRCRAFT
PA-42/42-720
RESISTANCE CHECK OF ENGINE INTER-TURBINE TEMPERATURE SYSTEM
This check should be perfotmed using a Barfield 2312-G, Temperature Indicating System Test Set, available
from Barfield Instrument COIpOration, Miami, Florida.
-NOTE-
If several probes are broken or damaged, the loop resistance would
not necessarily fall o u t s i ~ the allowable tolerance. However,
erroneous temperature indications could occur due to reduced
sampling. To check for presence of defective probes or harness lead,
it is necessary to remove the engine power section assembly. (Refer
to Chapter 72, Pratt & Whitney Maintenance Manual, PIN 3034342.)
1. Remove aircraft external leads and T1 trim thermocouple leads from terminal on gas generator case.
2. Connect test set to alumel and chromel terminals on gas generator case tetminal block (Figure 77-2) and
measure loop resistance of TS system. Resistance should be between 1.28 and 1.52 ohms.
3. Connect test set leads between tetminal block alumel or chromel terminal and ground. Measured insulation
resistance must not be less than 5000 ohms.
-NOTE-
Always clean all contact surfaces immediately prior to assembly with
No. 400-grit abrasive cloth.
4. Connect external and trim thennocouple leads to appropriate alumel and chromel tetminals. Torque alumel
terminallO to 15 inch-pounds and chromel terminal 8 to 12 inch-pounds.
CALIBRATION CHECK OF ITT GAUGE AND WIRING
-CAUTION-
THE THERMOCOUPLES WILL GENERATE A SMALL
POTENTIAL WHICH WILL PRODUCE ERRORS IN THE
MEASURED VALUES IF THIS CHECK IS MADE WHILE
THE ENGINE IS HOT.
-NOTE-
A Barfield 2312G-8 Temperature Indicating System Test Set or a
Barfield IT-lOoo Digital Thrbine Temperature Test Set must be used
for making the following calibrations.
PROCEDURE USING BARFIELD 2312G EQUIPMENT
PPS60100
1. Remove top cowl of the affected engine and disconnect the chromel (+, yellow) and alumel (-, red) leads
from fIT probe located on the engine.
2. Record the outside air temp (OAT) using an accurate thetmometer placed next to the two leads removed
from fIT probe.
5J16
77-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
IF BARFIELD TT 1000 TESTER IS USED CONNECT THE BLACK
CLIP TO THE ALUMEL (- BLACK) LEAD AND THE RED CLIP TO
THE CHROMEL (+ RED) LEAD.
TEST
BUTTON
Red
( +) r ; ~ = t
Figure 77-4. Inter-Turbine Temperature Calibration Check
CHART 7702. BASIC MILLIVOLTS AND TEMPERATURE VALUES
77-2000
Page 4
Temperature
950C
850C
800C
750C
700C
600C
500C
400C
300C
mv (Millivolts) Tolerance
(39.3 my) 29C
(35.3 my) lOoC
(33.28 my) 5C
(31.21 my) lOoC
(29.13 my) 20C
(24.9 my) 20C
(20.6 my) 20C
(16.4 mv) 20C
(12.2 my) 20C
5J17
CHART 7703. THERMOELECTRIC VOLTAGE IN ABSOLUTE MILLIVOLTS
Deg Centigrade Graph Deg
C 0 1 2 3 4 5 6 7 8 9 10 C
-40 1.527 1.563 1.600 1.636 1.673 1.709 1.745 1.781 1.817 1.853 1.889 -40
-30 1.156 1.193 1.231 1.268 1.305 1.342 1.379 1.416 1.453 1.490 1.527 -30
-20 0.777 0.816 0.854 0.892 0.930 0.968 1.005 1.043 1.081 1.118 1.156 -20
-10 0.392 0.431 0.469 0.508 0.547 0.585 0.624 0.662 0.701 0.739 0.777 -10
0 0.000 0.039 0.079 0.118 0.157 0.197 0.236 0.275 0.314 0.353 0.392 0
0 0.000 0.039 0.079 0.119 0.158 0.198 0.238 0.277 0.317 0.357 0.397 0
10 0.397 0.437 0.477 0.517 0.557 0.597 0.637 0.677 0.718 0.758 0.798 10
20 0.798 0.838 0.879 0.919 0.960 1.000 1.041 1.081 1.122 1.162 1.203 20
30 1.203 1.244 1.285 1.325 1.366 1.407 1.448 1.489 1.529 1.570 1.611 30
40 1.611 1.652 1.693 1.734 1.776 1.817 1.858 1.899 1.940 1.981 2.022 40
50 2.022 2.064 2.105 2.146 2.188 2.229 2.270 2.312 2.353 2.394 2.436 50
60 2.436 2.477 2.519 2.560 2.601 2.643 2.684 2.726 2.767 2.809 2.850 60
70 2.850 2.892 2.933 2.975 3.016 3.058 3.100 3.141 3.183 3.224 3.266 70
80 3.266 3.307 3.349 3.390 3.432 3.473 3.515 3.556 3.598 3.639 3.681 80
90 3.681 3.722 3.764 3.805 3.847 3.888 3.930 3.971 4.012 4.054 4.095 90
Deg Fahrenheit Graph Deg
F 0 1 2 3 4 5 6 7 8 9 10 F
-40 1.527 1.547 1.567 1.588 1.608 1.628 1.648 1.669 1.689 1.709 1.729 -40
-30 1.322 1.342 1.363 1.383 1.404 1.424 1.445 1.465 1.486 1.506 1.527 -30
-20 1.114 1.135 1.156 1.177 1.197 1.218 1.239 1.260 1.280 1.301 1.322 -20
-10 0.904 0.925 0.946 0.968 0.989 1.010 1.031 1.051 1.072 1.093 1.114 -10
0 0.692 0.714 0.735 0.756 0.777 0.799 0.820 0.841 0.862 0.883 0.904 0
0 0.692 0.671 0.650 0.628 0.607 0.585 0.564 0.543 0.521 0.500 0.478 0
10 0.478 0.457 0.435 0.413 0.392 0.370 0.349 0.327 0.305 0.284 0.262 10
20 0.262 0.240 0.218 0.197 0.175 0.153 0.131 0.109 0.088 0.066 0.044 20
30 0.044 0.022 0.000 0.022 0.044 0.066 0.088 0.110 0.132 0.154 0.176 30
40 0.176 0.198 0.220 0.242 0.264 0.286 0.308 0.331 0.353 0.375 0.397 40
50 0.397 0.419 0.441 0.464 0.486 0.508 0.530 0.553 0.575 0.597 0.619 50
60 0.619 0.642 0.664 0.686 0.709 0.731 0.753 0.776 0.798 0.821 0.843 60
70 0.843 0.865 0.888 0.910 0.933 0.955 0.978 1.000 1.023 1.045 1.068 70
80 1.068 1.090 1.113 1.135 1.158 1.181 1.203 1.226 1.248 1.271 1.294 80
90 1.294 1.316 1.339 1.362 1.384 1.407 1.430 1.452 1.475 1.498 1.520 90
100 1.520 1.543 1.566 1.589 1.611 1.634 1.657 1.680 1.703 1.725 1.748 100
110 1.748 1.771 1.794 1.817 1.839 1.862 1.885 1.908 1.931 1.954 1.977 110
120 1.977 2.000 2.022 2.045 2.068 2.091 2.114 2.137 2.160 2.183 2.206 120
130 2.206 2.229 2.252 2.275 2.298 2.321 2.344 2.367 2.390 2.413 2.436 130
140 2.436 2.459 2.482 2.505 2.528 2.551 2.574 2.597 2.620 2.643 2.666 140
PIPER AIRCRAFT
PA-42/42-720
5J18
77-20-00
Page 5
77-20-00
Page 6
PIPER AIRCRAFT
PA42/42 720
BARFIIiLD
TT-1000 ry-
....
SYSTEM RES
1. ON-OFF SWITCH
2. DISPLAY WINDOW
3. TEMPERATURE ADJUSTMENT
4. FUNCTION SELECTED
SWITCH
5. SET SYSTEM
RESISTANCE SWITCH
6. RESISTANCE
MEASUREMENT
SWITCH
7. RESISTANCE
RANGE SELECTOR
8. SYSTEM RESISTANCE
SELECTOR
Figure 77-5. Barfield TI-1000 Test Set Controls
5J19
PIPER AIRCRAFT
PA-42/42-720
3. To detennine millivolt values to be used for testing and adjusting the ITT gauge, proceed as follows:
a. Referring to Table 7702, detennine the millivolt values that will be observed for various ITT gauge
temperatures, IF THE OAT IS OC (32F).
b. If the OAT is more or less than OC (32F) refer to Chart 7703. Using the recorded outside air
temperature, detennine the absolute millivolts.
c. For OAT's less than OC (32F) ADD the absolute millivolts obtained from Chart 7703 to the millivolt
values shown on Table 7702.
d. For OAT's greater than OC (32F) SUBTRACT the absolute millivolts obtained from Chart 7703 from
the millivolt values shown on Table 7702.
4. Place Barfield test set function switch to IND. Connect the leads of the Barfield test set and precision
multimeter as shown in Figure 77-4.
5. Press and hold test button on the test set, while adjusting the calibration knob, until millivolt value
detennined in step 3 is shown on multimeter. Check calibration of ITT gauge. Repeat the procedure for all
temperatures specified on Chart 7702.
6. If gauge is out of tolerance at any point it should be replaced.
PROCEDURE USING BARFIELD TTI000 TEST SET (Figure 77-5)
1. Set function switch to TEMP MEASURE.
2. Connect black clip to alumel(-) thennocouple lead and red clip to chromel (+) lead.
3. Using ON-OFF switch, tum test set on.
4. Referring to Chart 7702, adjust TEMP AD] until temperature to be checked appears on display. The TT-
1000 is internally corrected for variations of OAT; no further adjustments are required.
5. ITT gauge in cockpit instrument panel should indicate the same temperature, appropriate tolerances, as
being displayed on test set.
6. An open circuit in the thennocouple or lead wires, is indicated by the word OPEN appearing on the test set
display.
7. If ITT gauge is out of tolerance at any point it should be replaced.
ANALYZERS
ENGINE CONDITION TREND MONITORING SYSTEM
AIRCRAFT GAS TURBINE OPERATION INFORMATION LETTER NO.8
FOR PRATT & WHITNEY PT6A SERIES ENGINES
UNITED AIRCRAFT OF CANADA LIMITED
P.O. BOX 10, LONGUEUIL, QUEBEC, CANADA
INTRODUCTION
Contemporary gas turbine/turbo prop engine maintenance systems frequently include inflight engine
perfonnance monitoring, as a means of detecting mechanical deterioration in engine gas paths. A simple system
requiring almost no arithmetic calculation has been devised for PT6 engines to aid in planning indicated
rectifications early, and so reduce primary and secondary damage costs resulting from fully developed failures,
and risks of intlight shutdowns and flight cancellations.
5J20
77-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
BASIS OF THE PT6 ENGINE CONDITION TREND MONITORING SYSTEM
The turbine engine characteristic of repeatedly producing its output at, or very close to, charted gas generator
parameter values provides the basis for the PT6 trend monitoring system. Thus, under known conditions of
pressure altitude (PA) and indicated outside air temperature (IOAT), the gas generator parameter values of inter-
turbine temperature (ITT), compressor speed (Ng), and fuel flow (Wf), for particular output shaft speeds (Np) and
torques are predictable within reasonable limits.
New engines operate within a tolerance band either above or below charted parameter values and tend to
deviate more with time and deterioration of gas path components. Abrupt, or gradual increased rate of change of
nonnal deviations from charted parameter values indicate critical changes in gas path component conditions. In
many cases such changes are detectable before any drastic failure occurs. It is to this end that this system is
directed.
The monitoring system should be introduced when the engine is new or has just been overhauled. For specific
procedure to be used, refer to Pratt & Whitney Canada Publication "Aircraft Gas Turbine Operation Infonnation
Letters Number 22 and 23."
77-30-00
Page 2
5J21
PIPER AIRCRAFT
PA-42/42-720
GRIDS SJ22 THRU SJ24
5J22
77-30-00
Page 3
PIPER AIRCRAFT
PA-42 / PA-42-720
CHAPTER
79
OIL
5K1
PIPER AIRCRAFT
PA-42 / PA-42-720
5K2
PIPER AIRCRAFT
PA-42 / PA-42-720
5K3
May 15, 2012
79 - CONTENTS
CHAPTER 79 - OIL
TABLE OF CONTENTS
CHAPTER
79-00-00 GENERAL 5K5
Description 5K5
79-20-00 DISTRIBUTION 5K7
Oil Cooler 5K7
Removal 5K7
Installation 5K7
Oil Filter Element Maintenance 5K10
Oil Cooler Exhaust Door Transmission 5K10
Inspection 5K10
Removal 5K10
Installation 5K11
Oil Cooler Exhaust Door 5K12
Adjustment 5K12
Oil Diverter Valve 5K13
Description 5K13
Removal 5K13
Installation 5K13
Oil-To-Fuel Heater 5K15
Description 5K15
Inspection 5K15
Removal 5K15
Installation 5K16
79-30-00 INDICATING 5K17
Calibration Of Engine Oil Pressure Indicating System 5K17
Oil Temperature Probe 5K18
Page 1
PIPER AIRCRAFT
PA-42 / PA-42-720
5K4
May 15, 2012
79 - CONTENTS
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
5K5
May 15, 2012
79-00-00
Page 1
GENERAL
Description
Engine lubrication is provided through a pressure type system. The oil tank is an integral part of the
compressor inlet case and houses the main oil pump. A plunger pressure relief valve, located on top of the
main oil pump, regulates oil pressure. For overhaul or maintenance procedures of the engine, refer to the
PT6A-38/41 Maintenance Manual, P/N 3021442 or PT6A-61 Maintenance Manual, P/N 3032842.
The oil cooler is mounted to its cooling duct underneath the engine. A door to control air flow is built into
the rear of the duct and functions through an electric screw jack.
Two other important service items are the oil drain and breather line. A T type fitting, located on the right
side of each engine compartment, is used for draining oil. The oil breather line, connected to the overboard
breather port on the right side of the accessory case, is routed to the right side of each rear, bottom nacelle
panel.
NOTE: When replacing or repairing any assemblies, engine nuts, bolts, or screws, use thread lubricant,
engine oil, or equivalent when retorqueing parts.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K6
May 15, 2012
79-00-00
Page 2
PIPER AIRCRAFT
PA-42 / PA-42-720
5K7
May 15, 2012
79-20-00
Page 1
DISTRIBUTION
1. Oil Cooler
A. Removal (Figures 79-1 and 79-2)
(1) Remove both upper and lower engine cowlings and bottom rear support panel.
(2) Disconnect mounting blocks for drain lines from brackets connect to air duct flange. The oil
breather line on right side of each engine may need to be disconnect from affected mounting
blocks. Bracket with lines attached can be disconnect from flange.
(3) Remove oil cooler drain plug, drain oil from cooler and enough from lines to prevent excess
amount of oil from flowing over affected assemblies.
CAUTION: CAP OIL COOLER INLET AND OUTLET LINES TO PREVENT
CONTAMINATION.
(4) Disconnect cooler inlet and outlet lines.
(5) Properly support oil cooler. Remove attaching hardware mounting assembly to duct. Remove oil
cooler.
B. Installation (Figure 79-2)
(1) Position oil cooler in air duct with inlet and outlet lines towards right side of engine. Install
hardware, mounting cooler to duct.
(2) Reattach drain lines and support brackets.
(3) Connect lines to proper connection on oil cooler. Install and safety wire drain plug (if removed).
(4) Check oil lever and fill as required.
(5) Perform engine motoring run to check for leaks.
(6) Recheck oil level and fill as necessary.
(7) Install bottom cowl support panel and upper and lower engine cowling.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K8
May 15, 2012
79-20-00
Page 2
Figure 79-1. Engine Oil System Installation
PIPER AIRCRAFT
PA-42 / PA-42-720
5K9
May 15, 2012
79-20-00
Page 3
Figure 79-2. Oil Cooler Installation
PIPER AIRCRAFT
PA-42 / PA-42-720
5K10
May 15, 2012
79-20-00
Page 4
2. Oil Filter Element Maintenance (Figure 79-3)
Clean and inspect per Lubrication Chart, 12-20-00. Remove, clean, and reinstall element as follows:
A. Remove oil filter element by removing four self-locking nuts and plain washers securing filter cover
to right side of compressor inlet case at 3 oclock position.
B. Remove filter cover and O-ring; discard O-ring.
C. Withdraw filter element from filter body; discard O-ring from element.
D. Agitate filter element for 5 minutes in clean, unused petroleum solvent (specification AMS 3160).
E. Dry filter element with clean, dry, filtered compressed air, if available, or allow element to stand and
air dry.
F. With a magnifying glass, inspect element for clogged passages and broken wires. If more than 5
percent of element remains clogged after cleaning, return to an overhaul facility. If dents or broken
wires are found, replace element.
G. Install filter element in reverse order of removal (perforated flange first) using new O-rings. Ensure
teflon spacer is in position on filter cover lugs. Install cover; secure with four plain washers and self-
locking nuts. Torque nuts 24-36 inch-pounds.
3. Oil Cooler Exhaust Door Transmission (Figure 79-4)
A. Inspection
(1) Remove transmission per Removal, below.
(2) Clean transmission assembly with suitable solvent.
(3) Inspect transmission tube for excessive end or side play on transmission screws.
(4) Ensure transmission tube, screw, and rod end are not distorted or bent.
(5) Ensure bearing is not loose on transmission screw or in transmission housing. Determine excess
wear by holding transmission and moving screw up and down.
(6) Check for excess wear in transmission by turning screw by hand and noting end and side play in
transmission drive shaft. End play must not cause end pressure on motor drive shaft.
(7) If any checks show excess wear, corrosion, or damage, replace transmission or its components.
(8) Check solenoid brake assembly for excess wear, broken parts, sticking or burned out solenoid.
Repair or replace as necessary.
(9) After transmission screw and tube are cleaned and dried, apply coating of aircraft actuator grease
specification MIL-G-23827 to screw, ball nut, and transmission.
(10) When transmission assembly is disassembled for any reason, or at 500 hours, repack 75 percent
full with Dukes (P/N 2196-74-1) grease.
B. Removal
(1) Remove bottom cowl and cowl support panel to gain access to transmission assembly.
(2) Extend oil cooler door to full open position.
(3) Disconnect electrical leads from transmission and motor assembly.
NOTE: Identify leads to facilitate reinstallation.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K11
May 15, 2012
79-20-00
Page 5
Figure 79-3. Oil Filter Assembly
(4) Disconnect transmission rod from oil cooler door. Remove sleeve, jam nut, spring, spacer, and
seal from transmission rod.
(5) Disconnect transmission from firewall mounting bracket. Remove complete assembly from
aircraft.
C. Installation (Figure 79-4)
(1) Position transmission assembly in mounting bracket with rod protruding through oil cooler duct.
Secure with proper attachment hardware. Allow transmission to rotate on its mounting bracket.
(2) Connect electrical leads to transmission assembly.
(3) Place seal, spacer, and spring on transmission rod. Screw jam nut and sleeve onto rod.
(4) Connect transmission rod to oil cooler door with attachment hardware.
(5) Adjust oil cooler door.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K12
May 15, 2012
79-20-00
Page 6
Figure 79-4. Oil Cooler Door Installation
4. Oil Cooler Exhaust Door
Adjustment (Figure 79-4)
(1) Adjust sleeve on transmission rod so oil cooler door is flush with bottom of nacelle in fully
closed position.
(2) Adjust set screw on oil cooler door to activate limit switch before door is fully open. (PA-42 only)
(3) Check all attachment hardware for proper installation and security.
(4) Check operation of oil cooler doors and indicator lights by completing opening and closing cycle
(PA-42 only).
(5) Check operation of oil cooler doors by completing opening and closing cycle. (No annunciation
in PA-42-720.)
PIPER AIRCRAFT
PA-42 / PA-42-720
5K13
May 15, 2012
79-20-00
Page 7
5. Oil Diverter Valve (Figure 79-5)
A. Description
The diverter valve (mounted as shown in Figure 79-5) is a thermostatic bypass and check valve.
Situated between the oil-to-fuel heater outlet and the engine oil tank, the diverter valve diverts oil too
hot to return to the oil tank from the oil-to-fuel heater to oil flow headed for the oil cooler. The diverter
valve consists of a thermal valve and a pressure relief valve. Normal operating temperature for the
thermal control valve is 71C (160F). The pressure relief valve, set to operate at a pressure of 40 - 55
psi and an oil temperature of 76 - 79C (170 - 174F), prevents damage to the oil-to-fuel heater and
associated scavenge pump.
The only indication that diverter valve is not working properly is a higher then normal oil temperature
indicated on gauge. If this occurs, remove unit and refer to PT6A-41 Maintenance Manual.
B. Removal
(1) Remove bottom cowling from affected engine, and if necessary, bottom cowl support panel.
(2) Unclamp lines and electrical harnesses to gain access to assembly.
(3) Place drip pan or suitable container under rear of engine. Remove drain plug at base of oil-to-fuel
heater to allow residual oil to drain.
(4) Disconnect and remove external transfer tube while draining residual oil. Cap all lines and fitting
openings.
(5) Remove bolts securing short oil transfer tube retaining plate to diverter valve housing. Remove
retaining plate from groove in tube. If any problems exist in removing plate, allow it to remain
loose on tube.
(6) Disengage short transfer tube from oil-to-fuel heater. Insert tube into its cavity in diverter valve
housing until tube clears boss on heater.
(7) Remove valve housing by removing two bolts and washers, securing it to boss on compressor
inlet case.
(8) Withdraw valve housing from engine. Remove O-ring from housing port.
(9) Remove short transfer tube from valve housing, and if required replace O-rings.
C. Installation
(1) Replace O-rings damaged at removal.
(2) Install diverter valve on engine. Secure and safety assembly on engine and torque bolts to 36-40
inch-pounds, using thread lubricant, engine oil, or equivalent.
(3) Pull short transfer tube from its cavity in valve housing. Insert tube into its port in oil-to-fuel
heater.
(4) Fit retaining plate into its groove at front end of transfer tube. Secure plate to housing. Install
bolts with a wet torque of 36-40 inch-pounds as previously explained and safety.
(5) Install transfer tube between bypass port on valve housing and scavenge line tee adapter. Torque
coupling nuts to 450-500 inch-pounds and lockwire.
(6) Run engine and check for oil leaks.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K14
May 15, 2012
79-20-00
Page 8
Figure 79-5. Diverter Valve and Fuel Heater Installation
PIPER AIRCRAFT
PA-42 / PA-42-720
5K15
May 15, 2012
79-20-00
Page 9
6. Oil-To-Fuel Heater (Figure 79-5)
A. Description
The oil-to-fuel heater is a heat exchanger which uses heat from engine lubricating oil system to
preheat fuel for the fuel system. The assembly, mounted to the rear engine flange, also interconnects
with the diverter valve and oil tank.
The oil-to-fuel heater consists of a honeycomb, two-pass oil and fuel circuit, and a thermostatic valve.
The thermostatic valve regulates fuel temperature by either allowing oil to flow through the heating
circuit, or by passing it back to the engine oil tank.
B. Inspection
CAUTION: DO NOT USE TRICHLORETHYLENE OR SIMILAR AGENTS TO CLEAN
EXTERIOR SURFACE OF OIL-TO-FUEL HEATER. THESE AGENTS ATTACK
MOLDED INSULATED SURFACE. USE SOAP AND WATER TO IMMEDIATELY
CLEAN ANY PART OF SURFACE WITH THIS MATERIAL ON IT.
(1) Remove per Removal, below.
(2) Visually inspect mounting lugs for cracks and other defects.
(3) Inspect all bores, bosses, and threads for damage, corrosion, or cracks.
(4) Ensure proper installation of helical coil inserts located at fuel outlet port and boss, adjacent to
oil inlet port.
(5) Examine insulating material for proper surface condition.
NOTE: Cracks on bosses and mating surfaces are not permissible, but minor defects, blemishes,
corrosion, etc can be repaired. If exterior insulation has only minor damage which does not
penetrate to the metal, damage can be repaired. When damage is severe and penetrates to the
metal, return oil-to-fuel heater to manufacturer for molding of new insulation. Also ensure all
ports are capped before cleaning.
C. Removal
(1) Place a drip pan or other suitable container under rear of engine and oil drain fitting.
(2) Drain oil tank by removing cap on drain T fitting.
(3) Disconnect and cap fuel in line from heater and also cap fitting in heater.
(4) Remove heater drain plug and drain residual oil in heater. Reinstall plug and secure after oil stops
draining.
(5) Remove bolts fastening small transfer tube retaining plate to diverter valve disengage plate from
transfer tube; remove plate.
(6) Move small transfer tube into diverter valve so it clears heater.
(7) Unbolt fuel transfer tube plate from top of heater.
(8) Remove bolt and washer securing support bracket to heater and swing bracket away from heater.
(9) With oil-to-fuel heater supported, remove hardware mounting heater to flange; remove heater
downward.
(10) Remove all O-rings damaged during removal and cap all lines and openings to prevent
contamination of systems.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K16
May 15, 2012
79-20-00
Page 10
D. Installation
(1) When installing a new oil-to-fuel heater, proceed as follows:
(a) Remove shipping plugs from oil ports. Flush heater oil circuit with engine oil.
(b) Drain off excess oil and reinstall shipping plugs.
(c) Remove shipping plugs from fuel ports. Flush out fuel circuit with fuel.
(d) Drain off surplus fuel and replug ports.
(2) Remove caps from oil and fuel transfer tubes extending down from fuel control unit and engine.
Ensure the tubes are clean.
(3) Install new O-rings on transfer tubes.
(4) Remove cap from transfer tube leading to diverter valve. Install new O-ring.
(5) Remove all caps from oil-to-fuel heater.
(6) While aligning oil and fuel transfer tubes, raise oil-to-fuel heater to engage transfer tubes.
(7) Align holes in heater support flange with those on accessory gear box flange. Secure heater to
flange with required hardware. Torque bolts to 36-40 inch-pounds and lockwire.
(8) Swivel support bracket into position. Secure bracket to heater by torquing to 36-40 inch-pounds;
lockwire bolt.
(9) Install retaining plate on fuel transfer tube. Torque the bolts to 32-36 inch-pounds and lockwire
bolts to hole in plate.
(10) Replace O-ring, install oil transfer tube from diverter valve to heater, and reinstall retaining
plate. Torque bolts to 32-36 inch-pounds. Lockwire to hole in plate.
(11) Check heater drain plug. If plug is not tight and correctly lockwired, remove plug, replace O-ring,
and reinstall. Wet torque plug to 65-75 inch-pounds.
(12) Reinstall fuel supply line.
PIPER AIRCRAFT
PA-42 / PA-42-720
5K17
May 15, 2012
79-30-00
Page 1
INDICATING
1. Calibration Of Engine Oil Pressure Indicating System PPS60099
Check calibration of engine oil pressure indicating system as follows:
A. Connect a pressure tester set with a calibrated test gauge to oil transmitter using appropriate AN fitting
and pressure line. (Test set must be capable of providing and monitoring static pressures from 0 - 160
psi using engine oil.)
B. Turn ON aircraft master switch.
C. Allow fittings to remain loose and position valve towards line.
D. Turn handle clockwise until air is bled from line (oil must drip from line). Tighten fitting.
E. Turn valve towards reservoir and turn handle counterclockwise.
F. Turn valve towards line and turn handle clockwise again to attain high pressure of 135 psi.
G. Compare test gauge reading with oil pressure gauge reading.
H. Turn handle counterclockwise for a low pressure of 105 psi.
I. Again compare test gauge reading with oil pressure gauge reading.
NOTE: Tap test gauge to reduce frictional errors.
J. Begin checking oil pressure system by following values in Chart 7901. Keep within tolerances
stipulated.
K. After completing test, turn tester valve to NEUTRAL (perpendicular to the line) and disconnect tester.
L. Reconnect any lines previously removed.
PSI Tolerance (PSI)
50 5
60 5
80 3
105 3
120 5
135 5
155 5
CHART 7901. OIL PRESSURE GAUGE CALIBRATION DATA
PIPER AIRCRAFT
PA-42 / PA-42-720
5K18
May 15, 2012
79-30-00
Page 2
2. Oil Temperature Probe
The oil temp probe is located on right side of engine accessory section below overboard breather port. The
MS-28034-3 unit can be tested for proper resistance if a discernable temperature can be achieved. (Refer
to Chart 7902.)
Install unit as follows:
A. Lubricate new MS-35768-8 gasket in engine oil and install on unit.
B. Screw fitting assembly into boss unit until it bottoms tightly in engine fitting.
CHART 7902. OIL TEMPERATURE BULB SPECIFICATIONS
C Ohms Resistance C Ohms Resistance
-40 (-40F) 77.39 0.40
-30 80.56 0.40
-20 (-4F) 83.77 0.40
-10 87.04 0.04
0 (32F) 90.38 0.40
10 93.8 0.40
20 (68F) 97.31 0.40
30 (86F) 100.91 0.40
40 (104F) 104.6 0.40
50 108.39 0.40
60 (140F) 112.28 0.50
70 116.27 0.50
80 (176F) 120.36 0.50
90 124.44 0.50
100 (212F) 128.85 0.50
110 133.26 0.50
120 137.78 0.60
130 142.40 0.60
140 147.11 0.60
150 (302F) 151.91 0.60
PIPER AIRCRAFT
PA-42 / PA-42-720
5K19
May 15, 2012
79-30-00
Page 3
PIPER AIRCRAFT
PA-42 / PA-42-720
5K20
May 15, 2012
79-30-00
Page 4
GRIDS 5K20 THRU 6B6
PIPER AIRCRAFT
PA-42 / PA-42-720
6B7
CHAPTER
91
CHARTS AND WIRING
DIAGRAMS
PIPER AIRCRAFT
PA-42 / PA-42-720
6B8
PIPER AIRCRAFT
PA-42 / PA-42-720
6B9
May 15, 2012
91 - CONTENTS
CHAPTER 91 - CHARTS AND WIRING DIAGRAMS
TABLE OF CONTENTS
CHAPTER
Page 1
91-00-00 GENERAL 6B11
91-10-00 CHARTS 6B11
Chart 9101. List of Consumable Materials 6B11
Vendor Information 6B21
Chart 9102. Engine Torque Values 6B24
Torque Requirements 6B25
Chart 9103. Flare Fitting Torque Values 6B25
Chart 9104. Recommended Nut Torques 6C2
Lubrication of Threads 6C4
Lubrication of Gaskets and Seals 6C4
Chart 9105. Thread Lubricants 6C4
Chart 9106. Decimal Conversion 6C5
Chart 9107. Special Torques 6C6
Chart 9108. Torque Conversion 6C7
Chart 9109. Conversion Tables 6C8
Chart 9110. Decimal/Millimeter Equivalents of Drill Sizes 6C12
Chart 9110A. Hose Specifications 6C12A
91-20-00 ELECTRICAL SYSTEM CHARTS AND DIAGRAMS 6C13
Chart 9111. Electrical Wire Coding 6C13
Chart 9112. Electrical Symbols 6C14
91-20-00 WIRING DIAGRAM INDEX GUIDE 6C15
PIPER AIRCRAFT
PA-42 / PA-42-720
6B10
May 15, 2012
91 - CONTENTS
Page 2
GENERAL
This chapter contains charts applicable to various chapters and systems in this manual. All required electrical
schematics are also included.
CONSUMABLE MATERIALS
CHART 9101. LIST OF CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive EC 801 Minnesota Mining and
EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
(Rubber Adhesive)
Anti-Galling MIL-A-907 Ease-Off Taxacone Company
Solution
Anti-Seize Compound MIL-T-5544 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(White Lead Base) (JAN-A-669)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound "HIGH
TEMPERATURE"
Buffing and Rubbing Automotive Type DuPont Company
Compounds DuPont #7
Ram Chemical #69 Ram Chemicals
Compound for Mirror Glaze Mirror Bright Polish
Polishing Co., Incorporated
PIPER AIRCRAFT
PA-42/42-720
6B11
91-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
6B12
91-10-00
Page 2
CHART 9101. LIST OF CONSUMABLE MATERIALS (continued)
Plexiglas Polish
and Cleaner P-P-560 Part Number 403D Permatex Co., Inc.
Kansas City, Kansas
` 66115
Cleaners Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Dry Lubricant MIL-L-60326 MS-122-6075 Local Supplier
Engine Fuel PWA 522 and CPW 46 Aviation Gasoline
MIL-G-5572 may be
used for a maximum
of 150 hours between
overhaul.
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-G-23827A Supermil Grease Amoco
Instrumentation, (See Note 1) No. A72832
Gear and Actuator
Screw (Temp. Range - Royco 27A Royal Lubricants Co.
(100F to +250F)
Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
PIPER AIRCRAFT
PA-42/42-720
6B13
91-10-00
Page 3
Grease, Aircraft MIL-G-3278 Unitemp E.P. Texaco Incorporated
Instrumentation,
Gear and Actuator RPM Aviation Grease Standard Oil of Calif.
Screw (Temp. Range - 5, Supermil Grease
65F to +250F) No. 8723
Grease, Aircraft Aeroshell Grease 7A Shell Oil Corporation
Instrumentation,
Gear and Actuator Royco 78 Royal Lubricants
Screw (Temp. Range - Company
65F to +250F)
(cont) L-1212 Sinclair Refining Co.
1916 Uni-Temp California Texas Oil
Grease Corporation
Grease Ball and MIL-G-18709 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG-10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company
Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003
PIPER AIRCRAFT
PA-42/42-720
6B14
91-10-00
Page 4
Grease, General MIL-G-81322 Marfax All Purpose Texaco Incorporated
Purpose Wide
Temperature Aeroshell No. 6 Shell Oil Company
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Aeroshell No. 22 Shell Oil Company
Grease, High MIL-G-3545 High Temp. Grease, Texaco Incorporated
Temperature Marfak All Purpose
Shellaire Grease HT Shell Oil Company
Alvania E.P. Grease 2
Aeroshell Grease 5
Grease 77, Mobilux Mobil Oil Corporation
E.P. 2
Royco 45A Royal Lubricants Co.
L-1231 Sinclair Refining
Company
Grease, Aircraft MIL-G-7711 Regal AFB2 Regal Texaco Incorporated
General Purpose Starfak Premium
PED 3040 Standard Oil of Calif.
Aeroshell Grease 6 Shell Oil Company
Royco II Royal Lubricants
Company
PIPER AIRCRAFT
PA-42/42-720
6B15
91-10-00
Page 5
Grease, Lubricating, MIL-G-21164 Aeroshell Grease Shell Oil Company
Molybdenum No. 17
Disulfide, Low and
High Temperature Royco 64C Royal Lubricants Co.
Castrolease MSA (c) Burmah Castrol LTD.
Grease, Lubricating, MIL-G-6032 Royco 32 Royal Lubricant
Plug Valve, Gasoline Company
and Oil Resistant
Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
Grease, Lubricating, MIL-G-6032 L-237 Lehigh Tenneco
Plug Valve, Gasoline Chemicals Co., Inc.
and Oil Resistant
(cont) Rockwell 950 Rockwell International
Grease, Waterproof, Aero Lubriplate Fiske Brothers
High and Low Refining Company
Temperature
"Hot Melt" Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and "Hot diameter, 3 in. Company or most
Melt" Gun. long hardware stores.
Hydraulic Fluid MIL-H-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
PIPER AIRCRAFT
PA-42/42-720
6B16
91-10-00
Page 6
Hydraulic Fluid MIL-H-5606 3126 Hydraulic Oil Exxon Company U.S.A.
(Univis 40)
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape (PMS-C1012-2) Schnee Moorehead
Chemicals, Incorporated
Kevlar Kevlar Kevlar Special Products
Leak Detector MIL-L-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite MIL-S-22473 Loctite 290 Loctite Corporation
Grade AA
MIL-S-22473 Loctite 222
Grade H and HV
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum MIL-M-7866 Molykote-Type G Dow Corning Corp.
Disulfide (Paste)
Molykote - Type 2
(Powder)
PIPER AIRCRAFT
PA-42/42-720
6B17
91-10-00
Page 7
Oil, Air Conditioner Frigidaire #525 Virginia Chemical
Suniso #5 Sun Oil Company of
Pennsylvania
Texaco Capilla "E" Texaco Incorporated
Oil Lubricating, MIL-L-7870 Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
Oil, Lubricating 1692 Low Temp Oil Texaco Incorporated
General Purpose
Low Temperature Aviation Instrument Standard Oil Company
(cont) Oil of California
Royco 363 Royal Lubricants Co.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealant MIL-S-11031B PRC 5000 Products Research
PRC 383 Company
Sealant, Fuel RS-36b, Stripper CEE BEE Chemical Co.
Tank Sealing (thin)
RS-24b, Stripper
(thick)
PR 1422 A-2 Sealant Products Research
(Brushing Consistency) Company
PR 1422 B-2 Sealant
(Trowling Consistency)
PR 1431G, Faying
Surface Seal, Type 1
PIPER AIRCRAFT
PA-42/42-720
6B18
91-10-00
Page 8
Sealant, Fuel PR 1321-B 1/2,
Tank Sealing(continued) Access Panel
Sealant
PR 1560 MK, Primer Products Research
(Anti-Bacteriological Company
Coating)
BJO-0930, Phenolic Union Carbide Plastics
Balloons Division
ERL-2795, Epoxy
Resin
22LA-0340
Polyamid Hardener
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.
Structure B-4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or
Weatherstripping, etc)
G.E.-SS-4004 (Primer) General Electric
RTV-88 with Silicone Products
RTV-9811 Department
Windshield MIL-S-7502B B-1/4, PR 1221 Products Research
B-1/2, B-2, B-4, B-8, Company
B-12
PR 1425
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Sealer PR 1321 B-1/2 Products Research
Company
PIPER AIRCRAFT
PA-42/42-720
6B19
91-10-00
Page 9
Silicone Compound MIL-S-8660 DC-4, DC-6 Dow Corning
(MIL-C-21567) Compound
G-624 General Electric Co.
Silicone Products
Department
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
Teflon Tape .003" x .5" wide/-1 Minnesota Mining and
Manufacturing Company
Shamban W.S. and Co.
.003" x .25" wide/-2 Johnson & Johnson, Inc.
Permacel Division
Thread Sealant MIL-T-27730 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
PIPER AIRCRAFT
PA-42/42-720
6B20
91-10-00
Page 10
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
Corrosion Retardant MIL-C-16173 D LPS-3 Heavy Duty Holt Lloyd Corp.
Compounds (Piper P/N 197-508) Rust Inhibitor
(Piper P/N 197-509) Metal Parts Protector Chemi-Cap. Chemical
Protector Flex Packaging Corp.
NOTE
Take precautions when using MIL-G-23827 and engine oil. These
lubricants contain chemicals harmful to painted surfaces.
CHART 9101. LIST OF CONSUMABLE MATERIAL (continued)
VENDOR INFORMATION
A Chemi-cap G
American Gas and Chemical Packaging Corp. General Electric Co.
Chemical Co. LTD 1100 N.W. 70th Street Silicone Products Dept.
220 Pegasus Avenue Ft. Lauderdale, FL 33309 Waterford, NY 12188
Northvale, NJ 07647 305-665-9059 518-237-3330
201-767-7300 H
Corrosion Reaction H. S. Bancroft Corp.
Amoco Oil Co. Consultants, Inc. One Rockhill
200 E. Randolph Drive Limekin Pike Industrial Park
Chicago, IL 60601 Dresher, PA 19025 Cherry Hill, NJ 08003
312-856-5111 D 609-854-8000
Dextrex Chemical
Armite Laboratories P. O. Box 501 Holt Lloyd Corp.
1845-49 Randolph Street Detroit, MI 48232 4647 Hugh Howell Rd.
Los Angeles, CA 90001 Tucker, GA 30084
213-587-7744 Dow Corning Corporation 404-934-7800
B Alpha Molykote Plant J
BP Trading Limited 64 Harvard Avenue Johnson & Johnson, Inc.
Moore Lane Stanford, CT 06902 Permacel Division
Brittanic House 501 George Street
London E.C. 2 Dukes Astronautics Co. New Brunswick, NJ 08901
England 7866 Deering Avenue 201-524-0400
Canoga Park, CA 91304 K
Bray Oil Company Kevlar Special Products
1925 N. Marianna Avenue DuPont Company E.I. DuPont de
Los Angeles, CA 98103 Finishes Div. Nemours & Co., (Inc.)
213-268-6171 DuPont Building Textile Fibers
Wilmington, DE 19898 Department
Burmah - Castrol Inc. 302-774-1000 Centre Road Building
30 Executive Avenue E Wilmington, DE 19898
Edison, NJ 08817 Exxon Oil Company 302-999-3156
201-287-3140 1251 Avenue of the Americas L
C New York, NY 10020 Lehigh - Tenneco Chemicals
California Texas Oil 212-398-3093 Co., Inc.
Corp., 380 Madison Avenue F Chestertown, MD 21620
New York, NY 10017 Fel-Pro Incorporated 301-778-1991
7450 N. McCormick Blvd.
Caltex Oil Products Co. Box C1103
New York, NY 10020 Skokie, IL 60076
312-761-4500
CEE BEE Chamical Co.
9520 E. CEE BEE Drive Fiske Brothers
Box 400 Refining Company
Downey, CA 92041 120 Lockwood Street
Newark, NJ 07105
201-589-9510
PIPER AIRCRAFT
PA-42/42-720
6B21
91-10-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
6B22
91-10-00
Page 12
VENDOR INFORMATION (continued)
Loctite Corporation R Socony Mobil Oil Co.
777 N. Mountain Road Radiator Specialty Co. Washington 5, DC 20005
Newington, CT 06111 P.O. Box 34689 Solar Compounds Corp.
800-243-8160 Charlotte, NC 28234 1201 W. Blancke Street
In CT 800-842-0225 704-377-6555 Linden, NJ 07036
M 201-862-2813
Minnesota Mining and MFG. Ram Chemicals
3M Center 201 E. Alondra Blvd. Standard Oil of California
St. Paul, MN 55144 Gardena, CA 90248 225 Bush Street
612-733-1110 213-321-0710 San Francisco, CA 94104
415-894-7700
Mirror Bright Polish Co., Inc. Rockwell International
Irvine Industrial Complex 600 Grant Street Sun Oil Company of Penna.
P.O. Box 17177 Pittsburgh, PA 15219 5 Penn Center Plaza
Irvin, CA 92713 412-565-2000 Philadelphia, PA 19103
714-557-9200 215-972-2000
Royal Lubricants Company T
Mobil Oil Corporation River Road Taxacone Company
150 E. 42ND Street E. Hanover, NJ 07936 P.O. Box 10823 TR
New York, NY 10017 201-887-3100 Dallas, TX 75208
212-883-4242 S
N Schnee Moorhead Chemicals Texaco, Inc.
Norton Tape Division Inc. 2000 Westchester Avenue
Department 6610 White Plains, NY 10650
Troy, NY 12181 Shamban W.S. and Co. 914-253-4000
518-273-0100 1857 Centinela Avenue
P Santa Monica, CA 90404 Turco Products Inc.
Parker Seal Company 213-397-2195 24600 S. Main Street
17325 Euclid Avenue Box 6200
Cleveland, OH 44112 Shall Oil Company Carson, CA 90749
216-531-3000 One Shell Plaza 213-835-8211
Houston, TX 77003 U
Permatex Co., Inc. 713-220-6697 U.S. Gulf Corp.
P.O. Box 11915 P.O. Box 233
Newington, CT 06111 Sinclair Refining Co. Stoney Brook, NY 11790
203-527-5211 600 Fifth Avenue 212-683-9221
New York, NY 10020
Products Research Co. Unelko Corporation
2919 Empire Avenue 727 E. 110th Street
Burbank, CA 91504 Chicago, IL 60628
213-849-3992
PIPER AIRCRAFT
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6B23
91-10-00
Page 13
VENDOR INFORMATION (continued)
Union Carbide; Plastic Div.
270 Park Avenue
New York, NY 10017
212-551-3763
V
Virginia Chemical
3340 W. Norfolk Rd.
Portsmouth, VA 23703
703-484-5000
W
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-321-4936
In OH 216-264-2844
PIPER AIRCRAFT
PA-42/42-720
ENGINE TORQUE VALUES
THREAD
SIZE
.190-32
.250-28
.3125-24
.375-24
.374/.376
.374/.376
.437-20
91-10-00
Page 14
-NOTE-
Obtain all engine nut, bolt, or screw torques using a thread lubricant,
engine oil or equivalent and torque limits shown in Chart 9102.
CHART 9102. ENGINE TORQUE VALUES
TORQUE TORQUE
MIN.IN.-LBS. MAX. IN.-LBS. REMARKS
20 30 Breather Takeoff
65 85 Prop. and Gas Generator Tachometer
and Spark Exciter
125 170 Overspeed Governor
225 300 Engine Mounting Pads
160 190 Engine Mount to Firewall Fittings (PA-42)
170 200 Engine Mount to Firewall Fittings (PA-42-720)
450 500 Engine Mount
145 165 Thrust Bearing Cover Nuts
215 240 Oil Drain Plug, Accessory Gearbox
45 55 Chip Detector, Reduction Gearbox
65 75 Oil Drain Plug, Oil to Fuel Heater
-NOTE-
All engine nut, bolt, or screw torque must be obtained using a thread
lubricant, engine oil, or equivalent. Run nut or bolt down to near
contact with the washer or bearing surface and check "friction drag
torque" required to tum nut or bolt. Add the friction drag torque to
the desired torque.
6824
PIPER AIRCRAFT
PA-42 / PA-42-720
6B25
May 15, 2012
91-10-00
Page 15
CHARTS
TORQUE REQUIREMENTS (PIR-PPS20015-1, Rev. AA.)
CAUTION: DO NOT OVERTORQUE FITTINGS.
Chart 9103 lists the torque values for flared fittings of various sizes and material.
NOTE: When installing ared ttings, verify that male threads are properly lubricated.
The torque values given in Chart 9104 are derived from oil-free cadmium-plated threads and are
recommended for all airframe installation procedures where torquing is required, unless other values are
specified in subject chapter/section. Engine torque values are found in the appropriate Pratt & Whitney
Canada PT6A-41/-61 Overhaul Manual; and propeller torque values are found in 61-10-00.
NOTE: If normal operation requires movement between any of the components being clamped together,
tighten the nut (or bolt) enough to insure intended operation of the assembly.
A. Calibrate the torque wrench periodically to assure accuracy, and recheck frequently.
B. If the fastener, screw, or nut is listed in Chart 9104, but the mating fastener is not listed, tighten only to
the low end of the torque range specified for the listed fastener. In addition, the following limitations
shall apply:
(1) Fastener and nut threads shall be clean and dry (free of lubricants). If the subject chapter/section
requires the fastener and/or nut to be lubricated prior to tightening and does not specify a torque
requirement, use the Chart 9104 torque range reduced 50 percent.
(2) Chart 9104, Sheet 1, shall be used for free running nuts, provided minimal friction drag is
determined as specified below.
Torque Inch-Pounds
Tubing Hose End Fitting
OD and
Inches Aluminum Alloy Tubing Steel Tubing Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 20 30
3/16 30 40 90 100 70 120
1/4 40 65 135 150 100 250
5/16 60 85 180 200 210 420
3/8 75 125 270 300 300 480
1/2 150 250 450 500 500 850
5/8 200 350 650 700 700 1150
3/4 300 500 900 1000
7/8 500 600 1000 1100
1 500 700 1200 1400
1-1/4 600 900
1-1/2 600 900
CHART 9103
FLARE FITTING TORQUE VALUES (PIR-AC65-9A.)
PIPER AIRCRAFT
PA-42 / PA-42-720
6B26
May 15, 2012
91-10-00
Page 16
(3) The friction drag torque can be determined as follows: Run the nut down to near contact (but not
in contact) with the bearing surface and check the friction drag torque required to turn the nut.
NOTE: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes contact
with the bearing surface.)
(4) The friction drag torque (if any) shall be added to the desired torque specified in Chart 9104,
Sheet 1. This final torque should register on the indicator or be the setting for a snap-over torque
limiting device.
(5) Torque requirements do not apply to cross recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
(6) Fasteners listed in Chart 9104 installed into nutplates, and which are accessible to be torqued
at the fastener, must be tightened to the low end of the torque range specified in the appropriate
shear column. Torque requirements do not apply if the fastener can not be torqued due to
torque device accessibility.
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque range.
When the nut is stationary and the fastener is torqued, use the higher side of the torque
range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation in 20-00-00: reduce them .032 to allow for the additional .032
washer now installed under head. Check to ensure threads are not bearing loads, due to
the added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
(7) Apply a smooth even pull when applying torque pressure. If chattering or a jerking motion
occurs during final torque, back off and re-torque.
(8) When installing a castellated nut, start alignment with the cotter pin hole at minimum recommended
torque, and do not exceed maximum recommended torque. If the hole in the fastener shank and
the nut castellation do not align within this range, change washers and try again. Do not exceed
the maximum recommended torque. If self-locking castellated nuts are used, include friction
drag torque.
(9) Unless otherwise specified in the subject chapter/section, when castellated nuts are used with
a cotter pin on moving joints, the nut shall not be torqued to Chart 9104 values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.
PIPER AIRCRAFT
PA-42 / PA-42-720
6C1
May 15, 2012
91-10-00
Page 16A
C. Gap Conditions Between Parts Attached with Threaded Fasteners
If a gap condition exists between mating parts where a threaded fastener is to be installed, install
fasteners and associated hardware per subject chapter/section or to buildup noted during removal.
Then, torque to a value 10% of the final torque required plus the friction drag torque.
For example, if Chart 9104, Sheet 2, torque is 190 in.-lbs. and the friction drag torque of the nut is
80 in.-lbs. (i.e. - Chart 9104, Sheet 2, torque minus Chart 9104, Sheet 1, torque), torque to a value of:
Maximum Permissible
Gap Closing Torque = (Chart 9104, Sheet 1, torque x 0.10) + (Sheet 2 - Sheet 1) torque
Example: 3/8-24 (190 x 0.10) + (270-190) = 19 + 80 = 99 in.-lbs.
NOTE: If the Chart 9104, Sheet 1, torque requirement exceeds the nal torque specied in the
subject chapter or section (if any), use the torque specied in the subject chapter or section to
calculate the maximum permissible gap closing torque.
Accomplish this for all fasteners common to the gapped interface. If no gap exists after accomplishing
the above, finish torquing to final torque. If a gap remains consult your Piper Dealers Service Advisor
(DSA) for further assistance.
D. After the final torque, apply a slippage mark to the nut or bolt or screw head as applicable.
NOTE: For more details on torquing, refer to FAA AC 43.13-1, latest revision.
PIPER AIRCRAFT
PA-42 / PA-42-720
6C2
May 15, 2012
91-10-00
Page 16B
Bolts - Steel Bolts - Aluminum
AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 386 NAS 464
AN 525 NAS 624 thru NAS 644
MS 20033 thru MS 20046 NAS 1580
MS 20073 NAS 6203 thru NAS 6220
MS 20074 NAS 6603 thru NAS 6620
MS 24694 NAS 6703 thru NAS 6720
MS 27039
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
NAS 1291 NAS 1291
FINE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4-16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8-14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,690 1,250 1,900 750 1,200
1-14 3,700 4,500 2,200 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
COARSE THREAD SERIES - ADD FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max.
8-32 12 15 7 9
10-24 20 25 12 15
1/4-20 40 50 25 30
5/16-18 80 90 48 55
3/8-16 160 185 95 110
7/16-14 235 255 140 155
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8-9 2,200 3,000 1,300 1,800
1-8 3,700 5,000 2,200 3,000
1-1/8-8 5,500 6,500 3,300 4,000
1-1/4-8 6,500 8,000 4,000 5,000
NOTE: Unless otherwise specified, torque size No. 6
screws used with self-locking nutplates to no greater
than 4 to 5 in.-lbs.
Use an appropriately calibrated driver.
NOTE: MS21042, NAS 1291, and NAS 679 steel nuts may
be used in tension only applications.
CHART 9104 (Sheet 1 of 2)
RECOMMENDED NUT TORQUES
PIPER AIRCRAFT
PA-42 / PA-42-720
6C3
May 15, 2012
91-10-00
Page 17
CHART 9104 (Sheet 2 of 2)
RECOMMENDED NUT TORQUES
Bolts - Steel Bolts - Aluminum
AN 3 thru AN 20 MS 20004 AN 3DD Series
AN 42 thru AN 49 NAS 333 thru NAS 340
AN 525 NAS 464
MS 20033 thru MS 20046 NAS 624 thru NAS 644
MS 20073 NAS 1580
MS 20074 NAS 6203 thru NAS 6220
MS 24694 NAS 6603 thru NAS 6620
MS 27039 NAS 6703 thru NAS 6720
Nuts - Steel Nuts - Aluminum
Tension Shear Tension Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 310D AN 320D
AN 315 MS 20364 AN 315 MS 20364 AN 315D
MS 20365 MS 21083 MS 20365 MS 21083
MS 21042 MS 21245 MS 21042 MS 21245
MS 21044 MS 21044
MS 21045 MS 21045
NAS 679 NAS 679
NAS 1291 NAS 1291
FINE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs. In.-Lbs.
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
10-32 38 43 30 33 43 48 33 38 28 33 23 28
1/4-28 65 100 60 70 110 130 80 90 60 75 45 60
5/16-24 160 200 120 145 180 205 130 150 100 125 85 100
3/8-24 240 270 175 190 280 330 200 230 155 190 125 150
7/16-20 550 600 370 400 620 730 400 500 280 380 210 270
COARSE THREAD SERIES - INCLUDES FRICTION DRAG
Nut-Bolt Torque Limits Torque Limits
Size In.-Lbs. In.-Lbs.
Min. Max. Min. Max.
8-32 27 30 22 24
10-24 38 43 30 33
1/4-20 70 80 55 60
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 335 355 240 255
NOTE: Unless otherwise specified, torque size No. 6
screws used with self-locking nutplates to no greater
than 4 to 5 in.-lbs.
Use an appropriately calibrated driver.
NOTE: MS21042, NAS 1291, and NAS 679 steel nuts may
be used in tension only applications.
PIPER AIRCRAFT
PA-42 / PA-42-720
6C4
May 15, 2012
91-10-00
Page 18
LUBRICATION OF THREADS
Lubricate all fittings on external lines, including attachment points at engine and other components, with
proper lubricant (specified in Chart 9105).
When applying thread lubricants, proceed as follows:
A. Thoroughly clean threads before applying lubricant.
B. Use thread lubricant sparingly.
C. Apply thread lubricant to male threads only.
D. Lubricate first three threads only on straight fittings.
E. Do not lubricate first two threads on tapered fittings; apply lubricant to next three threads only.
F. Ensure lubricant does not enter fittings or flared areas.
G. Lubricate any fittings going to engine with same fluid going through lines.
LUBRICATION OF GASKETS AND SEALS
Lubricate gaskets and O-ring seals with same fluid they are sealing.
Type of Line Lubricant Specification Description
Brakes/Hydraulic MIL-PRF-5606
Deicer (Air) TT-A-580 (JAN-A-669) Anti-Seize Compound (White Lead Base)
Fuel MIL-T-5544 Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032 Grease (Gasoline and Oil Resistant)
Oxygen MIL-T-5542 Thread Compound, Anti-Seize and Sealing,
Oxygen System
Pitot and Static TT-A-580 (JAN-A-669) Anti-Seize Compound (White Lead Base)
Engine - Bleed Air C5-A High Temperature Anti-Seize Compound
CHART 9105. THREAD LUBRICANTS
4ths 8ths 16ths 64ths
1/64
1/32
3/64
1/16
5164
3/32
7/64
1/8
9/64
5132
11/64
3/16
13/64
7/32
15/64
1/4
17/64
9/32
19/64
5116
21/64
11/32
23/64
3/8
25/64
13/32
27/64
7/16
29/64
15132
31/64
PIPER AIRCRAFT
PA-42/42-720
CHART 9106 DECIAMAL CONVERSIONS
T03 T02 M.M.
PLACES PLACES EOUIV 4ths 8ths 16ths 32nds
.016 .02 .397
.031 .03 .794 17/32
.047 .05 1.191
.062 .06 1.587 9/16
.078 .08 1.984
.094 .09 2.381 19/32
.109 .11 2.778
.125 .12 3.175 5/8
.141 .14 3.572
.156 .16 3.969
.172 .17 4.366
.188 .19 4.762 11/16
.203 .20 5.159
.219 .22 5.556
.234 .23 5.593
.250 .25 6.350 3/4
.266 .27 6.747
.281 .28 7.144
.297 .30 7.540
.312 .31 7.937
.328 .33 8.334
.344 .34 8.731 27/32
.359 .36 9.128
.375 .38 9.525 7/8
.391 .39 9.922
.406 .41 10.319 29/32
.422 .42 10.716
.438 .44 11.112 15/16
.453 .45 11.509
.469 .47
11.906
31/3,
.484 .48 12.303
.500 .50 12.700
6C5
T03 T02 M.M.
64ths PLACES EOUIV
33/64 .516 .52 13.097
.531 .53 13.494
35/64 .547 .55 13.891
.562 .56 14.288
37/64 .578 .58 14.684
.594 .59 15.081
39/64 .609 .61 15.478
.625 .62 15.875
41/64
.641 .64 16.272
.656 .66 16.669
43/64 .672 .67 17.065
.688 .69 17.462
45/64 .703 .70 17.859
.719 .72 18.256
47/64 .734 .73 18.653
.750 .75 19.050
49/64 .766 .77 19.447
.781 .78 19.844
51/64 .797 .80
20.241
.812 .81 20.637
53/64 .828 .83 21.034
.844 .84 21.431
55/64 .859 .86 21.828
.875 .88 22.225
57/64 .891 .89 22.622
.906 .91 23.019
59/64 .922 .92 23.416
.938 .94 23.812
61/64 .953 .95 24.209
.969 .97 24.606
63/64 .984 .98 25.003
.000 1.00 25.400
911000
Page 19
PIPER AIRCRAFT
PA-42/42-720
CHART 9107. SPECIAL TORQUES
ENGINE MOUNTING BOLTS AND COMPONENTS:
Breather Takeoff
Gas Generator Tachometer
Propeller Tachometer
Spark Exciter
Overspeed Governor
Engine Mounting Pads
Engine Mount to Firewall Fittings
Engine Mount
WING MOUNTING BOLTS:
Forward Spar Bolt
Rear Spar Bolt
Main Spar to Center Beam Bolts
EMPENNAGE:
Right and Left Elevator Outboard Hinge Bolt
91-10-00
Page 20
6C6
20 - 30In.-Lbs.
65 - 85 In.-Lbs.
65 - 85 In.-Lbs.
65 - 85 In.-Lbs.
125 - 170 In.-Lbs.
225 - 300 In.-Lbs.
160 - 190 In.-Lbs.
450 - 500 In.-Lbs.
270 - 300 In.-Lbs.
480 - 600 In.-Lbs.
Install nut completely on threads and measure
"driving torque" before nut bottoms. Then tighten
nut until it bottoms and a rise in torque of 20 inch
pounds above the "driving torque" is detected.
Do Not Exceed 30 In.-Lbs.
CHART 9108. TORQUE CONVERSION
INCH POUNDS TO CENTIMETER KILOGRAMS (cmkg.)
5 in.-lbs. 5.76 cmkg. 45 in.-lbs. 51.84 cmkg. 85 in.-lbs. 97.92 cmkg.
(cmkg.) CENTIMETER KILOGRAMS TO INCH POUNDS
50 cmkg. 43.4 in.-lbs. 300 cmkg. 260.4 in.-lbs. 550 cmkg. 477.4 in.-lbs.
250 cmkg. 217.0 in.-lbs. 500 cmkg. 434.0 in.-lbs.
FOOT POUNDS TO METER KILOGRAMS (mkg.)
2 1/2 ft.-lbs. .346 mkg. 67 1/2 ft.-lbs. 9.332 mkg. 165 ft.-lbs. 22.813 mkg.
5 ft.-lbs. .691 mkg. 70 ft.-lbs. 9.678 mkg. 170 ft.-lbs. 23.504 mkg.
7 1.2 ft.-lbs. 1.037 mkg. 72 1/2 ft.-lbs. 10.024 mkg. 175 ft.-lbs. 24.195 mkg.
10 ft.-lbs. 1.383 mkg. 75 ft.-lbs. 10.369 mkg. 180 ft.-lbs. 24.887 mkg.
12 1/2 ft.-lbs. 1.728 mkg. 77 1/2 ft.-lbs. 10.715 mkg. 185 ft.-lbs. 25.578 mkg.
37 1/2 ft.-lbs. 5.185 mkg. 105 ft.-lbs. 14.517 mkg. 235 ft.-lbs. 32.491 mkg.
295 ft.-lbs. 40.786 mkg.
300 ft.-lbs. 41.478 mkg.
PIPER AIRCRAFT
PA-42/42-720
6C7
91-10-00
Page 21
PIPER AIRCRAFT
PA-42/42-720
6C8
91-10-00
Page 22
CHART 9108. TORQUE CONVERSION (continued)
CHART 9109. CONVERSION TABLES (NOTES)
(1) Use the following charts to convert capacities, lengths, temperatures, and various weights and measures
from English to metric values or vice versa.
(2) Use the following procedure to convert inches to millimeters.
Example: Convert 1.5 inches to millimeters.
(a) Read down inches column to 1. inches.
(b) Read across top inch column to 0.5.
(c) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
(3) Use the following procedure to convert Fahrenheit (F) and Celsius (C) (Centigrade) temperatures.
Example:
Read number in middle column; if in degrees Celsius (C), read Fahrenheit equivalent in right-hand
column. If in degrees Fahrenheit (F); read Celsius equivalent in left-hand column.
(a) 70F = 21.1C.
(b) 30C = 86.0F.
(mkg.) METER KILOGRAMS TO FOOT-POUNDS
1 mkg. 7.23 ft.-lbs. 8 mkg. 57.86 ft.-lbs. 15 mkg. 108.49 ft.-lbs.
4 mkg 28.98 ft.-lbs. 11 mkg. 79.56 ft.-lbs. 18 mkg. 130.19 ft.-lbs.
22 mkg. 159.12 ft.-lbs.
PIPER AIRCRAFT
PA-42/42-720
6C9
91-10-00
Page 23
CHART 9109 METRIC CONVERSION TABLES (continued)
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.
0.03281 FT. 35.27 OZ.
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN LITERS 1000 CU. CM.
0.0002642 U.S. GAL. 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM 0.2642 U.S. GAL.
1.728 CU. IN. 0.22 IMPERIAL GAL.
7.481 U.S. GAL. 1.057 QUARTS
28.32 LITERS
CU. IN. 16.39 CU. CM METERS 39.37 IN.
0.01639 LITERS 3.281 FT.
0.004329 U.S. GAL. 1000 MM.
0.01732 QUARTS
METER-KILOGRAM 7.233 FT.-LB.
CU. METERS 1000000 CU. CM 9.807 JOULES
35.314 CU. FT.
61.023 CU. IN OUNCES, AVDP 0.0625 LB., AVDP
264.17 GAL. 28.35 GRAMS
999.97 LITERS 437.5 GRAINS
FEET 0.3048 METERS OUNCES, FLUID 29.57 CU. CM.
12.000 MILS 1.805 CU. IN.
304.8 MM.
0.3333 YARDS LB., AVDP 453.6 GRAMS
7000 GRAINS
FT.-LB. 0.1383 M-KG 16.0 OUNCES
0.001285 BTU
0.000000376 KW-HR SQUARE INCH 6.4516 SQ. CM.
FLUID OZ. 8 DRAM POUND PER 0.0703 KG.-CM
29.6 CU. CM SQUARE INCH SQUARED
(PSI)
GAL., IMPERIAL 277.4 CU. IN.
1.201 U.S. GAL. STATUTE MILE 1.609 KILOMETER
4.546 LITERS 0.8684 NAUTICAL MILE
GAL., U.S. DRY 268.8 CU. IN. NAUTICAL MILE 1.151 STATUTE
0.1556 CU. FT. MILE
1.164 U.S. GAL., LIQ.
4.405 LITERS QUART .9463 LITER
GAL., U.S. LIQ. 231.0 CU. IN. MILLIMETER 1000 MICRON
0.1337 CU. FT.
3.785 LITERS MICRON 0.001 MILLIMETER
0.8327 IMPERIAL GAL. 0.000039 INCH
128 FLUID OZ.
INCH 11.521 METER
IN. 2.540 CM. POUNDS GRAMS
.08333 FT.
INCH 0.72 METER
JOULES 0.000948 FT. OUNCES GRAMS
0.7376 FT.-LB.
POUNDS 0.453 KILOGRAMS
PIPER AIRCRAFT
PA-42/42-720
6C10
91-10-00
Page 24
CHART 9109. METRIC CONVERSION TABLES (continued)
CENTIGRADE - FAHRENHEIT CONVERSION TABLE
Example: To convert 20C, to Fahrenheit, find 20 in the center
column headed (F - C); then read 68.0F, in the column (F) to
the right. To convert 20F, to Centigrade; find 20 in the center
column and read -6.67C, in the (C) column to the left.
C F - C F C F - C F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
PIPER AIRCRAFT
PA-42/42-720
6C11
91-10-00
Page 25
CHART 9109. METRIC CONVERSION TABLES (continued)
Example: Convert 1.5 inches to millimeters.
(a) Read down inches column to 1. inches.
(b) Read across top inch column to 0.5.
(c) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
INCHES TO MILLIMETER
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
PIPER AIRCRAFT
PA-42/42-720
6C12
91-10-00
Page 26
CHART 9110 DECIMAL / MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Millimeter Equivalents of Drill Sizes From 1/2" to No. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
27/64 0.4218 10.7156 B 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208
Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.01285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 0.7874
21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0.029 0.7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2.4384 70 0.028 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696
19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 0.4572
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
I 0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILL SIZES AVAILABLE
Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an inch. The regular metric drills vary from 2 to 76mm
and increase in 0.5mm variations.
PIPER AIRCRAFT
PA-42 / PA-42-720
6C12A
May 15, 2012
91-10-00
Page 27
TUBE HOSE HOSE RECOMMENDED MIN MAX MIN
MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8794- 3-L 3/16 1/8 .45 3,000 12,000 6,000 3.00
MIL-H-8794- 4-L 1/16 3/16 .52 3,000 12,000 6,000 3.00
MIL-H-8794- 5-L 5/16 1/4 .58 3,000 10,000 5,000 3.38
MIL-H-8794- 6-L 3/8 5/16 .67 2,000 9,000 4,500 4.00
MIL-H-8794- 8-L 1/2 13/32 .77 2,000 8,000 4,000 4.63
MIL-H-8794-10-L 5/8 1/2 .92 1,750 7,000 3,500 5.50
MIL-H-8794-12-L 3/4 5/8 1.08 1,500 6,000 3,000 6.50
MIL-H-8794-16-L 1 7/8 1.23 800 3,200 1,600 7.38
MIL-H-8794-20-L 1 1/4 1 1/8 1.50 600 2,500 1,250 9.00
MIL-H-8794-24-L 1 1/2 1 3/8 1.75 500 2,000 1,000 11.00
MIL-H-8794-32-L 2 1 13/16 2.22 300 1,400 700 13.25
MIL-H-8794-40-L 2 1/2 2 3/8 2.88 200 1,000 300 24.00
MIL-H-8794-48-L 3 3 3.56 200 800 300 33.00
Construction: Seamless synthetic
rubber inner tube reinforced with
one fiber braid, one braid of high
tensile steel wire and covered with
an oil resistant rubber impregnated
fiber braid.
Identification: Hose is identified by
specification number, size number,
quart er year and year, hose
manufacturers identification.
Uses: Hose is approved for use
in aircraft hydraulic, pneumatic,
coolant, fuel and oil systems.
Operating Temperatures:
Sizes -3 thru -12: Minus 65F. to
plus 250F.
Sizes -16 thru -48: Minus 40F to
plus 275F.
NOTE: Maximum temperatures
and pressures should not be used
simultaneously.
TUBE HOSE HOSE RECOMMENDED MIN MAX MIN
MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PART NO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8788- 4-L 1/4 7/32 .63 3,000 16,000 8,000 3.00
MIL-H-8788- 5-L 5/16 9/32 .70 3,000 14,000 7,000 3.38
MIL-H-8788- 6-L 3/8 11/32 .77 3,000 14,000 7,000 5.00
MIL-H-8788- 8-L 1/2 7/16 .86 3,000 14,000 7,000 5.75
MIL-H-8788-10-L 5/8 9/16 1.03 3,000 12,000 6,000 6.50
MIL-H-8788-12-L 3/4 11/16 1.22 3,000 12,000 6,000 7.75
MIL-H-8788-16-L 1.00 7/8 1.50 3,000 10,000 5,000 9.63
Hose Construction: Seamless synthetic rubber inner tube reinforced
with one fabric braid, two or more steel wire braids, and covered with a
synthetic rubber cover (for gas applications, request perforated cover).
Identification: Hose is identified by specification number, size number,
quarter year and year, hose manufacturers identification.
Uses: High pressure hydraulic,
pneumatic, coolant, fuel and oil.
Operating Temperature:
Minus 65F to plus 200F.
MULTIPLE WIRE BRAID RUBBER COVERED
SINGLE WIRE BRAID FABRIC COVERED
CHART 9110A. HOSE SPECIFICATIONS
PIPER AIRCRAFT
PA-42 / PA-42-720
6C12B
May 15, 2012
91-10-00
Page 28
CIRCUIT
IDENTIFICATION
A
B
C
E
F
G
H
J
K
L
M
P
Q
PIPER AIRCRAFT
PA-42/42-720
CHART 9111. ELECTRICAL WIRE CODING
BIG
CIRCUIT
CIRCUITS IDENTIFICATION
AUTOPILOT FD
PHOTOGRAPHIC ML
CONTROL SURFACES PD
ENGINE MONITORING PF
FLIGHT INSTRUMENTS
PR
LANDING GEAR
RG
HEATER, VENTILATING
RP
IGNITION
RZ
ENG. CONTROL, STARTER,
PROP., ETC. SD
LIGHTING WH
MISC. EQUIPMENT, WW
CIGAR LTR., ETC.
D.C. POWER
FUEL & OIL QUANTITY
HARNESS CONNECTOR NUMBERS AND LOCATIONS
CHARACTER
CIRCUITS
FLIGHT DIRECTOR
ELECTRICAL GAUGES
PROPELLER DEICE
ALTERNATOR FIELD
CONTROL AND POWE R
PRESSURIZATION
RADIO GROUND
RADIO POWER
RADIO AUDIO
SURFACE DEICE
WINDSHIELD HEAT
WINDSHIELD WIPER
E 100 SERIES LEFT WING AND NACELLE. E 300 SERIES FROM STA 57.00 TO STA 332.00
E 200 SERIES RIGHT WING AND NACELLE. E 400 SERIES FROM NOSE TO STA 57.00 & FROM STA 332.00 TO AFT
CHART 9112. ELECTRICAL SYMBOLS
E-------- }--------. J--...... T-... -.. -' 0------..
E--"--
PUSH PULL ROTATE TOGGLE CAM TIP KEY
J ~ 1.
2
3
4
9
=f-
aJ
\ ,', 2,3 _ . .--l r:--. ___
~
'\t'7,J- - -v -_ .
..,
SWITCH WITH
I
I
LAMP
THERMOSTAT
4 POSITIONS LOUDSPEAKER
AND SNAP
SWITCH ON POS2,3 SNAP SNAP
~
0&J
''
-0-
-0- ~ --w-
I
~
--'
MOTOR
WITH
VOLTMETER AMPERMETER GENERATOR MOTOR MOTOR BRAKE
91-20-00
Page 1
6C13 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 9112. ELECTRICAL SYMBOLS (continued)
,
C"'-'
A
111
WIRE OPEN END
(CAPT AND
CONNECTION STOW) MEANS GROUND
,."\
0
,."\
.-- - - ....

'-,/
' ... _ - _.,f
SHIELD COAX
GROUND SHIELD
SHIELD
SHIELD
6B fi
n

115 VAC
DC
VALVE
CONNECTOR
CONNECTOR
CONNECTOR

fV'I"Y"\
CONTACTOR TRAVO COIL COIL
--c:=J-
-H-
RESISTOR CONDENSATOR CONDENSATOR

[pJ
.-J "--

SWITCH SWITCH
RELAY DIODE PRESSURE MAKE
,..-

-I
SWITCH SWITCH SWITCH
SWITCH
BREAK MAKE OR BRAKE WITH
CIB
BRAKER PRESSURE
.. ..... :.R . : .. ...:.2 :.2.:5 ... QfE....1 ...:.1 .. ::.0 : .: .. :.::.. . .4: ... '. .. . . : A ......::.:JI: .. :.: .. : ..... : ......... :.
__ .
91-20-00
Page 2
PRESS ECS SELECTOR
6C14
vo
FUSE

SINGLE PIN
CONNECTION
<U
ELECTRIC
ACTUATED
VALVE
-g6-
VARIABLE
RESISTOR
+ -

BATTERY
4
" '" 30

,
0
MECH
SWITCH
ROTATING
SWITCH
PUSH I PULL
CIB
ffia
E2F
JUNCTION
BLOCK
[llJ
I
ELECTRIC
ACTUATED
VALVE
...rtJUL-
HEAT
RESISTOR
g
TRANSISTOR
-K
TRANSISTOR
PIPER AIRCRAFT
PA-42/42-720
6C15
91-20-00
Page 3
WIRING DIAGRAM INDEX GUIDE
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE FIGURE NO. GRID NO.
21 ENVIRONMENTAL SYSTEMS
21-10-01 Bleed Air Control
PA-42: S/Ns: 42-7800001 to 8001054
42-8001056 - 8001077 91-1 6D1
PA-42: S/Ns: 42-8001055,
42-8001078 to 8001106 91-2 6D3
PA-42-720: S/Ns: All 91-3 6D5
21-20-01 Recirculation Fans & Doors
PA-42: S/Ns: 42-7800001 to 8001069 91-4 6D7
PA-42: S/Ns: 42-8001070 to 8001106 91-5 6D9
PA-42-720: S/Ns: All 91-6 6D11
21-31-01 Cabin Door Seal and Safety Valve Control
PA-42: S/Ns: 42-7800001 to 8001106 91-7 6D13
PA-42-720: S/Ns: All 91-8 6D15
21-32-01 Emergency Pressure
PA-42: S/Ns: 42-7800001 to 8001106 91-9 6D17
PA-42-720: S/Ns: All 91-10 6D19
21-33-01 Cabin Pressure Warning
PA-42: S/Ns: 42-7800001 to 8001106 91-11 6D21
PA-42-720: S/Ns: All 91-12 6D23
21-50-01 Ground Cooling Blower
PA-42: S/Ns: 42-7800001 to 8001106 91-13 6E1
PA-42-720: S/Ns: All 91-14 6E3
21-60-01 Bleed Air & ECS Warning
PA-42: S/Ns: 42-7800001 to 8001106 91-15 6E5
PA-42-720: S/Ns: All 91-16 6E7
21-61-01 Cabin Temperature Control
PA-42: S/Ns: 42-7800001 to 8001106 91-17 6E9
PA-42-720: S/Ns: All 91-18 6E11
23 COMMUNICATIONS
23-20-01 Emergency Locator Transmitter
(ELT) (All Models) 91-19 6E13
WIRING DIAGRAM INDEX GUIDE (continued)
SYSTEM/ SUB-SYSTEM/
PIPER AIRCRAFT
PA-42/42-720
6C16
91-20-00
Page 4
24 ELECTRICAL POWER
24-21-00 Inverters
PA-42-720: S/Ns: All 91-20 6E15
24-30-00 Basic Diagram (Starter - Generator)
PA-42-720: S/Ns: All 91-21 6E17
24-31-01 Starter System - Left
PA-42: S/Ns: 42-7800001 to 8001106 91-22 6E21
PA-42-720: S/Ns: All 91-23 6E23
24-31-02 Starter System - Right
PA-42: S/Ns: 42-7800001 to 8001106 91-24 6F1
PA-42-720: S/Ns: All 91-25 6F3
24-32-01 Generator System
PA-42: S/Ns: 42-7800001 to 8001013 91-26 6F5
PA-42: S/N}s: 42-8001014 to 8001106 91-27 6F7
PA-42-720: S/Ns: All 91-28 6F9
24-41-01 External Power and Battery
PA-42: S/Ns: 42-7800001 to 8001106 91-29 6F11
PA-42-720: S/Ns: All 91-30 6F13
24-61-01 DC - Bus Distribution
PA-42: S/Ns: 42-7800001 to 8001106 91-31 6F15
PA-42-720: S/Ns: All 91-32 6F17
25 EQUIPMENT / FURNISHINGS
25-31-01 Razor Inverter / Cigar Lighter
PA-42: S/Ns: 42-7800001 to 8001106 91-33 6F19
25-31-02 Razor Inverter / Oven
PA-42-720: S/Ns: All 91-34 6F21
26 FIRE PROTECTION
26-10-01 Fire Detection - Left & Right 91-35 6F23
26-20-01 Fire Extinguishing - Left & Right 91-36 6G1
PIPER AIRCRAFT
PA-42/42-720
6C17
SYSTEM/ SUB-SYSTEM/
91-20-00
Page 5
27 FLIGHT CONROLS
27-50-01 Wing Flap Control System
PA-42: S/Ns: 42-7800001 - 8001106 91-37 6G3
PA-42-720: S/Ns: All 91-38 6G5
27-90-01 Lift Transducer 91-39 6G7
27-90-02 Stall Warning System - Left
PA-42: S/Ns: 42-7800001 - 8001106 91-40 6G9
PA-42-720: S/Ns: All 91-41 6G11
27-90-03 Stall Warning System - Right
PA-42: S/Ns: 42-7800001 - 8001106 91-42 6G13
PA-42-720: S/Ns: All 91-43 6G15
28 FUEL
28-40-01 Fuel Pumps - Left & Right
PA-42: S/Ns: 42-7800001 to 8001106 91-44 6G17
PA-42-720: S/Ns: All 91-45 6G19
28-40-02 Fuel Quantity Gauging System 91-46 6G21
30 ICE AND RAIN PROTECTION
30-10-01 Surface Deice
PA-42: S/Ns: 42-7800001 to 8001106 91-48 6H1
PA-42-720: S/Ns: All 91-49 6H3
30-20-01 Ice Deflection Doors - Left
PA-42: S/Ns: 42-7800001 to 8001106 91-50 6H5
PA-42-720: S/Ns: All 91-51 6H7
30-20-02 Ice Deflection Doors - Right
PA-42: S/Ns: 42-7800001 to 8001106 91-52 6H9
PA-42-720: S/Ns: All 91-53 6H11
30-30-01 Pitot Heat
PA-42: S/Ns: 42-7800001 to 8001106 91-54 6H13
PA-42-720: S/Ns: All 91-55 6H15
PIPER AIRCRAFT
PA-42/42-720
6C18
91-20-00
Page 6
SYSTEM/ SUB-SYSTEM/
30 ICE AND RAIN PROTECTION (continued)
30-31-01 Stall Warning Heat
PA-42: S/Ns: 42-7800001 to 8001106 91-56 6H17
PA-42-720: S/Ns: All 91-57 6H19
30-40-01 Windshield Heat
PA-42: S/Ns: 42-7800001 to 8001106 91-58 6H21
PA-42-720: S/Ns: All 91-59 6H23
30-41-01 Windshield Wiper
PA-42: S/Ns: 42-7800001 to 8001106 91-60 6I1
PA-42-720: S/Ns: All 91-61 6I3
30-60-01 Propeller & Lip Boot Deice
PA-42: S/Ns: 42-7800001 to 8001106 91-62 6I5
PA-42-720: S/Ns: All 91-63 6I7
31 INDICATING/RECORDING SYSTEMS
31-20-01 Hour Meter 91-65 6I11
31-50-01 Annunciator Control
PA-42: S/Ns: 42-7800001 to 8001106 91-66 6I13
PA-42-720: S/Ns: All 91-67 6I15
31-50-02 Annunciator Test
PA-42: S/Ns: 42-7800001 to 8001106 91-68 6I17
PA-42-720: S/Ns: All 91-69 6I19
SYSTEM/ SUB-SYSTEM/
PIPER AIRCRAFT
PA-42/42-720
6C19
91-20-00
Page 7
32 LANDING GEAR
32-00-00 Up Lock Switches 91-70 6I21
Down Lock Switches 91-71 6I23
Squat Switches 91-72 6J1
32-20-00 q Sensor Circuit
PA-42 S/Ns: 42-7800001 to 8001106 91-73 6J3
PA-42-720: S/Ns: All 91-74 6J5
32-30-00 Emergency Gear Extension 91-75 6J7
32-60-00 Landing Position and Indication
PA-42: S/Ns: 42-7800001, 7800002,
7800004, 8001001 to
8001006 91-76 6J9
PA-42: S/Ns: 42-7800003, 8001007 to
8001054 91-77 6J11
PA-42 S/Ns: 42-8001055 to 8001106 91-78 6J13
PA-42-720: S/Ns: All 91-79 6J15
32-60-00 Landing Gear Warning and Solenoid
PA-42: S/Ns: 42-7800001, 7800002,
7800004, 8001001 to
8001006 91-80 6J17
PA-42: S/Ns: 42-7800003, 8001007 to
8001054 91-81 6J19
PA-42 S/Ns: 42-8001055 to 8001106 91-82 6J21
PA-42-720: S/Ns: All 91-83 6J23
33 LIGHTS
33-10-00 Fixed Dimming Control
PA-42: S/Ns: 42-7800001 to 8001020 91-84 6K1
S/Ns: 42-8001021 to 8001079 91-85 6K3
S/Ns: 42-8001080 to 8001106 91-86 6K5
PA-42-720: S/Ns: All 91-87 6K7
33-10-00 Panel Lighting/Fixed Dimming - Left and Right
PA-42: S/Ns: 42-7800001 to 8001020 91-88 6K9
S/Ns: 42-8001021 to 8001079 91-89 6K11
S/Ns: 42-8001080 to 8001106 91-90 6K13
PA-42-720: S/Ns: All 91-91 6K15
33-10-00 Panel Lighting/Fixed Dimming - Center
PA-42: S/Ns: 42-7800001 to 8001020 91-92 6K17
S/Ns: 42-8001021 to 8001079 91-93 6K19
S/Ns: 42-8001080 to 8001106 91-94 6K21
PA-42-720: S/Ns: All 91-95 6K23
PIPER AIRCRAFT
PA-42/42-720
6C20
91-20-00
Page 8
SYSTEM/ SUB-SYSTEM/
33 LIGHTS (continued)
33-13-00 Flood Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-96 6L1
PA-42-720: S/Ns: All 91-97 6L3
33-14-00 Map Lights 91-98 6L5
33-15-00 Dome Light 91-99 6L7
33-20-01 Exit Steps, Cargo and Baggage Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-100 6L9
33-20-02 Aisle, Exit Steps, Cargo and Baggage Lights
PA-42-720: S/Ns: All 91-101 6L11
33-21-00 Reading Lights
PA-42: S/Ns: 42-7800001 to 8001025 91-102 6L13
S/Ns: 42-8001026 to 8001106 91-103 6L15
PA-42-720: S/Ns: All 91-104 6L17
33-22-00 Faster Seat Belts, No Smoking Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-105 6L19
PA-42-720: S/Ns: All 91-106 6L21
33-41-00 Landing and Taxi Light
PA-42: S/Ns: 42-7800001 to 8001030 91-107 7B23
S/Ns: 42-8001031 to 8001106 91-108 7C1
PA-42-720: S/Ns: All 91-109 7C3
33-42-00 Wing Inspection Lights 91-110 7C5
33-43-00 Position Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-111 7C7
PA-42-720: S/Ns: All 91-112 7C9
33-44-00 Recognition Lights
PA-42: S/Ns: 42-7800001 to 8001029 91-113 7C11
PA-42-720: S/Ns: All 91-114 7C13
33-45-00 Strobe Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-115 7C15
PA-42-720: S/Ns: All 91-116 7C17
35 OXYGEN
35-10-00 Emergency Oxygen 91-117 7C19
52 DOORS
52-70-00 Door Warning
PA-42: S/Ns: 42-7800001 to 8001106 91-118 7C21
PA-42-720: S/Ns: All 91-119 7C23
PIPER AIRCRAFT
PA-42/42-720
6C21
91-20-00
Page 9
SYSTEM/ SUB-SYSTEM/
61 PROPELLERS
61-21-00 Autofeather System
PA-42: S/Ns: 42-7800001 to 8001055 91-120 7D1
PA-42: S/Ns: 42-8001056 to 8001106 and
PA-42-720: S/Ns: All 91-121 7D3
61-22-00 Synchrophaaser System 91-122 7D5
61-23-01 HTG Reset with Beta Lights
PA-42: S/Ns: 42-7800001 to 8001106 91-123 7D7
61-23-02 HTG Reset without Beta Lights
PA-42-720: S/Ns: All 91-124 7D9
61-24-00 Reverse Lockout
PA-42: S/Ns: 42-7800001 to 8001106 91-125 7D11
PA-42-720: S/Ns: All 91-126 7D13
73 ENGINE FUEL SYSTEM
73-10-01 Fuel Scavange System - Left 91-127 7D15
73-10-02 Fuel Scavange System - Right 91-128 7D17
73-31-00 Fuel Filter By-Pass 91-129 7D19
73-32-01 Fuel Flow System (Foxboro)
PA-42: S/Ns: 42-7800001 to 8001020 91-130 7D21
PA-42: S/Ns: 42-8001021 to 8001037 91-131 7D23
PA-42: S/Ns: 42-8001038 to 8001106 91-132 7E1
73-32-02 Fuel Flow System (Ragen)
PA-42: S/Ns: 42-7800001 to 8001086 91-133 7E3
PA-42: S/Ns: 42-8001087 to 8001106 91-134 7E5
PA-42-720: S/Ns: All 91-135 7E7
73-33-00 Fuel Pressure 91-136 7E9
73-34-00 Fuel Temperature Monitoring Left & Right
PA-42: S/Ns: 42-7800001 to 8001106 91-137 7E11
PA-42/42-720: All Models 91-138 7E13
74 IGNITION
74-20-00 Ignition System
PA-42: S/Ns: 42-7800001 to 8001106 91-139 7E15
PA-42-720: S/Ns: All 91-140 7E17
PIPER AIRCRAFT
PA-42/42-720
6C22
91-20-00
Page 10
SYSTEM/ SUB-SYSTEM/
77 ENGINE INDICATION
77-10-01 Torque Indication
PA-42: S/Ns: 42-7800001 to 8001106 91-141 7E19
PA-42-720: S/Ns: All Models 91-142 7E21
77-10-02 Ng RPM Indication
PA-42/42-720: All Models 91-143 7E23
77-10-03 Prop RPM Indication
PA-42/42-720: All Models 91-144 7F1
77-20-00 ITT Indication
PA-42/42-720: All Models 91-145 7F3
79 ENGINE OIL
79-20-01 Oil Cooler Doors - Left
PA-42: S/Ns: 42-7800001 to 8001106 91-146 7F5
PA-42/42-720: All Models 91-147 7F7
79-20-02 Oil Cooler Doors - Right
PA-42: S/Ns: 42-7800001 to 8001106 91-148 7F5
PA-42/42-720: All Models 91-149 7F7
79-30-00 Oil Pressure / Temperature, Chip Detector
PA-42: S/Ns: 42-7800001 to 8001106 91-150 7F13
PA-42/42-720: All Models 91-151 7F15
PIPER AIRCRAFT
PA-42/42-720
6C23
91-20-00
Page 11
SYSTEM/ SUB-SYSTEM/
SYSTEM/ SUB-SYSTEM/
PIPER AIRCRAFT
PA-42/42-720
6C24
91-20-00
Page 12
ECS ECS
COMPRESSOR OVERPRESSURE
ECS E339/439 OUTLET E439/339
STA57.0 E412 E412 STA57.0 E369
B;; H 1 A H 1 T22--H 1 U H 1 V H 7 D22-EJ:D-
NON ESSENTIAL
BUS
OPENS IF
TEMP> 425F
I
I OPENS IF
[f] PRESS> 40 PSI
PIPER AIRCRAFT
PA-42/42-720
ECS SELECTOR E369
H9J22=m2 ___ -;
H9H22 5 I
I
__ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - __ I
F
E 23J 22 E 104 II r E23N 20
E 23K 2O-----------------------------l1BlBl.:...----- E23M 20
E302
LEFT MAIN BUS
E23H 22
-------...
I
I
I AIR E23A 22------.4
I CONTROL 3A
I
E350

H7G22
E369 I E 339/439 .
H7F 22-L--- H2R H1G 22
L _
III H1H 22
111-1---
H1B 22------1
E 339 1 439 E 421
LEFT STARTER
SELECT SWITCH ' .:.
(STARTER OFF) :: ":';'""
......:
L-__ E23B 22----1
E23E 22-----'-------'

E348
PRESSURE REGULATING & SHUTOFF VALVE
(MOUNTED IN BLEED AIR INLET TUBE)
E342

E355 E22B 22
BLEED [f,:-- I
AIR E22A
CONTROL 3A
RIGHT STARTER
SELECT SWITCH
(STARTER OFF)
---------------E22D22
E22E 22
LEFT
BLEED
AIR
SWITCH
RIGHT
BLEED
AIR
SWITCH
E 106
RIGHT MAIN BUS

E343
E E22Z 20
E 205 II r- E22T 20
E22H22 3 3

E302
--E22K22------------------------i A A r----
E22J
T T 14
Figure 91-1. Bleed Air Control (SIN: 42-7800001 to 42-8001054, 42-8001056 to 42-8001077)
6D1
6D2
E 126
Y ONIQfE
SOLENOID
+28V 6gEE
PRESS. SOLENOID
+ 28 V 31 PSI
OPEN 18 psi
BLEED AIR SHUT
OFF VALVE (LH)
BLEED AIR SHUT
OFF VALVE RH
E225
91-20-00
Page 13
ECS ECS
ECS E339/439 OUTLET E439/339
STA57.0 r:t:l E412 E412 STA57.0 E369
H 1 A H 1 T22---c.:::r- H 1 U H 1 V H 70 22-GJ:D-
NON ESSENTIAL
BUS
OPENS IF
TEMP> 425 of
I
I OPENS IF
o PRESS> 40 PSI
PIPER AIRCRAFT
PA-42/42-720
ECS SELECTOR E369
H9J224
:
I
_--------------------------------1
r=
E 23J E 104 II f- E23N 20
E 23K 2O---------------------1rBTBl E23M 20
E302
- - -
LEFT MAIN BUS
I
I BLEED[j,:--
I AIR E23A 22----l
I CONTROL 3A
I
E350
E23H 22
----... -14--m-14-1 --
LEFT STARTER m;::'f::{ . " If!J?ItllliH@tt;:m:l E 106
SELECT SWITCH ::.':'
(STARTER OFF) ':Uf",:,:,:,,:,
: ..'.

LEFT
BLEED
AIR
SWITCH
E23C22------------J

'----- E23B
L _
H7G22
E369 I E 339/439
H7F 22-4-- H2R H1G 22
III H1H 22
1111----

E 339/439 E421
E342
E348
PRESSURE REGULATING & SHUTOFF VALVE
(MOUNTED IN BLEED AIR INLET TUBE)
rl
RIGHT
BLEED
AIR
SWITCH
AIR E22A 22---15T5l1-----11
BLEED B>- E355 E22B 22
CONTROL 3A
RIGHT MAIN BUS
RIGHT STARTER
SELECT SWITCH
(STARTER OFF)

E22E 22

E E22Z 20
E343
E22H 22 3 3 E22Y E22X 20---14
E205 !If- E22T 20
T T
14
I E 302
E22K 22--------------------1 A A 1-----E22M 20
E22J II r E22N 20
Figure 91-2. Bleed Air Control (SIN: 42-8001055,42-8001078 to 42-8001106)
E 126
ONl.QEE
SOLENOID
.28 V
PRESS. SOLENOID
+ 28 V 31 PSI
BLEED AIR SHUT
OFF VALVE (LH)
BLEED AIR SHUT
OFF VALVE RH
E225
PRESS. SOLENOID
+28V o31PSI
0NI.QfE
SOLENOID
+28V o2Ef
603 604
91-20-00
Page 14
ECS ECS
PIPER AIRCRAFT
PA-42/42-720
ECS SELECTOR
E369
ECS E339/439 OUTLET E439/339
STA57.0 G1:l E412 E412 STA57.0 E369

____ ;
I
I
NON ESSENTIAL
BUS
OPENS IF
TEMP> 425 of
I
OPENS IF III
PRESS> 40 PSI
L _
BLEED AIR CONTROL
E335/435
M 3 A v--- E23A E45E 22
LEFT MAIN BUS
E 369 E 333 I 433
9 E67B E67C
8 8 E45B 22-r- E45V 22
H7G22

BLEED AIR CONTROL
E3351435
Y Y E455 22
E45R22
-L
E400
3 3 22
1 1 22
2 2 22
E22A22 W W E45F22" 22 C
RIGHT MAIN BUS
6D5
INO
I
I
_---------------------------------1 E 126
BLEED AIR SHUT
OFF VALVE (LH)
E400
22 4 4
22 5 5
22 8 8
22
7 7
E435/335 E23 J
E45T 22WE45L 22 E23 K20
E67 M 22
E 300
B6 B6 E23Y 22
E23X22
E342
01 011 E23Z 22
E 104 E23N 20
1----- E23M 20

E 106
---E23W 20
E24Y 20
ONlQEE
SOLENOID
+28V
PRESS. SOLENOID
+ 28 V 631 PSI
E23H 22 B4 B4 E23G 22 D2
E23U 22 08 OS E29E 22 D5
E23S 22 09 D9 E29D 22 D4
02 E23F 22
D5 E23E 22
D4 E23D22
14 U U 141
LEFT
E67R 20
BLEED AIR
SWITCH
__ LH BLEED AIR
E67L22-1:!1 I I BYPASS VALVE
r-i OPEN - BYPASS
E45C 22 B5 B5 E23B 22 01 01 E23C 22 4
E67P 22 CLOSED
DISENG. RELAY
(CLOSED IN ENG.START)
HI fo.....
E433/333 t;"-
E67G 22--f2sl26l- E67M 22
.L
V V E67F E67H 22E8- E67J 22 E67K 22 E 104
E435/335 -=- H E 104 A E 160 E67Q E67S
_ A C
E45D 22
E 67 0 22 K 6 E67J 22 A CLOSED < Xl FTILBS TORauE
K 7 I F 22mJ IDlp GROUND BLEED AIR SWITCH
3
681< 22 B - - CLOSED < 400 FTILBS TORQUE
E68E 22 765K-R ABC E 206
E4351335 _ H E4331333 E 206 ABE 260
.:;:- E68Q 22 E E E68S
E 45 G 22 x x 22 E68F 22 23 23 E68H E68J 22 E68K 22 -
E68G 22 24 4 E68M 22==::...-------.
NORMAL I.....
-
E 301 E 342 HI Y" T
E68P22 4
ANN
BOX
E45H 22 B8 B8
E22S22
OS DB
E22U 22 D9 09
E22B22
E28D22
E28E22 E22E 22
E22F 22
E22Z 22
RIGHT
BLEED AIR
SWITCH
E68L 22-=tP I
RH BLEED AIR
BYPASS VALVE
OPEN A BYPASS
CLOSED
E22H 22
B9 B9
E22G 22
DISENG. RELAY
Cl E22Y 22
(CLOSED IN ENG.START)
L-________ E22X 22--------1-----
E435/335 -E68M22
E45J 22 E22K 20
E22J
Figure 91-3. Bleed Air Control (PA-42-720 - All)
6D6
ONIQEE
SOLENOID
+2BV 6Qff
BLEED AIR SHUT
OFF VALVE RH
91-20-00
Page 15
NON ESSENTIAL BUS
RECIRCULATIONS H 6 C 16
FANS M
607
RECIRC. FAN
SWITCH
---r-i
:;' HI
.Qf.E
: -- LOW

PIPER AIRCRAFT
PA-42/42-720
7.SA
o.J\J
E349
E390A + CCW
GRN -7)-- 22 ----111
SA
o.J\J
7SA
o.J\J
H 4 B 16 ---'-'=-'-'--<
H4A16
H4C16 ___
H1 RED
b---- H 4 M 16 1 1 H 2 M 16 CABIN RECIRC FANS
H4J16 3 3 .
SA
o.Jlo H4E16
b"---- H4N16 22 H2N16 11 ORANGE e CW
2 RED L.H. YEL 22 ----111
TEMP SWITCH .------ H 1 R 22
H7G16-6-- I
LH. RECIRCULATION
FAN DOOR SOLENOID
CLOSES AT
TEMP> 100F
DUCT TEMP BELOW100 OF!! DOORS CLOSED -> DUCT AIR TO RECIRCULATION FAN
DUCT TEMP> 100 of !! DOORS OPEN z=> CABIN AIR TO RECIRCULATION FAN
L-___ H 1 P
Figure 91-4. Recirculation Fans & Doors (42-7800001 to 42-8001069)
RH. RECIRCULATION
FAN DOOR SOLENOID
608
91-20-00
Page 16
NON ESSENTIAL BUS
RECIRCULATIONS H 6 C 16
FANSM
6D9
PIPER AIRCRAFT
PA-42/42-720
RECIRC. FAN AIRCRAFT MODIFIED BY S.B. 704
:,/ HI
/
.QE.E E349 CCW
: ..... LOW ,------------1
!> 1 ORANGE GRN -7>-- 22 ----111
1 H1D16 . oJ\; H1D16----
>----,-- H 2M 16 5 A o..f1ub---:--------- H 2 M 16

75A . 22 RED
16: H 1J 16 75 A oJ\; H 1 J 16 CABIN RECIRC. FANS
. H2N1. 5A qJ'b I H2N1. I ORANGE
____________ RED _ L.H. YEL -"7)-- 22 ---lll
TEMP SWITCH ,....---- H 1 R 22 ---7.":\-?>-:::J
H7G16--eJ--- H1 tI/I---'W
LH. RECIRCULATION
FAN DOOR SOLENOID
CLOSES AT
TEMP> 100F
DUCT TEMP BELOW100 of A DOORS CLOSED --> DUCT AIR TO RECIRCULATION FAN
DUCTTEMP >100 of A DOORS OPEN =o.> CABIN AIR TO RECIRCULATION FAN
'----- H 1 P
Figure 91-5. Recirculation Fans & Doors (42-8001070 to 42-8001106)
RH. RECIRCULATION
FAN DOOR SOLENOID
6D10
91-20-00
Page 17
RECIRCULATIONS
FANS H6C16
15A
NON ESSENTIAL BUS
6011
RECIRC. FAN
SWITCH
--r1
:" HI
.Qf.E
: ..... LOW
,@--
PIPER AIRCRAFT
PA-42/42-720
E349
E390A + CW
H4C16 oJ\> H4J16 GRN 22---11
H4A16 ----7=-S:...:.A--<oJlvb---- H4M16 1 1 H2M16 CABIN RECIRC. FANS
H4B16 5A oJ\; H4D16 44 H1D16---, E399
H4E16 oJ\; H4N16 22 H2N16i L----(if1l- ORANGE eCCW
RED L.H. YEL 22 -111
Temp Switch
,...----- H 1 R 22 -----:(:><>B-::>M LH. RECIRCULATION
FAN DOOR SOLENOID
H 7 G 22-0r---- H 1 M 22 ---fSi>LOO=::!
DUCT TEMP BELOW100 of DOORS CLOSED -> DUCT AIR TO RECIRCULATION FAN
DUCT TEMP >100 of DOORS OPEN -=> CABIN AIR TO RECIRCULATION FAN
CLOSES AT
TEMP> 100F
'------ H 1 P
Figure 91-6. Recirculation Fans & Doors (PA -4 2-720 - All)
RH. RECIRCULATION
FAN DOOR SOLENOID
6D12
91-20-00
Page 18
ESSENTIAL
BUS
PIPER AIRCRAFT
PA-42/42-720
CABIN DOOR SOLENOID VALVE
ENERGIZED - PRESSURE
DE-ENERGIZED - NO PRESSURE

CONT M SAu---- PR 2 A 20 ---..1----- PR 6 X 20
PR 2 E 20
CPR2Ero
E 313
2 2 PR 1 B 20
E 305
E 307
2 2 PR 1 G 20
VACUUM RELIEF SOLENOID
,---
.------!I PR 2 J 20 1 1 I I
I
PR 1 E20
DE-ENERGIZED WITH SAFETY VALVE CLOSED
PR 2J 20
6013
I I
3
CABIN PRESS. SWITCH
---'--i
I
I I
o.d'mlMf (MAINTAIN)
.,;-cABIN PRESS (MAINTAIN)
I ..... TEST (MOMENTARY)
3
\ }
PR 2 G 20 --111
E 136
...---- PR2K2O
A3151 A415
PR 2 H 20 --...- PR 2 L 20
4
CONNECTOR A315/A415 INSTALLED
ONLY ON SIN 42-8001055 TO 42-8001106
Figure 91-7. Cabin Door Seal and Safety Valve Control (42-7800001 to 42-8001106)
6014
DOOR SEAL
SAFETY VALVE
CONTROL
91-20-00
Page 19
ESSENTIAL
BUS
PIPER AIRCRAFT
PA-42/42-720
CABIN DOOR SOLENOID VALVE
ENERGIZED - PRESSURE
DE-ENERGIZED - NO PRESSURE

CONT M SAv--- PR 2 A 20 --1.------- PR 6 X 20
PR 2 E 20
PR2J 20
6015
E 301 E 305
PR 2 J 20 PR 1 A 20 1 1 PR 1 E 20
1 CC 2OPR 1 BB 2O---rn-- PR 1 AA 20
E 356
CABIN PRESS. SWITCH
--'-i
I
mLME! (MAINTAIN)
VACUUM RELIEF SOLENOID
DE-ENERGIZED WITH SAFETY VALVE CLOSED
E 136
PRESS (MAINTAIN)
I ..... TEST (MOMENTARY) ,--- PR2K2O
3
PR 2 H 20 --+-PR 2 L 20
4
Figure 91-8. Cabin Door Seal and Safety Valve Control (PA-42-720 - All) .
6016
DOOR SEAL
SAFETY VALVE
CONTROL
91-20-00
Page 20
.Reissued: December 31, 1989
E369
PRESS M 3A ..,------- E 24 M 20 H 9 G 22
LEFT MAIN BUS
6017
/
ECS SELECTOR / / PRESS
/
E 24J 20
L---H9C22
PIPER AIRCRAFT
PA-42/42-720
CABIN ALT. SWITCH
ACTIVE AT > 12,000 - 12,500 ft
N.C. C N.O.
BLACK
I WHITE
RED
E369
7 7 EMERGENCY PRESSURE
VALVE
E 208 ____ --...
4 4 f------ H 7 E 20 ------+------ E 24 N 20 ---------1
--t--'
E 25 K 20 ___ --" !
E 24 P20 ENERGIZED => EMER PRESSURE
1
Figure 91-9. Emergency Pressure (42-7800001 to 42-8001106)
6018
91-20-00
Page 21
LEFT MAIN BUS
6D19
,
ECS SELECTOR , ,
,
E45A22
L---H9C22
PIPER AIRCRAFT
PA-42/42-720
E 369
1 1
CABIN ALT. SWITCH
ACTIVE AT> 12,000 - 12,500 ft
o
w
II:
EMERGENCY PRESSURE
VALVE
E 208 ,-____ __..
4 4 H 7 E 20 ------....------- E 24 N 20 --------1
---+----.:y

E 24 P 20 ENERGIZED => EMER PRESSURE
1
Figure 91-10. Emergency Pressure (PA-42-720 - All)
6D20
91-20-00
Page 22
6021
PIPER AIRCRAFT
PA-42/42-720
CABIN DIFFERERENTIAL
PRESSURE SWITCH
C N.O.
ACTIVATES AT > 86.45 0.05 PSI
E356
BLUE-------------1111
PR 1 T 20 PR 1 R 20 ------......---- WHITE ___ I
CABIN ALTITUDE
SWITCH
ACTIVATES AT > 11,700ft 200ft
N.C. C N.O.
RED-----------III
'---- WHITE -----'
Figure 91-11. Cabin Pressure Warning (42-7800001 to 42-8001106)
6022
91-20-00
Page 23
6023
PIPER AIRCRAFT
PA-42/42-720
CABIN DIFFERERENTIAL
PRESSURE SWITCH
E356
PR 1 T 20 ~ PR 1 R 20 --4)-+_--- WHITE---'
CABIN ALTITUDE
SWITCH
ACTIVATES AT > ~ 6.45 O.05 PSI
BLUE------------1111
ACTIVATES AT > 11,700 ft 200 ft
N.C. C N.O.
~ B L C K RED----------III
'---- WHITE __ ---.J
Figure 91-12. Cabin Pressure Warning (PA-42-720- All)
6024
91-20-00
Page 24
H50A6
LEFT MAIN BUS
E369
EMERG r.;:p:.." E 24 M H 9 G 22
PRESS M3A
,
ECS SELECTOR
,
,
,
6E1
,
,
,
,
,
PIPER AIRCRAFT
PA-42/42-720
60 AMP GNDBLOWER
CURRENT SENSOR RELAY
L2 L1
-I
-r- H50B6
E3351435
E 369 STA 57.0 S1
S2 H 50 D ??---?>---..
1 E 22---E:8- H 2 L22
GROUND COOLING
BLOWER
H6B6 +0- H6F6
53 E4351335
H50C22 STA570 E236 E227
...L. H2Z22.
-=- 5 ..5 I
I 5 - 20
H 2Y22
. 7800001 to 42-8001106) Figure 91-13. Ground Cooling Blower (42-
III
E 227
6E2
91-20-00
Page 25
PIPER AIRCRAFT
PA-42/42-720
60 AMP
CURRENT SENSOR
L1 L2
GNDBLOWER
RELAY
GROUND COOLING
BLOWER
H 50 B 6 -1------ H 6 B --- H 6 F 6 ---1111

E369
EMERG E 24 M 20-f3l3l- H 9 G 22
PRESS .. 3A
LEFT MAIN BUS
ECS SELECTOR ,
,
,
,
6E3
,
, EMER
, PRESS
,
,
E369
E3351435
STA 57.0
H2L22
S1
53
H 50 C 22 E4351335
-='= H 2 Z 22 STA 57.0 E 236 E 227

H 2C22
H2Y22
1-20 2-20
L8J
ECSGND
BLOWER
SWITCH
Figure 91-14. Ground Cooling Blower (PA-42-720 - All)
E227
6E4
91-20-00
Page 26
E349A
I I
H6R22=m=2 H9Y22
ECS OVERTEMP
L.____ -1-. --H6W22 33 H6X22
6E5
PIPER AIRCRAFT
PA-42/42-720
LH AUXBLEED
TEMPERATURE 425 0 F
r E 24 S 20 -o-c.=J-- --6--------- 20 II
E 24 W 20 FIREWALL
1. .. .. TEMPERATURE 425
0
F
IE 24 V --6--------- 20 II
E 24 U 20
WING ROOT SHIELD OUTLET
------ E 23 P 20
TEMPERATURE 350 0 F
E24T20 c.=J 20 --III
WING ROOT IN BLEED DUCT
TEMPERATURE 475 0 F
E24R20 --c....J 20
TEMPERATURE 475F
E 24 H 20 - 20--111
TEMPERATURE 350 F
E 24 F - 20--111
E24 E 20
FIREWALL
-
----6-G"l...... TEMPERATURE
E 22 P 20 -----11111-- E 24 C 20 c.=J
425 F
20 ----111
E 24A20
L
RH AUX BLEED
TEMPERATURE 425 F
E24B20 -+--------20---111
ECS OVERTEMP SWITCH
TEMPERATURE 250 F
H 6 K 22----t:..=]...... H 6 J 22 -----1111
Figure 91-15. Bleed Air & ECS Warning (42-7800001 to 8001106)
6E6
LH
RH
912000
Page 27
E349A
I I
H6R22=tlJ=2 H9Y22
ECS OVERTEMP
L. ____ -I-. --H6W22 33 H6X22
6E7
PIPER AIRCRAFT
PA-42/42-720
LH AUXBLEED
~ TEMPERATURE 425 F
E 24 S 20 -o-L.J--~ - - - - - - - 20 --111
F.+------- E 23 P 2O------4IIf---
~ TEMPERATURE 350 F
E 24 T 20 -----c..:J 20 ---111
~ TEMPERATURE 475 F
E 24 R 20 -----c....:::J 20 --111
~ TEMPERATURE 475F
E 24 H 20 - - ~ L . J - - 20--111
G"J TEMPERATURE 350 2O F
E22P2O - - - - ~ . . . . - E24F2O--rL.J ........ _.
RHAUXBLEED
~ TEMPERATURE 425 F
E24B2O --rL.J ...... -+-------2O--j11
ECS OVERTEMP SWITCH
("5:""l TEMPERATURE 250 F
H 6 K 22---c.=J H 6 J 22 ----fIll
Figure 91-16. Bleed Air & ECS Warning (PA-42-720 - All)
6E8
LH
RH
912000
Page 28
PIPER AIRCRAFT
PA-42/42-720
CABINCOMFORT
M 5 A 1 CABIN TEMP CONTROL
NON - ESSENTIAL BUS H 3 D 22
( CABIN HEADLINER)
E 355
E 328
16 161---- H 3 Q 22 -----------------1'1 +
TEMP.LEVELSE
U
H9A22W=1 H3B22- 13 13 H3T22 9 TEMP-
E 363
CONTROL
H 9 B 22 2 2 H 3 J 22 10 101---- H 3 U 22 --------------110
ON AlC SIN 42-7800001 - 8001069
...---- CONNECTOR E336 IS E338.
E336
I I t;
TEMP AT 300 F - 2000 F '---__ .Le.
CABIN
f- -@ TEMP
SENS
H2E 22 ----------------112 DUCT
H2F 22 11 TEMP
H2G 22 8 SENS
E 328
E 360
.----11616
CABIN TEMP CONTROL
{
COOL rsf----- H 3 R 22
H 3 G 22 ----------------------42 AUTO
HEAT 3 S 22-
--r-1
<: AUTO
I MAN

r@
*
COOL
H9N 22-rl2!H3H22- NORMAL

MANUAL CABIN TEMP
E 355 114 15 L
114 151
H3
1
E22 J
H3 V 22
I
H3 C 22
E 339/439
HOT AIR
BYPASS VALVE
(FIRST HEAT EXCHANGE)
STA 57.0 E 422
-,- -
'----13 3 - H 1 N 22 - E PWR IN
c
H 3 Z 22 - 2 2 - H 1 Q 22 -- A COOL
I HEAT
H9R22 . E391 fJl H9L22jJt=
E
3
39
3
1
H3Y22
'----------------1!J:J.D- H 9 M 2 D
E 396 1 H 9 K 22 2 2 H 3 W 22 ----+--- H 3 X 22 - 1 1 - H 1 S 22 - B HEAT
1 Wi;- -
H6 E 22
1
Figure 91-17. Cabin Temperature Control (42-7800001 to 8001106)
6E9 6E10
'--______ ...J
91-20-00
Page 29
PIPER AIRCRAFT
PA-42/42-720
CABINCOMFORT
M 5 A CABIN TEMP CONTROL
( CABIN HEADLINER)
NON - ESSENTIAL BUS H 3 D 22
E 303 E 328 E328A
E 363
A7 A7f---- H 3 Q 22 -----1 1 1
A9 A9 H3T22 99
H3K
H3N
22
22
22
TEMP. LEVEL 9 A 22 ffr-- H 3 B 22
AS ASf---- H 3 U 22 ----110 10f---- H 3 P
E 336
BLUE
WHT H 2H 22
I
TEMP AT 30
0
F - 200
0
F ....___ ..... ;-It-rr-r C-".---
RED ----:-:;,'-1
CABIN TEMP CONTROL

< AUTO
'"'--BLUE 22 ---1-,-.',-1 1212 , ,
h-..,.--- WHITE H 2 G 22 11 11
i--'<--r---RED22---' 8 S
7 7
A3 A3 f----- H 3 G 22 ----1 2 2
&-
22 ,.

1ir--1
H3F2 2
MANUAL CABIN TEMP
I MAN
r
,-
+
9 TEMP-
CONTROL
10
CABIN
- -@TEMP
SENS
12 DUCT
11 TEMP
S SENS
fOOL
2 AUTO
HEAT
-\-
D- H9N22fi21H3H22 NORMAL
E
I-
3

328 A E328
H 3 L22 3 31----,
H 3 M 22 4 4
H3S 22
E 339/439
HOT AIR
BYPASS VALVE
(FIRST HEAT EXCHANGE)
STA 57.0 E 422
r- *
COOL
I 1 HEAT L...-_-j C C H 1 N 22 - E PWR IN
H3 V 22
H9R22 . E391 0
1
H9L22[LE3
39
3
1
1....--------------1o:J;D- H 9 M 2
E 396 H 9 K 22 2 2
H6 E 22
1
Figure 91-18. Cabin Temperature Control (PA-42-720 - All)
6Ell
H 3 Y 22 ----\---.1..- H3Z22
H 3 W 22 ----.+--- H 3 X 22
c
B B H 1 Q 22 - A COOL
o
A A H 1 S 22 - B HEAT
6E12
-1....-_____ ....1
91-20-00
Page 30
ELT ARM SWITCH
---y-J
-.S. ARM
r'
,,,\
WHT
ON
' ,
, ,
WHTIBLU
r
ELT/G
1
-
-
6E13
PIPER AIRCRAFT
PA-42/42-720
'"
"'"'
r-..
I
,...
/ ~ ~ ~
H"GBA
ElT ANTENNA
A327
,-, . ~ ,-, ,-,
1 1 WHT
' ,
, , ' ,
' , ' , , ,
2 2
' ,
WHTIBLU
lL
0
1
l ~ 1
3 3
~ ~
EMERGENCY
LOCATOR
TRANSMITTER
,...r
~ l
ANTENNA
REMOTE
AFT PRESSURE
BULHEAD
Figure 91-19. Emergency Locator TranSmitter (ELn
-
6E14
91-20-00
Page 31
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS A 302/A 402
[20 201 INVI PI INVERTER # 1

15)1; 1 1 RP-INVI-16-----------------+-20 28VDCPVVR
II 16...,.-16 I DCGND
AVBAv .
COOLING FAN
INV1!> A 3\-0_2_--,
INVERTER# 1
<" INVERTER SWITCH
INV SW INV10FF - - - - - - INV SW
Ii f- 20 7 7 22 --"""";f-"'" LQ-____ 22 8 8
INV 1 ON
L333AWHT/RED 6 6 ___ _
1 1 22
2 2 22---+-+-+---,-6--)<:14 9 9
INV 2 OFF
20
II 20 5 5 22-----<}- 4----22 ____ -" 4 4 20
INV20N
L 20 D ON I OFF GND
[ 220 DE DE 220 ]
115 VAC OUT B 18 '. l 18 --+-+-4__
-+
HH
AC COMMON C 18 18-11 1
26 ACOUT G 18r' 18
r-
PHASE LOCK r .......
22
20 -----iL! REMOTE ON/OFF
18
INVERTER # 2
INV2
ON/OFF
26AC
18
: ':l.
18
A351A 115 V AC BUS # 1
26 VAC BUS # 1
26 VAC BUS#2
18-+1811 1
115VAC 18 tJ 18
L-----1H H 1------1 A351D
20--r-e- RP
20...1 T . lj115VACBUS#2
LEFT MAIN BUS
[
MI5A RP-INV2-16-----------------+
INVERTER #2
-NOTE-
Inverter
B
6E15
432 1
INDICATOR BO A
O
o 0
SWITCH 0 0 0 NC
o 0 0 NO
o 0 0 C
INY ON
FAIL FAIL
1 2
20 IOFFGND

GND
20 16 V DC PVVR
Figure 91-20. Inverters (PA-42-720)
6E16
91-20-00
Page 32
L START CONTROL

5A
L. START I GEN
I
LMAIN BUS SWITCH I ......STARr
.;f-A.QEE
I '.l....GEN

....----
EXTERNAL PWR

EXT. PWR
<J L JET PUMP
l
OFF
EXTERNAL PWR
DISENGAGE
-
..i.
CONTACTOR
-
.---
RELAY
HII

i I
-
-III
ON
III A
'I ......

'---

VOLTMETER
--'II
BATTERY

V
J

'I J
BATT MASTER
-
CONTACTOR
- '- ....----
<
...
f
>-lll R. JET PUMP
DISENGAGE
RELAY OFF ON
BATTERY
Y
Tv
MASTER
I
SWITCH
-
. -==
-
--r1
I 4" GEN
.QEE
R. MAIN BUS R. STARTI GEN i-START
SWITCH
I
SA
LY
R. START CONTROL
6E17
PIPER AIRCRAFT
PA-42/42-720
L GEN CONTR UNIT
w;::t
w

.Y
C
LSTART
DISENGAGE
RSTARr

ENGAGE
REG
A
OPEN
L START
>53% I
I
CONTROL RELAY

.---
Z ...

HII

L. STARTER
I R.START ENGAGE
V
I
DISABLE ANN RELAY
I
J"
'-
N-: ANN L.STARTER
.---
'I
D
BOX - ENGAGE
L. START
CONTACTOR
'G
B
A
Y
X

III L
if
BUS

..
.....
(t:!t
200AL.J..
LGEN
200 A BUS liE
d MAIN TIE BUS :

.ATT
IUS liE 200 er IR. GEN
BUS liE
R.
II I BUS
AI. START

CONTACTOR

N
ANN
N
'- I
BOX ENGAGE

1 L. START
.---

R.STARTER
I I DISABLE ENGAGE
>--111
ANN RELAY
R. GEN CONTR UNIT
z H
R'si=ART
OPEN J
A
.--.
CONTROL RELAY
I
X
>53% Y
..
......
..'

A
B
OPEN IF REG
L.START
R.START

DISENGAGE
C
m 1!.

Figure 91-21. Basic Diagram (Statter - Generator) - PA-42-720
L. STARTER /
GENERATOR
ro
START CURRENT SENSOR 2.4 V DC 300A II I-- E
FOR CURRENT LIMITATION
FIELD WEAKENING EXCITATION ...
_ POWER FOR GCU UNIT
;"; Is
STARTER DISENGAGE> 53%

L. GENERATOR VOLTAGE
CONTACTOR CONTROL
.--- LEFT lOA
III
'I I

-----
100A
NON ESSENTIAL
BUS
NON A
ESSEN
(
---.

IlL 1
I....-
'I

R. 'GENEi:iATOR
VOLTAGE
CONTROL
CONTACTOR
RIGHT lOA
STARTER DISENGAGE> 53% >fA
; .. ; Lt

A
FIELD WEAKENING EXCITATION ...
FOR CURRENT LIMITATION
300 A III-- START CURRENT SENSOR 2.4 V DC
r..;;..
6E18

I'--
r--
tTI
R .STARTERI

-
.r--

91-20-00
Page 33
ESSENTIAL BUS

5A
I
L GEN RESET
I
I"
l. STARTI GEN I
SWITCH I
ANN I"
+
L GENOFF
. BOX I
Lf-=START

BATT MASTER
VOLTMETER
BATTERY CONTACTOR
j 1

V
III I
II 1 I 'I 1

SWITCH <J
R. STARTI GEN
.QEE
SWITCH
II L
n=
ON
-
I -START
rt= ANN
+
R.GEN OFF
.M BOX
M
1'--'
I
I
IL....
ESSENTIAL BUS I
I
5A
+ R.GEN RESET
6E19
GENERATOR
PIPER AIRCRAFT
PA-42/42-720
L GEN CONTR UNIT

GEN CURRENT SENSING 0.6 V 100A
I 1 ,.....
B
GEN EXCITATION FOR VOLTAGE CONTROL
I REGULATOR I 15
V
t A
POWER FOR GCU UNIT
LATCH -OVER VOLTAGE RELAY
T HI OVER J
GEN RESET U VOLTAGE
r
[GENERATOR CONTACTOR POWER
RELAY
0-
I I--
I
I
I UGEN D
SENSE GENERATOR VOLTAGE 5A
I
-- I UBATT SENSE BATTERY VOLTAGE
I I ......
E
I
1
---::-.4 E)l

j
I
OPEN IF CLOSED IF
OVERVOLTAGE UBATT - UGEN
L

L GBII
LGENERATOR
CONTACTOR
,..--

Ilr
"T

L-.-
II
200 A 200 A Ii BUS liE 100A
BATTERY LOAD
MAIN TIE BUS
NON ESSENTIAL
BATT
BUS
NON
... R. DISTRIBUTION d BUS liE
ESSEN ,..--
;--.....
R. GEN CONTR UNIT
BUS
i
II
OPEN IF CLOSED IF

OVERVOLTAGE UBATT": UGEN
-r
(;;ii H
I :
f
R. 'GENEFiATOR
I I " U.....TT
SENSE BATTERY VOLTAGE 5A
I
L_
I
E CONTACTOR
D
SENSE GENERATOR VOLTAGE
I
I
GENERATORCONTACTOR POWER
'J
I
1
t-- I
GEN RESET
I
URrER I
LATCH -OVER VOLTAGE RELAY OLTAGEI
T RELAY
V
POWER FOR GCU UNIT
i
A

VOLTAGE I 15.A. GEN EXCITATION FOR VOLTAGE CONTROL
I REGULATOR I
B
PARALLELING
;
GEN CURRENT SENSING 0.6 V 100A
Figure 91-21. Basic Diagram (Starter- Generator) - PA-42-720 (continued)
L .sTARTER/
GENERATOR
D

tlf--
E
i'--
!
-
VOLTAGE
10A
CONTROL
LEFT

GENERATOR
.!
VOLTAGE
CONTROL
RIGHT 10A
lif--
6E20
r-
A -
EV---
D
.....

91-20-00
Page 34
R. CROSS START
SOLENOID
PIPER AIRCRAFT
PA-42/42-720
P 1 E 1
3L
P4A1
20-11 1
E395A
J 3 G 2O--[!JI}- J 3 J 20
A
5
ML 20
E358

ML21A ML20A
LEFT
GENERATOR
CONTACTOR
...<I----P1 H1
P1K1
LEFT
STARTER
L. AMMETER -l@ ...
SOLENOID SA

J8A20 LEFT CROSS
L. FUEL PURGE
VALVE
SOLENOID
? /
E302A
'---+---------; J 10 E 20 3 3 1 J 10 L 20
P.T.T. 2
L.JET PUMP
PRESS VALVE

J 10A 20
WHITE

SYSTEM>
L. HIGH
POWER
LEVER NC
AT 70%
.J, E 106 l
WHITE
-=- L J 7 A201Jl]-- J 5 A20--*"---------------,
WHITE J 11020
LEFT
CONDITION
LEVER SWITCH
t E106 E335/435 E450B E450B E4351335
7 7 J9H2O
, J9Q20WJ9D20 61 1 J9W20
J 4A20
20 II E 303 rp >.::"":,, :}'>:} ..:
LEFT MAIN BUS L JET PUMP
E 303 E347
. J3A20Y
L. START CONTROL <i)l E 23020------<
:::""":"":":,,,:,,,>,::::,:,.,:,:,,,:,:,::::,,:,:::.::::. E 23
BLEED AIR ) ,......-GEN
CONTROL LEFTSTARTI
GENSWITCH I ,START
-Y
Figure 91-22. Starter System - Left (42-7800001 to 42-8001106)
6E21
J 10 G 20
6E22
LEFT STARTER
I GENERATOR
9120-00
Page 35
PIPER AIRCRAFT
PA-42/42-720
AIRPLANE MAINTENANCE MANUAL-
L START I GEN L START
SWITCH II DISENGAGE
I /START SWfICH
L MAIN BUS QEE"J' L GEN CONTR UNIT
I>--GEN E300A E190

E300A E348C B J51S2O 7 7 J51T2O---I3l31-J51V2O 1-----.
SA 2 I 20
- 3 J51N2O
L START CONTROL l?a-t PF 50 E
E 348Bt;:1 PF 52 T
J51 a 20

E335 ijJ51 M20
E450B E435 GG ...
L_ START ... . .
E23R22 1717
E23V22 44 44

3 I
'7---t--:--- J 60 0 20 6 J 60 C 20 45 45 J 60 B20 12 Q J 60 A20
L JET PUMP '------.
5OH20 4 4
6E23
DISENGAGE ,.;----fr--J50L2O 6 6 J50M2O C C J51 F20
RELAY
J 50 G 20 --1:>------
.--<'>---- J 50 C 20-----
J51
I J52A2O
J 51 G 20
E329L
't--'O:--k'1-- 1 1 J 61 A20------------1
3 3 AN3A
__
Figure 91-23. Starter System - Left (PA-42-720)
PF U20
L. STARTER!
GENERATOR
//
/
/ '.' BUS
/
/ lOA VOLTAGE /
/
CONTROL /
LEFT /
//////-
PF 50 F 16
cff---- P 1 H 1 B1-___ --1
6E24
91-20-00
Page 36
PIPER AIRCRAFT
PA-42/42-720

3A
L CROSS START
SOLENOID
:--T""C

___________________ P4B1---+--------------------f
E394A
'---------- J 3 K J 3 F

ML 19 ML 18
E358 rr=D..

Ml19A ML 18A
R. AMMETER -l@' +
RIGHT
GENERATOR
CONTACTOR
r<t---P2H
RIGHT
STARTER
SOLENOID
R. FUEL PURGE
VALVE
SOLENOID
SA
J 8 B20
" ? ..i....,'.....E$4A
J 3 E 2D
E302C
E394A
J 10 B 2D

J8G2D
J8 K2D
J6 K20-111
R. JET PUMP
PRESS VALVE

WHITE
J. E2D5
L.>E394
STARTER >>:.".'
SYSTEM.>'' . ..
R.HIGH
POWER
LEVER NC
AT 70%
l
WHITE
-::- L J 7 B J 5 B20--+----------------------,
RIGHT
WHITE J 11 C20 CONDITION
J9T2Dru'
J 4 B20 L HIGH POWER
E359 LEVER
R. JET PUMP h$1
RIGHT MAIN BUS DISENGAGE J 3 C20
E359 E343 RELAY =
M5A-J 9 B J 1 B J 2 B2D J3 B2
E
o
22
J;J
R START CONTROL E22D20------- ___
RIGHT START f
GEN SWITCH I ..... START
--'-l
Figure 91-24. Starter System - Right (42-7800001 to 42-8(01106)
6F1
RIGHT CROSS
J3X20 E3020
J3W20 ./':.""""':':"
FIXED DIM.:.
6F2
RIGHT STARTER
I GENERATOR
91-20-00
Page 37
R. DISTRIBUTION BUS
PIPER AIRCRAFT
PA-42/42-720

E3311 E431
E335/E435
R.STARTER
ENGAGE
ANN RELAY
E329R
3 3 AN4A2O
;.--I'.l-l<9--l 1 1 J 61 B 20-------------------,
J60
60S 20 t J51 W20
J60X2O J
E4311 E 331
6060
1111 4747 J51 P20
E450B 40
40 20-1 I'
E4351 E 335

J 60 J J 60 H<>n--+-+-'"
;:::::
E22R22 4646 E22Q22-----------l R. START

CONTR RELAY
E431
E 331 53

J52Z2O PF52K
E 342Af PF 52 F
R. MAIN BUS 5 PF 52 J 20
E301A E342C J52B20 PF62W
t".;.j5 A-J52 K20 E301A
R. START CONTROL I "...GEN J 52 E 2O---!ZJl)-J 52 D 52 C
R. START1 GEN :;;f-A.QEE ..L
SWITCH I ",START R. START
-L...j DISENGAGE
SWITCH
Figure 91-25. Starter System - Right (PA-42-720)
6F3
R.
CONTACTOR
PF Z20
R. STARTER/
GENERATOR
a+-----P2Hl B
PF V16
// ///////
/ VOlTAGE /
/ A CONTROL /
/ 10 RIGHT /
/ . ESSENTIAL /
/ :)BUS /
/// //////
PF52WI6
E299
6F4
Reissued:
91-20-00
Page 38
December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
LGEN RESET
LEFT STARTI
GEN SWITCH
LO.V.
SWITCH
E450
P

E3351435 PF 60 20
LEFT
GENERATOR
CONTROL
PANEL
L
G
PF 90 20 -E!D- PF 1020 -m-PF 2020
PF3020 1414 PF4020----I3 3 F
eF"O> , 'PF"''' """"',. J
E303 E347
o----PF 1A 16 -IDPF 9A 16
L VOLTAGE
REGULATOR
E303
START _ I
gEE .t.....f?
GENJ> ('
f--L-
PF5A2O
PF40C 16
7 7 PF3A16+----15 5 PF4OA16 2 PF6A16 K
E 347 E 303 E 333/433 PF 10A 16 C
37B 16------1 E
H
M
o
B
A
E335J435
PF 22A 16 L...I ______ oLJ
PF26C
r
2O
-1
11
u- PF25C
1------PF 20 A 16 H H
1------PF 24 A 16 G G
.20 IS. IS.
;-----PF26A16-U I I
r-----PF SA 16 K K

:+--- PF 25A 16-U J J
PF7A16 LL
PF 16C 2O-----I3oI30f---I---I--I='F
PF 19C20----131

+ - LIGHT OFF
.....5% . J10A --(>---..
L: STARTER
I 18

LSTART
SOLENOID
ilrP1J1
PF21 A 16
PF 28A16
rl=------ P 1 H 1
RVOLTAGE
REGULATOR
ESSENTIAL BUS
E303 E343
R.START
SOLENOI
LGENERATOR
CONTACTOR
R. GENERATOR
CONTACTOR
y"'==---------- P 2 H 1
.-----PF1R2O---------------+-------------------------J
PF5B2O
f-r
GEN pi

1
E343
7 7 PF3B 16-+--17
PF 4820 8 8 PF2B 16+---18
E333/433
H
E
J
A
B
o
M
R.STARTER'I 18
SYSTEM
e--.Jl0B2O
PF 19020 ----j331";,t----t-t--'
PF 160 20---I31213:21---+--+--P
n-PF250 1
f2O-1 I '
E205
PF7B 16-----iY Y

PF9C2O PF 1C PF2C 20
PF3C20 1414 PF"".,u---, F
' __l- PF 2601
RGEN RESET
6F5
RIGHT STARTI
GENSWITCH
R.O.V.
SWITCH
P
RIGHT
GENERATOR G
CONTROL L
PANEL
PF24010---I"
PF20 L 1
Figure 91-26. Generator System (42-7800001 to 42-8(01013)

1-------- PF 20 B
PF28B16
PF 21 B 16
tlr P2J1
6F6
L.STARTER/
GENERATOR
B R .STARTER!
GENERATOR
91-20-00
Page 39
LGEN RESET
PF 90 20 -E:I2J- PF 10 20 PF 2020
E303 E347
LEFT STARTI
GEN SWITCH
PF3020 14141----PF402O-----I3 3
PF4A2O 8 8 PF2A16 PF41A16 4 4
PIPER AIRCRAFT
PA-42/42-720
LEFT
GENERATOR
CONTROL
PANEL

r---------------PF24A16
lir P1J1
H H PF21 A16
G G PF28A 16
..:-20 IUl :a
-:-------------PF26A16-U I I ',.l-PF27A16
,....--- PF 8A 16 K K PF 15A 16
1:1 Jj 20 ...
()---PF1A 16-ffiPF9A 16
E303
START, I 7 7 PF3A16---11------I -1----------f---PF25A16-U J J '"l-PF23A16
c!:A-t;I/ PF7A16 L L PF14A16
E 347
L VOLTAGE f--L- E 106
REGULATOR
PF SA 20
______
+ _ LlGHTOFF
P 1 H 1
L .STARTER/
GENERATOR
A....6-=------ P 2 H 1 B R .STARTER /

RVOLTAGE
REGULATOR
E359
1B 16-ePF9B 16
ESSENTIAL BUS
E303 E343
PF5820
h-
GEN 't> I

START- I
E343 E205
7 7 PF 3B 16---11-------1
PF7816 Y Y
:----------!----PF25B16-("1 w :-:-PF23B16
'!:..2O .G. .G. 2O?
PF4B2O 8 8 PF 2B 16-........----------1
L----PF8816 X X PF15B16
l--------------PF 26816-:--: N N n PF 278 16
'!:..2O IS. IS. 20?
PF 9C 20 PF 1C 20 PF2C20
PF 3C 20 1 14i----PF 4C
RGEN RESEr
6F7
RIGHT STARTI
GENSWITCH
RIGHT
GENERATOR
CONTROL
PANEL
1---------------PF 24816;---1 L L PF 28 816
1-______________ PF20 8 16 M M PF21 816
1Ir P2J1
Figure 91-27. Generator System (42-8001014 to 42-8(01106)
6F8
GENEBATOR
91-20-00
Page 40
E348C
r------ PF 51 PF 51 F
L. START I GEN
SWITCH ESSENTIAL BUS E300A E 348B

7 E348B
9 V
LGEN RESET
E348C
6 PF51
10 E3480
12 ANI E20
ESSENTIAL BUS
E301A E 342B
M 5 PF52 Q 20 G:J:D- PF.52 P PF 52 N20 -t---<r-
R.GEN RESET
6F9
E300A
PIPER AIRCRAFT
PA-42/42-720
L. GENERATOR CONTROL UNIT (GCU)
Figure 91-28. Generator System (PA-42-720)
E 106
J J
1-------------------------- PF D20 L L

ML2! A7e" I
ML20 A18
E358

0+---P2Hl
ML 18A'8

R. AMMETER A PF 52 W16
- +
f-PI------------------------ PF 51 T 16

6F10
L .STARTER!
GENERATOR
R .STARTER!
GENERATOR
912000
Page 41
EXT. PWR
CONNECTOR
PIPER AIRCRAFT
PA-42/42-720

E 4311331
.__4-------(") ,0------77----- P 4 0 2O-ffi-P 7 E
EXTERNAL PWR
CONTACTOR
+ b------p 3 F 1
P3E1-i11
SA
P3G1
E333I433
BATTERY
P 11 B 20-7.>-----+-------------- P 11 C P 11 0
BATTERY
MASTER
CONTACTOR
P3A1
'-_____ ...J P3 D1
..L

P7B18jJt=6 P7A18 4 4 P7F18
t> VOLTMETER
-------------------------3636 P 5 F 20 4 4 P 5 B 20 2 2 P 5 C 2O=l9-
N
I
I P5D20-W-P5E2O-i11 BATTERY
HOT BUS
GND CLEAR I NAV 2
GND CLEARI COMM 2
GND CLEAR I SPKR
GND CLEAR I ANS31 C
R. FIRE EXT
L. FIRE EXT
BAGGAGE & DOME L T
SPARE
SPARE
14
6F11
GCO09 D
GCO05 D
SPI20 ----ti'tttt'ti'tttt'
E36 Y 22FIFlEOOINGUISHING ..
----. ..... :::. .:......................................:: ......':'.':'.."""".'..
L 9 J 22
.rrttt'tttttGtS-- G 2 P 20 5 5 G 5 G 20 QEE
BATTERY
MASTER
SWITCH
Figure 91-29. External Power and Battery (42-7800001 to 42-8(01106)
6F12
MAIN
TIE BUS
91-20-00
Page 42
PIPER AIRCRAFT
PA-42/42-720
EXTERNAL PWR
EXT. PWR
CONNECTOR
SWITCH
E4311331 E300C E361 ""'
5A
P4
20 .J t=I.? E 4351335
1 P4F2O:m=5 P4L20=iJl=1 20 O.N
EXTERNAL PWR
CONTACTOR
+b---P3F1
1----p4B2O P4G2O 6 6 P4H2O 2 2 20
'-.--d"-w-tll:/:.
H 50 A 62 GROUND COOLING>
... .... BLOWER . P 7 E 20
P3G1
E 333/433 L DISTRIBUTION
BUS
P 11 B P 11 C 2O----IE61----- P 11 D 2O--++,.-l
<18V LIGHT OFF
200 A
L GEN BUSTlE
THERMO
SWITCH
> 130 0 F
OPEN
BATTERY
HOT BUS
GND CLEAR I NAV 2
GND CLEAR I COMM2
GND CLEAR I SPKR
GND CLEAR I ANS31 C
R. FIRE EXT
L. FIRE EXT
BAGGAGE & DOME L T
SPARE
SPARE
BATTERY
MASTER
CONTACTOR
P3 A 1

18--6\...9-----7)'>---- P7C 18'----3737 P7B18-EJ:D-- P7 A 18 4 4 P7 F18 t@>-ML22-18111
E 300A t> VOLTMETER
L-___ P 5A 20-------------36 36 P 5 F2O----f7l7"1-- P 5 B 20 2 2 P 5 C 2O=l9-1
I E358
E480 S 5
8 8 BATTERY
7 7 MASTER
SWITCH
6 6
4 41----SPI
'ii-----/2 2
0:------/1 1
O:-----Is s
6F13
E 36 D :
E36Y22 .-:
L 9 J 22
Figure 91-30. External Power and Battery (PA-42-720)
P 5 D 2O--EJ::D- P 5 E 20 ---j II
6F14
DISTRIBUTION
BUS
200 A
R. GEN BUS TIE
MAIN
TIE BUS
91-20-00
Page 43
PIPER AIRCRAFT
PA-42/42-720
Gt2,,"
L. MAIN OOA R. MAIN OOA
P1C6
?l------ P1 L 6 + NON ESSENTIAL BUS LEFT MAIN BUS RIGHT MAIN BUS
MAIN TIE BUS
P1B6
L.MAIN A R.MAIN A
L-----+--------------------------------------------------------------------------PllEB-----
Figure 91-31. DC - Bus Distribution (42-7800001 to 42-8(01106)
6F15
P7 F + AVIONIC
B BUS# 1
AVIONIC BUS
CONTACTOR # 1
(ENERGIZED IF
AV MSTR IN OFF)
AVIONIC BUS
CONTACTOR # 2
(ENERGIZED IF
AV MSTR IN OFF)

_ BUS#2 $.
6F16
91-20-00
Page 44
11--- P1 L 6 + NON
MAIN
TIE
BUS
PIPER AIRCRAFT
PA-42/42-720
LMAIN OOA R.MAIN OOA
ESSENTIAL BUS LEFT MAIN BUS RIGHT MAIN BUS
P1B6 P1 D6
AVIONICS
N01

22 I AVIONIC BUS
* CONTACTOR # 1
(ENERGIZED IF
AV MSTR IN OFF)
AVIONICS (ENERGIZED IF

NO2 22 I AV MSTR IN OFF)
L MAIN A R. MAIN A r--::=:_;=_----,
P11E8 - <

Figure 91-32. DC - Bus Distribution (PA-42-720)
6F17 6F18
91-20-00
Page 45
Reissued: December 31, 1989 .
NON ESSENTIAL BUS
[$f
RAZOR INVERTER
- -
NON ESSENTIAL BUS

CIGAR LIGHTER
6F19
M4J20

-
-
- - -
M 13 B 18
PIPER AIRCRAFT
PA-42/42-720

WHITE 18 1 1

(

D
I

RED

SH'A'v'ER
I., 2
'-'--
BLACK 18 BLACK
- - - - - - -
E)
M 13 C 18 III
CIGAR LIGHTER
Figure 91-33. Razor Inverter I Cigar Lighter (42-7800001 to 42-8(01106)
INVERTER
RAZOR

115
VACI
60HZ

- - - -
6F20
-
91-20-00
Page 46
NON ESSENTIAL BUS
BEV UNIT
6F21
E306
PIPER AIRCRAFT
PA-42/42-720
M 4 A 22----11 1 M 4 B 22"'t"l-------IWHT----------.
WHT
MIRROR LIGHT
T
L.4'----+--RED
BLKl r_W_H_T___ BLK
.---BlK 2
BEV UNIT LIGHT
E304A
M 1 A 18
1 1
PWR
SA
HOT WATER I
OVEN
HOT
LIQUID
2 2 GND
Figure 91-34. Razor Inverter I Oven (PA-42-720)
INVERTER
115
VACI
60HZ
OVEN
RAZOR
CONNECTOR

BlK ,----
CONNECTOR
6F22
91-20-00
Page 47
E 104

E 10 D20
E9L
E38E
FWD OUTBOARD
E10H2O E9J2O

E 10T2O E 10 U20
AFT H2O
E330
E 10J2O
J..
::-
LEFT ENGINE FIRE DETECTORS
CLOSED> 450 OF
E378

I
20 20 20 20

20 20

LEFT ENGINE FIRE
(ANNUNCIATOR PANEL)
6F23
PIPER AIRCRAFT
PA-42/42-720
E38R2O
E38N2O
ANNUNCIATOR BOX
BUS HI
Figure 91-35. Fire Detection - Left & Right
E206

E9P2O
FWD OUTBOARD
E10N2O E9R2O
INBOARD
E 10W2O E 10 V20
INBOARD
E 10 P 20
-L
::-
RIGHT ENGINE FIRE DETECTORS
CLOSED> 450 OF
I
20 20
H
R
E365
20 20

RIGHT ENGINE FIRE
(ANNUNCIATOR PANEL)
6F24
91-20-00
Page 48
RIGHT FIRE
EXTINGUISHER
PIPER AIRCRAFT
PA-42/42-720
F.=illl1=
A E480 E 431/E 331
BATTERY 2 2 E 36 D 20----fs2l62l-- E 36 S 20 f E 35 F
BUS 1 1 E35G22
5 A II II E3lB '
LEFT FIRE E 35 H 20 E 770 ; r 3
EXTINGUISHER 22 22
lQ]ilJ
FIRE E 36 G 20
E 318 (YYi - - - - EXTINGUISHER
ANNUNCIATOR
RELAY
E 36 C 20 22 -14-22 22 22
35822
E36E20
E 771 f-------------\
E36H20
20 20
20
20
6G1
E36N20
LEFT FIRE
EXTINGUISHER
SQUIB
E36 R20
-L
,.------ E 36 J 20-------,
E330 W
OPEN
LIGHT ON
ANNUNCIATOR BOX
X
OPEN
LIGHT ON
_______________
Figure 91-36. Fire Extinguishing - Left & Right
4
E318 4
E36L20
20
* E36K20
YELLOW
RIGHT FIRE
EXTINGUISHER
SQUIB
E36P20
1.-
6G2
20
91-20-00
Page 49
FLAP CONTROL

F5 L22
NON ESSENTIAL BUS
UP
F 1 J22
UP
F5H22
UP LIMIT
SWITCH
F5X22
POSITION
F5U22
CONTROL
F5R22
POTENTIOMETER
F 1 M22
..-----+-+--F 5 C22
F5J22
5 D22
FLAP MOTOR
+

t::
::;:
::;
>

Z
",0 0

0
+ 0

NI-W>3:XC/l
-q-'C"'>Vv'lltv
u..LLLLLLu..LL.LL.
E435
E335
E 107 E 137
8 8 Fl H22 8 8 F1 G22
6 6
F5G22
6 6
F5Z22
5 5 F4K22
5 5
F5W22
4 4 F4J22 4 4 F5T22
3 3 F4H22 3 3 F5Q22
9 9 F1 L22 9 9 Fl K22
7 7 F5B22 7 7 F4M22'--------l
PIPER AIRCRAFT
PA-42/42-720

<Ii
0..
;;:J
a:> > I-'
'" Z 0

0 Z
+ () Cl
g: g: g:
>a::O()<D
.'""'C')C')(')
LLLL.LLLLLL
4354394041

...Ju..;:ozo..
vLt.l1l)1.l)1l)
LLLLu...Ll..lL.
FLAP
POSOTION
INDICATING
AMPLIFIER - FLAP CONTROL
t- 0

;;:J
0
<Ii
; 0 Q..
W
t- t-
Q.. a:
'"
:::>
5 Q. 0 w
u. :::> t- +
C\I C\I C\I C\I
C\I C\I C\I C\I
::l ::l ;:0 >
C\I .... C\I C\I
L.I.. L.I.. u.. u..
53 47 57 51
53 47 57 51
F2S22
F2G22
F2 N22
F4G22
F2 K22
1 KO

<Ii
0
o..
u.: 0
u. Z
0 Cl
C\IC\I
C\IC\I
3:x
NN
u..u..
50 49
5049

N <
C\I N
() L.I..
C\I
u..
DIFFERENTIAL CONTROL
POTENTIOMETER
(INDICATOR)
E236
F2S22
FLAP SYSTEM
TEST SWITCH

F2Q22 2
F2 R22
F2 H22
1
oj 1--"6-...... r-.--o..- F 4 N 101 [F 4 P 10
1 1 F5 K22 1 1 1----------------F4Q22-----------------<)---;-'

2 2 F5E22 2
MOTOR

t.J35A
NON ESSENTIAL BUS - NOTE -
6G3
UP UP
DOWN DOWN
UP NOTUP
DOWN NOT DOWN
Figure 91-37. Wmg Flap Control System (42-7800001 - 42-8(01106)

0
>-
:5
'" II:

Q
N
L.I..
N
N
L.I..
....
L.I..
APROACH ADJ.

t-
-'
:::>

N
L.I..

6G4
F2L22---jI'
91-20-00
Page 50
PIPER AIRCRAFT
PA-42/42-720
AMPLIFIER - FLAP CONTROL
?;
uj

> f-'
"'zo

+ 0 Cl

>-a:OOal
......
LJ...LLlLLL.LL
o
:ol:
<3
a.
Q.
:5
lL

o
>-
:5
w
cr:
a.
:J

o
+
5
APROACH ADJ. 0
5

W
It:
!:i

:J
0 if
C\I
'" u..
FLAP CONTROL
____________________ __ ____ ____ D_D ____ ______ ______________________ ____
E335 1 I DO

NON ESSENTIAL BUS
E 107
--------F 1 J 22 8 8
U--------F 5 H 6 6
TIP
UP LIMIT
SWITCH
F5X22 5 5
4 4
POSITION 3 3
CONTROL
POTENTIOMETER
F1 M22 9 9
F1 H22

F4K22

F 1 L22
E 137
8 8
6 6
5 5
4 4
3 3
9 9

F5Z22
F5W22
F5T22
F5Q22
F 1 K22
.---------+-+--- F 5 C22 7 7 F 5 B22 7 7 F 4 M 22'------------l
FLAP
POSOTION
INDICATING

F2 H22
1
F4G22
, KQ
F2S22
F2N22
F2 K22

'" <
'" '" Ou..
'" u..
F2S22
FLAP
SYSTEM
TEST SWITCH
DIFFERENTIAL CONTROL
POTENTIOMETER
(INDICATOR)
E236 u..

F2 Q22 2
F2R22 1

F 5 J22
4==------F 5022
" F5K22' 1

2 2 F5E22 2
L------------------F 4 C 10 ________ ---l
FLAP MOTOR
L----------------------F4 B 22---------------4--

M
35A
NON ESSENTIAL BUS - NOTE -
6G5
UP UP
DOWN DOWN
UP NOT UP
DOWN NOT DOWN
Figure 91-38. Wing Flap Control System (PA-42-720)
6G6

91-20-00
Page 51
6G7
PIPER AIRCRAFT
PA-42/42-720
22 B B
o 0
18 C C F 13Y-
18
E 135
I
C C F9X
22 o 0 F9Y
5) 22 E E
2) B B F9W
>: 22 A A
22 F F
L--_______________
E235A
C C
22 o 0
22 E E
B B
22 A A
22 F F
Figure 91-39. Lift Transducer
6G8
91-20-00
Page 52
STALLCONT
PIPER AIRCRAFT
PA-42/42-720
STALL RECOGNITION COMPUTER E 438
E331/431

E438
STALL
WARNING 12
SIGNAL
F 12 E 22 46 461-----F 12 F 22------- + STALL
E4311331
M5A"
ESSENTIAL LIFT
BUS TRANSDUCER E 135
,--lo--------l 8 1-----1
RECOGNITION +
41----1
31-----1
21----1
51-----1
61----16 6
7
--F--+--I 8 8
1----+--1 9 9
i
i 16
Tj
16
F3M22 STALL[)3=
HORN - F3T22
i
F3N22
F3U22
..
..
'" .,
...
F9Z22
F9V22
F9Y22
F9X 22
F9W22
F11 H22
E138
5 5 F 13 X 22
3 3 F8H22
4 4 F 13 F 22
2 2 F 8L22
1 1 F 8K22
7 7 F 13 C 22
F 12 Z22
E320A
N N N
N N N
> ::> I-

U. U. U.
E319A
'"
'" -'
'" u.
-
-
E321A
><
OW
53
P
L-____ -'B
5050 F9U22
'It-F 10A22
4040
F 13W22
3737
F 8G22
4141
F 13 P 22
3939 F 8C22
3838 F8E22
4242 F 13 N22
3 34 F 12 X22
1 28VDC
10 28 VDC FAIL MONITOR
14 28 VDC RECOGNITION MONITOR
2 GND
16 TRANSDUCER SELF TEST
26 }
27 TRANSDUCERSECUNDARY
28
24 HI } TRANSDUCER
25 LO
15 STALL RECOGNITION SIGNAL
SELF TEST 8 F8A22
TESTDATA 22 F12W22
WARN
II - HORN
44 44 ......-... -S-r-,Q-L-- .-.............. -... 11 8B22-H'
WARNING>
.. RIGHT < LEFT "STALL RECOGNITION
........... ...... ......... RIGHT1 TEST SWITCH
E352A TEST
3333 CONN
ANNUNCiATOf{PANEC
OPEN LIGHT ON ....... . .>..../... .... Ui.
SYSTEM MONITOR 9 F 12 8 22 48 481-------F 12 C 22 . I
OLEO SIGNAL 7 F 8 F 22 ------145 45 . .. .... ... ...
F 15 Y22-----1''"""""--------F 14 W22-------,
F15X22 , + F14V22-----,
Fl44V22 F155S22
E318A
STALL
WARNING
LEFT
CONTROL
ASSEMBLY
a;tJl
!:l!:l !:l !:l
m< < <Xl
"''''
u.u. u. u.
1
E3188
1
!:l
N
N '"
'" '" N N N
'" N
> X 00 00
'" '" '" '" on '"
u. u. "- "- "- u.
STALL
WARNING
RIGHT
F88D22

E137 i
F99 N22

12/20
Figure 91-40. Stall Warning System - Left (42-7800001 - 42-8(01106)
6G9 6G10
91-20-00
Page 53
STALLCONT

F9T22
ESSENTIAL LIFT
BUS TRANSDUCER E 135
4 1--------1
31------1
21-------4
5 1--------1
6
7
22
F F
A A
D D
C C
B B
E E
F9Z 22
F9V 22
F9Y22
F9X22
F9W22
FllH22
RECOGNITION + f'=-J F 12 D 22
STALLDJ
HORN F3N22

U) ::l
'" '" LL LL
E138
5 5
3 3
4 4
2 2
1 1
7 7
PIPER AIRCRAFT
PA-42/42-720
E331/431
F 13 X22
F8H22
F 13 F 22
F8L22
F8K22
F 13 C22
F 12 Z22
'" N N N N N
> ::l to-

LL U. LL
5050 F9 U 22
qf-Fl0A22
4040
F 13 W22
3737
F8G22
41 41
F 13 P 22
3939 F8C22
3838 F8E22
4242 F 13 N 22
34 F 12 X 22
F 15 Y22
, T F 15X22
(\IN
(\IN
a:CJ)
E318A

m<
"''''
LL LL
STALL RECOGNITION COMPUTER
E438
STALL
E438 WARNING 12 F 12 E 22
1 28VDC SIGNAl
10 28 V DC FAIL MONITOR
14 28 V DC RECOGNITION MONITOR
2 GND
SELF TEST 8 F8A22
26 }
27 TRANSDUCERSECUNDARY
28
24 HI } TRANSDUCER
25 LO
15 STALL RECOGNITION SIGNAL
TEST DATA 22 F 12 W 22
F 14 W22
F 14 V22
Fl44V22 F155S22

'"
'" '" '" '"
'" '" '" '" '" < m >- )( CO 00
'" "' '" '" ::J: ::J:
'" '"
U. U. LL LL LL LL LL U.
ta
E321A 1-=---------:....-------.:...7
STALL
WARNING
LEFT
STALL
WARNING
RIGHT
0

'" W o ::l
< ..J
P
6G11
CONTROL
ASSEMBLY
Figure 91-41. Stall Warning System - Left (PA-42-720)
E431/331
4646
4444
F 12 F STALL
WARN
q - HORN
. stALC._ ....... .
WARNING gT
RIGHT}> LEFT '-!......STALL RECOGNITION
.. ...... ......... ............. RIGHT TEST SWITCH
E352A
3333 F 12Y22-E:UJ
TEST
CONN
6G12
91-20-00
Page 54
STALLCONT
PIPER AIRCRAFT
PA-42/42-720
STALL RECOGNITION COMPUTESR
TAlL
E438A

E339/439
E438A E439/339 =OJ
WARNING 12 F122E22 28281-----F122F22 STALL
SIGNAl + WARN
RIGHT LIFT
MAIN BUS TRANSDUCER
ri--------1 8
4
3
2
5
6
7
F99T22
E235A
5 5 F99Z22
1 1 F99 V22
4 4 F99Y22
3 3 F99X22
2 2 F99W22
7 7 F111H22
6 6
8 8 16
9 9
E238A
5 5 F 133X22
3 3 F88H22
4 4 F133F22
2 2 F 88 L22
1 1 F 88 K22
7 7 F133C22
"1
F 122Z22
..., ...,
r
w w
'" '"
I' 16
-< 0
TJ
16
-
-
4
E320A
4
'" '" '"
'"
'" N
> I- :::>
on on on

U. U. u.
E319B
STALL[TI=
RECOGNITION + ------F 33 M 22--------
HORN F33T22 T F33N22

til
::l
u..
E321A I-=-______ -'-________
STALL
WARNING
TIMER
3232
18 18
19 19
27 27
F99U 22--+----1 1 28 VDC
1/ f-F 100 A 22
F 133W22
F88G22
F 133 P 22
F88C22
F88E22
F133N22
F122X22
14 28 V DC RECOGNITION MONITOfj
2 GND
} TRANSDUCER SECUNDARY
28
TRANSDUCER
15 STAlL RECOGNITION SIGNAL
F 155 Y22-4>-------F 155 R22--------,
F 155 X 22 F 155 S 22---------,
E3208
E318A
STALL
RECOGN.
LEFT
CONTROL
ASSEMBLY

N
!:l N
<al al <
! !
on on

u.u. u. u.
F15R22 F14V22
F15S22 F14W22
N
'" '"
'"
N N N N
'" '"
0 0 0
>- x

!
on

u. u. u.
N
'" 0
on

u.
1/ 1-1 ----F 100 B22 HORN
E353
SELF TEST 8 F 88 A 22 29 29 f- .. -.-...-......-...-.. -.... -. -F 9 R 22m2 F 11 T 228- --II
3 3 F11B22 F11A22 FSB22 I
'WARNING LEFT
'."""""""""""""",,"""" RIGHT> STALL RECOGNITION
TEST DATA 22 F 122 W22 33
STALL
RECOGN.
RIGHT
E352B TEST
F 122 Y CONN
LEFT TEST SWITCH
Figure 91-42. Stall Warning System - Right (42-7800001- 42-8(01106)
6G13 6G14
91-20-00
Page SS
STALLCONT
PIPER AIRCRAFT
PA-42/42-720
STALL RECOGNITION COMPUTER
STALL E438A E439/339
WARNING 12 F 122 E 22 .E f. f-----F 122 F 22'-------=U1 STALL
SIGNAL + WARN
til F 100 B22 - HORN

E339/439
5ft1f--------------F99T22-----------11.l F99U22--"- 1 28VDC
E438A
RIGHT LIFT
MAIN BUS TRANSDUCER
E235A
8

21-----1

6 22
F F
A A
D D
C C
B B
E E
F99Z22
F 99 V22
F99 Y22
F99X22
F99W 22
Flll H22
E238A
5 5
3 3
4 4
2 2
1 1
7 7

F 133X22 Z Z
F 133 W22
F88H22 WW F88G22
F 133 F 22 X X F133P22
F 88 L22 Y Y F 88C22
F88 K22 U U F88E22
F 133 C 22 V V F 133 N22
Q !l F122X22
F 122Z22
14 28 V DC RECOGNITION MONITOR
2 GND
} TRANSDUCER SECUNDARY
28
24 HI } TRANSDUCER
25 LO
15 STALL RECOGNITION SiGNAL
SELF TEST 8 F 88A22
TEST DATA 22 F122W22
SYSTEM MONITOR 9
OLEO SIGNAL 7
155 Y22---<I!------F 155 R22----
F 155X22 F 155822----
F15R22 F14V22
F15S22
E302Bi---"";
E318A
N N N
'" N N
> I- ::.
'" "' '"
LL LL u..
'" N
'" '" <0:1

LL LL
N
N
0:1
'"
LL
Rl
'" < '"
'"
>-

LL
'"
'" x

iN N C\I C\I
N N N C\I
coo C

u. u.. LL.. u...
STALL[TI
RECOGNITION 122 0 22-----'
HORN -'- F33N22
'"
N ON
N ::.
til '"
'" '"

q=p

i <t:
6G15
STALL
RECOGN.
LEFT
CONTROL
ASSEMBLY
STALL
RECOGN.
RIGHT
Figure 91-43. Stall Warning System - Right (PA-42-720)
.E .E

E353
........................ F9R22-f2T2l-F11 T22M- -II
Fll A22 F8B22 I
STALL RECOGNITION
TEST SWITCH
E352B
F 122Y22--G:(D ..

6G16
91-20-00
Page 56
'Reissued: December 31, 1989
FUEL PUMP
PIPER AIRCRAFT
PA-42/42-720
E303 E347
1
LEFT MAIN BUS
LEFT FUEL
PUMP RELAY
G5M20
1
E450B
05T18--f34341 05L18

E450B
E4331333
6"'6"
7 7 05 E 18
4 4
05 F 18-------------------j12 121--------- Q5 H18 3 3
-------r-----0 2 F 18 -----ill 11\-------- 02 H18 2 2
E 131
05C 18
FUEL PUMP UH
(M)
BLACK--l1"
WHITE
...L

05018-
02 E 18 I LEFT FUEL PUMP
AUTO I SELECTOR SWITCH
2EE?t
ON t>
f--=--
05U22 35 35t-----<..l 3 N22 5 5 02J22
05 N22 ---j2:8 28f__-- Q 3 K22 9 9 03J22

FUEL PUMP
RIGHT FUEL
PUMP RELAY
.::..
T
03M20
E450B
04K18
1..------0 5 R 4 J 18
10 10 Q4E 18
8 8
'--Ir--
::..
T
WHITE

12M
E20l 1 2
SUBMERGED FUEL PUMP RlH
Q4C18
1
E359
03 H18 1414
04H 18 13 13

lOA
15 15
RIGHT MAIN BUS
Figure 91-44. Fuel Pumps - Left & Right (42-7800001 - 42-8001106)
6G17
1..---E 31 B22 --"'+I
E32 X22
E343
03 F18 2 2
Q4F18 4 4
3 3
03C lB 1 1
I-r-
ON I>

RIGHT FUEL PUMP
a' E
04018
03018
6G18
91-20-00
Page 57
FUEL PUMP
PIPER AIRCRAFT
PA-42/42-720
E300F E347
MlOX'------------------------02B 18-----------------------___ --11 1 f----- 02C 18-----i 1 1
LEFT MAIN BUS
LEFT FUEL
PUMP RELAY
G5M20
1
E4500
05T18--f1T1l 05L 1
05 S 18-----t5JJJr---- 05 G 1
E4331333
8 rs rs
8 7 7 05E18
4 4
05 F 18-------------13 31---- 05 H18---- 3 3
02 F 18-------j 2 2 1-----02 H18 2 2
E 131
05C 18
FUEL PUMP UH
;: eM)
BLACK--J'1"
WHrTE
...L

05018-
02 E 18 I LEFT FUEL PUMP
AUTO I SELECTOR SWITCH

ON t>
r
05U22
E450B
3535;-..----03 N22 5 5 02J22
05 N22 28r----0 3K22 9 9 03J22
RIGHT FUEL
PUMP RELAY
.::.
T
03M20
10 04E 18
T
WHITE

12M
E201 1 2
SUBMERGED FUEL PUMP RlH
04C 18
'----- E31 B22 ---'",.;;;.i
'--------E32 X22 -""";';';8
05P18==ffi 04K18 03F18
___ ___ ___
Ml0A
10
1 8
'-
RIGHT MAIN BUS
Figure 9145. Fuel Pumps - Left & Right (PA-42-720)
6G19
I-r-
ON I>

AUTO I RIGHT FUEL PUMP
03 E SWITCH
04018
03018
6G20
91-20-00
Page 58
FUEL QUANTITY
tp-
ESSENTIAL
II 1--1
BUS
01820
01 G20
FUEL
QUANTITY
INDICATOR
07R20-r
Erd
F
M "
L
-
K
B
C
.E-
O
6G21
PIPER AIRCRAFT
PA-42/42-720

07 P20----r
E 109

7U20 07C20-------------------------------------------------------J

E203

01 01
Figure 91-46. Fuel Quantity Gauging System (All Models)
6G22
91-20-00
Page 59
6G23
PIPER AIRCRAFT
PA-42/42-720
GRIDS 6G23 THROUGH 6G24
Figure 91-47. RESERVED
6G24
91-20-00
Page 60
SURFACE DEICE
PIPER AIRCRAFT
PA-42/42-720
s01P22:----------,
E301 E301
r----------------------S01022-------------------------------
ESSENTIAL SO 1 B22--lTI1ID----1 ,---f12Ji2j---SO 1 L 22
BUS -,..-- I I -.--
SURFACE DEICE
SWITCH
fg=
S01U22

SO 1 T22

<0
cc
CIlCll
...------------SO 1 F 22'------------------,
I-=-':"""'='--=---:={ 6 SEC16 SEC SEQUENCE
SINGLE CIRCLE
SURFACE DEICE
TIMER
SURFACE DEICE r.;l
CLOSED> 15 PSI 1 PSI Lf.J
I
E329
SURFACE DEICE ENGAGE VALVES
I WING
rp1 SURFACE DEICE
CLOSEO>15PSI1 PSI
I
PiL
S03 M22 -b-
-
S03 E22
E329 [9 f1T71-SD3 K 22

SO 3 H22 SO 3 J 22
E 317 1l..j-l -----T--Jl i
SO 3 D22 SO 3 C 22
WING TAIL
E317
3 A 3 B22'------e __ --------------------------1
Figure 91-48. Surface Deice (42-7800001 to 8(01106)
6H1 6H2
91-20-00
Page 61
SURFACE DEICE
PIPER AIRCRAFT
PA-42/42-720
'AIRPLANE MAINTENANCE MANUAL
sD1P22---------,
E301F E301F

ESSENTIAL SO 1 .---f1Til-SD 1 L22
BUS -,.- I I ---

SURFACE DEICE
SWITCH
<u
00
fIJfIJ

6 SEC16 SEC SEQUENCE
SINGLE CIRCLE
I
TAIL
SURFACE DEICE ENGAGE VALVES
fg=
SD1U22

SD 1 T22
SURFACE DEICE rnl
CLOSED> 15 PSI 1PSI LfJ
Ipl SURFACE DEICE
CLOSED>15PSI1PSI
6H3
I SURFACE DEICE
TIMER
lTAIL
L 18M20-=n22
-=-

L18H20

SO 3 E22
E329

L22
SO 3 H 22 SO 3 J 22
E317 I
SD 3 0 22 SO 3 C 22
WING
E317
3 A22--rm:t-SD 3 B22-----1i..----------------.J
?:Im,
Figure 91-49. Surface Deice (PA-42-720)
6H4
TAIL
91-20-00
Page 62
PIPER AI RCRAFT
PA-42/42-720
E 151
[mJ
LEFT ICE VANE AND CONTROL !

E151
E11 H2O-QJD--2O'---+-m=
10 A 20 2
20
---""
LEFT MAIN BUS _
I
18
-NOTE-
7 AMP CB USED ON NC
MODIFIED BY SB 740
UP a UP
INFO:
DOWN a DOWN
POWER CONTROL
RELAY(K2)

E2 E20
l.trttrtt- E 16 N20 ____
UPa NOTUP
DOWN a NOT DOWN

DEFLECTOR LIMIT
SWITCHES
-=-
00 <Xl '"
E5F18

UP
UP E5H18
DN
o
-=-
T
00
>
LO
UJ
E 115
E350

E350
E5L20

E6Q2O 5 5 E6N18
E360
E2D20--IJIJ-E11 Z18
E3 E20
E4C20
DEFLECTOR
MOTOR
E16 F 18
1
-=-
E350
IJJ=""" 8 8 E4 N 18
Figure 91-50. Ice Deflection Doors - Left (42-7800001 to 42-8(01106)
6H5
E348
1 1
1010
9 9
3 3
7 7
2 2
4 4
E348
E7M18
E5 M 18
E6 M18
+ = UP
- = UP
6H6

I'

- = DOWN
+ = DOWN
E4 M 18
E3M18
91-20-00
Page 63
PIPER AIRCRAFT
PA-42/42-720
E151 E300C E348A
____________________________________ _____
LEFT ICE VANE AND CONTROL !

E151
E300D E348B
E5L20
I
Ell H2O--Qill--20 11=
7.5 A 20 220 0
LEFT MAIN BUS
'--_!F'---
E6 E6 N 18 9 9 E6 M 18
14
UP - UP
INFO:
DOWN - DOWN
6H7
POWER CONTROL
RELAY(K2)
E3 P 14
E2 E20
__ E16N20 __ _______ -,
UP- NOTUP
DOWN _ NOT DOWN
E1D6
DEFLECTOR LIMIT
SWITCHES
CD c:o
::;

UP
UP E5 H 18
ON
a
-.,.",

T
co
>
It)
W
E 115 1-'-';;;"":'--'-1
z 3::.:
WOO t)
WJ
Figure 91-51. Ice Deflection Doors - Left (PA-42-720)
E300C
E2D2O--EJD-EllZI8
E16 F 18
1
-
-
E3DOD
E3 E2O-ITJD-E3N 18
E3DOC

DEFLECTOR
MOTOR
3 3
7 7

I'

2 2
+ = UP - = DOWN
- = UP + = DOWN
4 4
E348A
6H8
LEFT ICE
PROTECTIOI'II
SWITCH
I
E4M 18
E3M 18
91-20-00
Page 64
PIPER AIRCRAFT
PA-42/42-720
E251 E355 E342
7C 2O------G:JI}- E 7 B18------EID- E 7 A18----------,
RIGHT ICE VANE AND CONTROL !

E251

10A
RIGHT MAIN BUS . __
-NOTE-
7 AMP CB USED ON AlC
MODIFIED 8Y SB 720
POWER CONTROL
RELAY (K2)
I
E302 E342
,...----------------E 6 K20 '7"'7 - E5 818---11010
18
r---------------E5 K2O----i9 9 - E6 8 1S 9 9
.1--F-------1H----- E2 C 14---_---E 12 B 20-----14 4 I--- E2 8 18---\6 6
'-,;"- 7 7
E 16 A 1S
1
E2 E20
GND _ liGHT OFF
b"""""-E 16 820 __ -""-"'----=.:...:c..;-'--"-'-'-___ ,
E5 A 18---.----.

E6A 18---6--"
:;::-::::::::-:::-:::::;:::: :::;::: ...... .
)PFioi>DEict:\::i
RIGHT ICE
PROTECTION
SWITCH

E 44 L 18 -r--!r-----"

Up{
E4A 18
E3A 18
E 355 + = UP _ = DOWN
E 4 D2O----Iff! E 4 8 18----12 21-___ __ __=:.._.:::.:::..:.;c:...:....-'
INFO:
UP - UP
DOWN - DOWN
6H9
UP _ NOTUP
DOWN - NOT DOWN
E 3 J E 3818----14 4 1--____ - ...:;=;;....:::U-'-P___
E342

Cl Cl I
CD.., CD
W W
E 209
DEFLECTOR LIMIT
SWITCHES
"'",,,,
(;;; E5 P 18

o
UP
UP ES018
ON
o
"'''''''
- --
-'-'I
N"' ....
':;:;WW
T
ES R 1S
E 213 f-'--':---'--':-i
DEFLECTOR
MOTOR
Figure 91-52. Ice Deflection Doors - Right (42-7800001 to 42-8(01106)
6H10
91-20-00
Page 6S
PIPER AIRCRAFT
PA-42/42-720
E251 E301C E342A
r ______________________________________
RIGHT ICE VANE AND CONTROL !
E301D E342B
E2S1
E12 G 20 ---ITJZJ-
18
----+----it
7.S A 18
2
2
0
0-----0----..
RIGHT MAIN BUS . __
I
14

,..------------------------------ E5 K20 2 2 r-- E6 B 18 9 9 E6 A 18----4--..::1 RIGHT ICE
PROTECTION
SWITCH
INFO:
UP - UP
DOWN - DOWN
6H11
POWER CONTROL
RELAY (K2)
J..-1F------------1H----- E2 C 14------__ ---- E12 B20 ------11 1 f-- E2 B 18---16 6
...... 77
E 16A 18
1
E2 F20
E 2 A1
.!.----4---------,
E44 L 18 ----,-,'--A---"

E4A 18
GND - LIGHTOFF

Up{
E3A 18
UP - NOT UP
DOWN - NOT DOWN
E301C + = UP _ = DOWN
E 4 D2O--------1m- E4 B 18-----12 2
E3 J E3 B 18----14 4 f----;;..- ___ ....;+::......:=::.....!<D:.::O:.!.W!.!.N"--_ __I
E342A

.::.
E 209
DEFLECTOR LIMIT
SWITCHES
<0 co co
;;;:; ESP18

o
UP
ESQ18
DN
o
COco'"
--- ..J..JI
CII"' ....

T
ES R18
DEFLECTOR
MOTOR
Figure 91-53. Ice Deflection Doors - Right (PA-42-720)
6H12
91-20-00
Page 66
RIGHT PITOT HEAT
NON ESSENTiAl BUS
LEFT PITOT HEAT
ESSENTiAl BUS
F16P2O
PIPER AIRCRAFT
PA-42/42-720
F6H20---------------------------------------------------------------------------------------------------------------,
F6A20T F16H22
F 16 G 20
E301
13 1 F6 B22
E324
B 8 F6U20
LEFT PITOTISTALL WARNING
HEAT SELECT
RIGHT PITOT !STALL WARNING
HEATSELECT
F6022
E302
5 5 F16R22
F16 E22
Lu&
3 F16C22
1 16 F6C22
F 16 N20
l

003:
"'I'D
9 9 F6 E20
E419
F16M20
E 457 2 3 1
2 3 1

1-)(>

.... IL ....
E462m
ffi
4ACURRENT
SENSOR
xww
Ot::t::

RED
..L
F6Q2O
F 6 F 22 ----12 2 PRESS TOTEST
[
F16A20 E323A 2
F6M22 7 7

E331 4 3
E431 4 3

>N
F 16 8 20-----...,

F6S20
Ii3 1il 1il
NNN
:! :! :!
ILLLIL
",,1
1
1
wWx
1::1::0

rlih 4A CURRENT

RED
-L
Figure 91-54. Pitot Heat (42-7800001 to 8(01106)
RIGHT PITOT HEAT
ON LIGHT
F 16 R20
6H13 6H14
91-20-00
Page 67
RIGHT PITOT HEAT
NON ESSENTIAL BUS
LEFT PITOT HEAT
ESSENTIAL BUS
F 16 P20
PIPER AIRCRAFT
PA-42/42-720
F6H2o---------------------------------------------------------------------------------------------------------------,
F6A20T F16K22
F 16 G20
E300E
1 1 F6B22
4 4 F6C22
F16N20
2 2
F l
E357D
6 6
2 2
l-

;;:
LEFT prrOT ISTALL WARNING
HEAT SELECT
F6 U20
LL --'
LL --'
0

g
0..
F6 E20
RIGHT PITOT!STALL WARNING
HEAT SELECT
.....----- F6V22
F6M22
E357D
5 5
1 1
F6022
F6 F22
E300E
3 3 F16T22
F 16 E22
I E323
L.J1U}F 16 C22
2 2 PRESS TO TEST
[
F16A20 E323A 2

E331 4 3
E431 4 3
RIGHT PITOT HEAT
ON LIGHT

03:
alal F 16 R20
4ACURRENT
SENSOR
co",

F16M20
E 462 1 3 2
132
F 16 B20------,
E463
l<:WW
o!::!::

I
F6S20
F6Q20
RED
1
Figure 91-55. PilOt Heat (PA-42-720)
:>ON
CD ...
RED
1
4ACURRENT
SENSOR
6H15 6H16
91-20-00
Page 68
PIPER AIRCRAFT
PA-42/42-720
RIGHT STALL HEAT
. E325B E325C
111 V 111 C16---------------------,
RIGHT MAIN BUS
LEFT STALL HEAT
E325A
lk----F 11 V T 16;----[ffi]f----F 11 C16-----,
F9 F 16
See Note

F 15 C 20
E135
>-
PRESS TOTEST ..
>1 ;; I.L
2 '"
F 15 D 16 I.L
......
F9 B 16
LEFT LIFT
TRANSDUCER
E325D

o
!::
0..
u.
u.
o
E325D
F6X 16

F9 G 16

F 16 H20
GEAR DOWN & LOCKED BELOW90 KTS
TO DEENERGIZED WITH "Q SENSOR OVERRIDE"
E464A

PITOT / STALL HEAT SWITCH
4ACURRENT
SENSOR
4ACURRENT
SENSOR
E464B

Figure 91-56, Stall Warning (42-7800001 to 42-8001106)
6H17
RIGHT LIFT
TRANSDUCER
>-0

u.u.

F 133 U 16
GEAR DOWN & LOCKED BaOW 90 KTS
TO OEENERGIZED WITl-I "Q -SENSOR OVERRIDE"
6H18
91-20-00
Page 69
PIPER AIRCRAFT
PA-42/42-720
RIGHT STALL HEAT
E355 E325
LEFT STALL HEAT
E350
111 V 2
4
1-------F 111 C
RIGHT MAIN BUS
o.----F 11 V 6 T 16-----j '----F 11 C18-------,
PITOT I STALL HEAT SWITCH
F9 F 16
E=,
F 15 C20
>-
PRESS TO TEST ...
3 >1 ;; LL
2
F 15 D 16

F9B 16
E
LEFT LIFT
TRANSDUCER
F6X 16

F9 G16
F66 X 16

F99G 16
E433

F16H20
Fl
TO DEENERGIZED WrrH "0 -SENSOR OVERRIDE"
F9 16 F99A16

E464A 2 3 4 E464B 1 3 2
2 3 4 1 3
ww

4A CURRENT
SENSOR
4ACURRENT
SENSOR
E464A

E464B

Figure 91-57. Stall Warning Heat (PA-42-720)
6H19
RIGHT LIFT
TRANSDUCER
-
>-0

LL LL
E235B

FI33UI6
TO DEENERGIZED WITH "0 -SENSOR OVERRIDE"
6H20
91-20-00
Page 70
PIPER AIRCRAFT
PA-42/42-720
RIGHT WINDSHIELD HEAT CONTROL
WH3 WH 3 V22
M ESSENTIAL BUS
LEFT WINDSHIELD HEAT CONTROL E301
WH3 N22---E1--WH3 J 22 -7 71--.------WH 3 M22-----.
BUS
LEFT WINDSHIELD
HEAT SELECTOR
SWITCH
E450 E431/E331
- &.-.1-
14 A..
... I
0'"
...I 0
RIGHT WINDSHIELD
HEAT SELECTOR
SWITCH
E331/E 431 E450
PWR IN t"I
7
---WH 2 S22------m WH 4 A22-m--- WH 3 X22
WH 3 B22---blJI-O ----WH 4 B 3 Y22'------'
WH 3 R22---rfr WH 3 Q22rT1--------WH 3 F22-----
7
0 PWR IN
'--____ WH 3 L22 WH 3 Z22--k.kJ .... o -------
GND
6 GND
LEFT
WINDSHIELD
HEAT TIMER
LEFT WINDSHIELD HEAT
CONTROL RELAY
22
1
______________ WH 1 G 10----.,
8
a:
a..g
:i:Z
ww
I-CI)

E4S0 E431IE 331
LEFT
WINDSHIELD
WHl J22 B22

WH 1 F 22 -6-.....,..---....
II
35 A WH 1 A
E ENTIALBUS
LEFT WINDSHIELD
HEAT SOLENOID

ON/OFF
3 5 5
CONTROL RELAY

22
I
RIGHT
WINDSHIELD
HEAT TIMER
3
RIGHT
WINDSHIELD
WH2 E22
-.l-L
E331IE 431 E4S0
WH 2 B 22----f9T9l--WH 2 X 22 f24l24l-- WH 2 J 22
WH2 WH2 2 H22----1
RIGHT WINDSHIELD
HEAT SOLENOID
______ --6-- WH 2 F 22
--111
L---------------WH2Gl0-------------Q-.
ON / OFF .:..J...,;
8

35A
NON ESSBUS
INFO: HIGH HEAT 25A
LOHEAT 25A
Figure 91-58. Windshield Heat (42-7800001 to 42-8001(07)
6
22
1
6H21 6H22
91-20-00
Page 71
RIGHTWINDSHIELD HEATCONTROL

E302 E325
NON ESSENTIAL BUS
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
5 A WH 3 P22----l16161 WH 3 K22]]4 f------WH 3 V22
LEFT WINDSHIELD HEAT CONTROL E301
-7 7f-' ------WH3M22----....,
BUS
On aircraft SIN 42-8001011 and 42-8001012 terminals 3 and 5 are reversed
on the right Windshield, wire numbers remain the same.
LEFT WINDSHIELD
HEAT SELECTOR
SWITCH
E450B E431fE 331
E450A
6 GND
PWRIN (')7---WH2S22 13 WH3X22
WH 3 B22-o:{JJ--WH 4 B22 1 1 WH 3 Y 22-----'
LEFT
WINDSHIELD
HEATTIMER
CONTROL RELAY
22
1
_________________________ WH1G10 ___
B
5
o
a:

a:

ww
I-CI)

E450B E431/E 331
LEFT
WINDSHIELD
WH 2 P 22 WH 1 J 22 -----f13l13l-- WH 4 C22 15 WH 1 B22
ti
1616 WH1C22
E450C
WH 1 F 22 -0-...."..--... '----O"'----J
LEFT WINDSHIELD
HEAT SOLENOID
ON/OFF

HEAT '11--_<>-___+"'
35 A WH 1 A 10 ..
E ENTIALBUS
3 5
RIGHT WINDSHIELD
HEAT SELECTOR
SWITCH
E331/E431 E450B
E450A GND
WH 3 R22l[1 11 WH 3 Q 22 WH 3 F 22------
7
-C PWR IN
'--------WH3L22 12 2
5
CONTROL RELAY

RIGHT
WINDSHIELD
HEAT TIMER
3
22
I
See Note
RIGHT
WINDSHIELD
WH2E22
1...L

ww
I-CI)
E3311E 431 E450 8
WH 2 B22--f9T91- WH 2 X22 /29J29I---- WH 2 J 22
H22-----J
RIGHT WINDSHIELD
HEAT SOLENOID
r"T'"...,..-O--WH 2 F 22

ON/OFF

WH2A10------------------------------------------------------------------------------------------------'
35A
NON ESSBUS
INFO: HIGH HEAT 25A
LOHEAT 25A
Figure 91-59. Windshield Heat (42-8001008 to 42-8(01106)
6H23 6H24
6
22
1
91-20-00
Page 71
PIPER AIRCRAFT
PA-42/42-720
RIGHT WINDSHIELD HEAT CONTROL
G2
E301 F E357D
NON ESSENTIAL BUS
5 A WH 3 P22-----14 4 I----WH 3 K22]]8 -----------WH 3 V 22
LEFT WINDSHIELD HEAT CONTROL
WH 3 N22 -----l3 3 WH 3 J 22 1 11------------WH 3 M22-------,
M BUS
LEFT WINDSHIELD
HEAT SELECTOR
SWITCH
E450B E431/E 331
E450A
6 GND
PWRIN WH3X22
WH 3 B22-----El:I]--WH 4 B22 1 1 WH 3 Y22--------'
LEFT
WINDSHIELD
HEAT TIMER
CONTROL RELAY
o-L-O----------------------___

LEFT
WINDSHIELD
E450B E431/E 331
WH 1 J 22 ---J13l13l----- WH 4 C22 ------f15fst- WH 1 B22

II
t.-.::J35X--WH 1 A ..
ESSENTIAL BUS
LEFT WINDSHIELD
HEAT SOLENOID

ON/OFF
3 5
RIGHT WINDSHIELD
HEAT SELECTOR
SWITCH
E331/E 431 E450B
WH 3 R22--------jrrlWH 3 WH 3 F<:<:--------70 PWR IN
'-------WH 3 L 22 -------16lJ--WH 3 WH 3 G 22
E450A
5
CONTROL RELAY
.-_______
RIGHT
WINDSHIELD
HEAT TIMER
3
22
I
RIGHT
WINDSHIELD
WH2E22
..l-L
E331/E 431 E450B
WH 2 C22---f1OJ1Or-- V\IH 2 2 H

RIGHT WINDSHIELD
HEAT SOLENOID
WH 2 F 22
'-re--<)-22-j II
__
ON / OFF --L...,;

35A
NON ESSBUS
611
INFO: HIGH HEAT 25A

Figure 91-60_ Wmdshield Heat (PA-42-720)
612
91-20-00
Page 72
PIPER AIRCRAFT
PA-42/42-720
WINDSHIELD WIPER SWITCH
18 18
I
18
E320
3
3
WW2H18 WW2K18 WW2J 18
I I I
E725A11
3 21,
11 3 21
WINDSHIELD WIPER
E304
WW2 B 18 1 1

______ WW1 A18--------.
LOWI PARK
WW2C 18 2 2
HIGH RELAY
18
LOWRELAY
K1
18
E304 E321
NON ESSENTIAl BUS
E321
55 18
'--'---<'r---18----+---+----+--..... WW2G 18 1 G 18 -III
___ :::
---WW1C18
HIGH LOW OFF PARK
A 28V 28V 28V 28V
B 00 00 00 1.50_--
C 00 1.50_"4"
613
E4331E 333
1-----WW1 E 18-----1
1-----WW1 D

_____ WW2 D18 3 3 18,-........---'
1-----------WW2 E 18 4 4 18;---------------------------------1
Figure 91-61. Windshield Wiper
614
91-20-00
Page 73
RIGHT MAIN BUS
PIPER AIRCRAFT
PA-42/42-720

R GENERATOR INLET
DEICE CONTACTOR

LEFT GENERATOR INLET OEICE
LEFT MAIN BUS
r------------------ SO 10 B12
LEFTPROP&
LIP DEICE
TIMER
K1 LEFT POWER
CONTROL RELAY
L GENERATOR INLET
DEICE CONT ACTOR
SOl 00 12 LEFT PROP
"'".. "', /
E150 '-"-T--ir-T-T-rr
PO 1 A12 P02G12
S050 12
A ___ PO 2 C 12 -------'
B ___ PO 2 0 12 -------'

20
20
E106
1 14 U U
!!l .---.-14 V V
!!l
E106
0
E1S1 0
E2G2O
20

E12C 20
RIGHT PROP &
LIP DEICE
TIMER
PO 3 A 12 P08A12--1 11
P04B12--16_A
L---PD4C12---16_B

E205
RIGHT PROP
DEICE
SO 10 C12---
18

14
E206 r-;-;--;";""":>
14
t
SD10K12

'-"-------------------------

..... ---------------+-=+=--------------+-+--E 12 D SO 10 L 12-----------------1 SD 10E 12 E2H 18
1.440
LGENERATOR
INLET DEICER
LEFT LIP BOOT
E 113
B D S07 B 12
A B B SD7C 12
en
0
<>
D C C SD8F 12
T H H SD8D2O
" 5A
T AA SO 8 E20-JO-SD 8 N20
E E E SD 7 A12
:I:
N
1
OPEN AT 140F
-=-
CLOSED AT 900F
F F S07 J 12
A415A E1 E1 L20 ...._;.,.:CC... cc:... ".

II A414 TO DEENEFlGIZED WITH Q SENSOR OVERIIDE
A314
; A315A
E6W20 E136

615
LEFT THERMAL
OVERLOAD
RELAY
SO 5 A12
E350
E12 M 20
E8 20 E8 20
E348 $ $E342
E8N2O I
I E8020 E350

GNDTEST
E319 SWITCH?:::, E319 2
E8W2O]tl 2
E15E20B
E15F20
3 3 E15G2O
S06E12
RIGHT
SHUNT
LEFT "'-".
.",,.
PD1G10 1= -\1- __ - - - _ . PO 3 G 10
ML614 MLS14
L@-J
-L
Figure 91-62. Propeller & Lip Boot Deice (42-7800001 to 42-8001106)
RIGHT LIP BOOT
E228
L-____ SO SB12 D B---t---------,
L------SDSC12 B B
SD7 E12 CC D
SD7F2O H H T
II
SA
S07 N20-0\...9-S0 7 0 20 A A T
CLOSED AT 900F 5F
SO SA12 E E E
SOSJ 12 F F C
THERMOSWITCH
INFO: CYCLE SEOUENCEI CONTROlLED I SHUNT I INO
1 PROP OUT + PAIRING STRIP} 4OmV.... 37A
2 PROP IN + PAIRING STRIP
3 BOOT OUT + PAIRING STRIP} 48 V.... 44A (g
4 BOOT IN + PAIRING STRIP m <>
" ;;;
1
616
14 20 :to 14
RGENERATOR
INLET DEICER
91-20-00
Page 74
PIPER AIRCRAFT
PA-42/42-720
RIGHT MAIN BUS
____ S06B12------------------------________________________________ -,
______________ _,
______
LE INT
1
20
'

LEFT MAIN BUS
LEFTPROP
DEICE
E 150
IIf----P09A12
LEFTPROP&
LIP DEICE
TIMER
"-"r-r-r,-r'
A ____ PO 2 C12 -------'
PO 1 A 12
SD 5 H14
K1 LEFT POWER
CONTROL RELAY
PO 2 G 12
SO 5012
PO 3 H 14

LEFT LIP BOOT
9OOTooT
.--------1-10
T
so 7 B 12-------------'
SO 7 012 -----------'
SO 8 F 12-------(II-<
SO 8 D20 ----0 ...............

5A
E 106 0
o
LEFT THERMAl
OVERLOAD
RELAY
S05 A 12
OPEN AT 14O"F
CLOSED AT 9O"F
T A A
'----------+-E E E SO 7 A12-------------------------,
S07J12----------------,
20 20
E151 $ .ID E251
E2G2O lf
r!, E12C20

E7N2O Lf
E 12 10120
E3480 4 1
4 1
E8M2O E8A20

K1 RIGHT POWER
CONTROL RELAY
E206
RIGHT PROP &
LIP DEICE
TIMER
P03A 12 P08A12--j11
P04B12_A
'----PD4C 12_B
r-+-------+-r-------PD3F12---+--G
E228
S06 E12 SO 8 B12 0 B
SO 8C 12 B B A
RIGHT THERMAL
OVERLOAD
RELAY
5""T'C S07 E12 CO 0
S07F2O H H T
II
SA
SO7 N20 -0\..9- SO 7 0 20 AA T
S08A12 E E E
S08J 12 F F
RIGHT PROP
DEICE
RIGHT LIP BOOT
BOOT OUT
CLOSED AT 90"1' S'F

E1 Mj1jt?1 E1L2O __ i A315A E8,20 E8 15J 20,
E1 W20 GND TEST
El19
E15 F 20
THERMoswrrCH
INFO: CYCLE SEQUENCEI CONTROLED I SHUNT I INO
1 PROP OUT + PAIRING STRIP} 37A
2 PROP IN + PAIRING STRIP
3 BOOT OUT + PAIRING STRIP} 44A
4 BOOT IN + PAIRING STRIP
E6W2O El36

/) LEFT MAIN SQUAT
WEIGHT ON WHEELS
617
IlrE-15H20 3 3 E15G2O I
--
ror
RIGHT
SHUNT
PO 3 G 10
1
Figure 91-63. Propeller & Lip Boot Deice (PA-42-720)
618
91-20-00
Page 7S
619
PIPER AIRCRAFT
PA-42/42-720
GRIDS 619 THROUGH 6110
Figure 91-64. RESERVED
6110
91-20-00
Page 76
PIPER AIRCRAFT
PA-42/42-720

E8 W20 TO DEENERGIZED WITH .>.
..... ..... .q SENSOROVERRIDE .' .......
Figure 91-65. Hour Meter
6111 6112
91-20-00
Page 77
ANNUNCIATER PANEL
REFERENCE I FUNCTION I WIRE
Annunciator Test ANNUN E 38 B
Annunciator Test ANN E 40 D
NO
E330
20 K
20
GND IIr--L6B2 0
Annunciator Test TEST + 28V DC E 38 K 20
Annunciator Test TEST GND E 38 F 20
Annunciator Test Ix lRIGGER E 40 J 20
Fixed Dim DIU +24VDC L202 0
IUGHTONIUGHTOFFI
Bleed Air Control + OPEN E 23 J 22
Bleed Air Control + OPEN E 67 S 20
Bleed Air Hot & ECS OVertemp GND OPEN E 23 P 20
Accessory Box + OPEN - 22 -
Starter System + OPEN JaA 20
Generator System OPEN + J11A 20
Fire Detection L & R GND OPEN E 38 E 20
Fire Extinguishing L & R OPEN GND E 36 J 20
Oil Indication OPEN GND E4V 20
Lift Transducer (OPEN) + F 12 C 22
Ice Deflection Doors OPEN GND E 16 N 20
Gear Solenoid & Waming + OPEN G 6 A 20
Door Waming GND OPEN L 10 F 20
Door Waming GND OPEN L 6 C 20
Fuel Filter Bypass GND OPEN 0 11 R
Fuel Pressure System + OPEN E 31 B
Fuel Temp Monitor L & R GND OPEN 013 H
Ignition GND OPEN J 1 R 2
Oil Indication + (OPEN) E 33 X
Oil Indication GND OPEN E 33 H
20
20
20
0
22
22
Oillndication GND OPEN J 1 S 20
6113
.A
HH
:l..
AA
YJ.
y
..
.
A
P
Q

.
W
J
FF
F
CC
T
S
L
C
.e.
M
11.
B

ANNUNCIATOR BOX
ANNPWR BUS HI
ANN MALFUNCTION PWR BUS HI
GND BUS HI
ANNUNCIATOR TEST + BUSLO
ANNUNCIATOR TEST GND
MASTER WARN RESET
DIMMINGCONTROL
L BLEED AIR OF'"
LGNDBLEED
L BLEED AIR HOT
TRIM FAIL
L STARTER ENGAGE
LGENOFF
L ENGINE FIRE ---ACTIVE TEST
LEXT INOP
LOlL COOLER
L FAIL STALL WARN
LICE DOOR
GEAR WARNING
CABIN DOOR
BAGGAGE DOOR
L FUEL FILTER
LFUELPRESS
L FUEL HEATOFF--ACTIVE TEST
L IGNITION
LOlL PRESS
LOlL TEMP
L CHIP DETECT
MASTER WARN SIGNAL OUT

E378

PIPER AIRCRAFT
PA-42/42-720
T
I
"
".
I
ANNUNCIATER PANEL
E 726
': [t1 1 P7E
P 7 U,--2O___
'----+l1li1-- 2 2 P 7 T
ANNUNCIATOR BOX
E 378
WIRE NO I FUNCTION IREFERENCE
X
II ,:'
.. : '" r-p; ANNUN MAlF. ,
:':' PRESSURE AND
..
::t..
I
:i.
T
Z
X
.. WARNING .,.

,l,
'!!. lI!l K
I I

-.I
I
R
I ':i .. E
.Ii
I
'"
J.
.Q
. }E330A 2 3
J:
BB
A
.. .
N
IlLEtDAoRHoTa

P
);
':, ECS OVERTEUP M

J: /,/ J.
U
.
I I ..<>. J..
i
':i
...!.
W
j
X
J
.. Si@lr?"" l
.a
FF G",
X33(jB }31 4 L 413.1E
F
;0;
V
CC
H ..................... i . U
i
.K
T
X iU' .... -. EXt. q>
EE
S
..
.. ..s.
L
:r:

!
D
C
J
Z
.E.

Y :0:

M
;0; -1
li
"
ii
.... :',.,." ....... ". l
B
v 1i
-.l:!-
., ".... --- - _., -_.- W

E332

E 40 C
2 1 E701B
Figure 91-66. Annunciator Control (42-7800001 to 42-8(01106)
ANNUNTEST
R BLEED AIR OFF
EMERPRESS
CABIN PRESS
R BLEED AIR HOT
ECS OVERTEMP
AUTOPILOT
R STARTER ENGAGE
R GEN OFF
BATT HOT
ACnVE TESI R ENGINE FIRE
R FIRE EXT INOP
R OIL COOLER
WING FLAP
R FAIL STALL WARN
RICEDOOR
o SENSOR OVERRIDE
R FUEL FILTER
RFUELPRESS
ACTIVE TESr- R FUEL HEAT OFF
R IGNITION ON
ROil PRESS
ROIL TEMP
R CHIP DETECT
INVERTER INOP
.........

30 I UGHT ON IUGHT OFFI

K
.I.
R
E
.Q
BB
N
M
U
...!.
X
.B.

V
.IS.
EE
..
D
Z
Y
..L
!i
H
G
-"or-
E 22 J 22 + OPEN Bleed Air Control
E25K22 +
PR 1 S20 GND
E22P 20 GND
H6K2O GND
-22-- GND
J8B2O +
J11B 20 OPEN
P11D20 OPEN
E 37G 20 GND
E36W2O OPEN
E4K20 OPEN
F2J22 GND
F 122 C 22 (OPEN)
E 16 B 20 OPEN
G 10J 22 GND
022R 20 GND
E32 X 20 +
o 14H 20 GND
J5R20 GND
E34U 22 +
E34 H 22 GND
J 5S2O GND
STO 18822 OPEN
6114
OPEN Emergency Press & Waming
OPEN Cabin Pressure & Waming
OPEN Bleed Air Hot & ECS Overtemp
OPEN Bleed Air Hot & ECS Overtemp
OPEN Autopilot Interconnect
OPEN Slartar System
+
Generator System
+ l8V DC External Power & Battery
OPEN Fire Detection L & R
GND Fire Extinguishing L & R
GND Oil Indication
(OPEN) Wing Flap Control
+
GND
OPEN
OPEN
OPEN
OPEN
OPEN
(OPEN)
OPEN
OPEN
+
Lift Transducer
Ice Deflection Doors
"If Sensor Circuit
Fuel Filter Bypass
Fuel Pressure System
Fuel Temperature Monitor UR
ITT Indcation
Oil Indication
Oil Indication
Oil Indication
CONNE70Q.1
91-20-00
Page 78
ANNUNCIATER PANEL
ANNUNCIATOR BOX
REFERENCE I FUNCTION I WIRE NO E330
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATER PANEL
E 726
I: [lI1 1 P7E P 7 U,,-2O___
'----+01..-- 2 2 P 7T
ANNUNCIATOR BOX

WIRE NO I FUNCTION IREFERENCE
Annunciator Test ANNUN nE'o E 35 Q 20 X ANN PWR
Annunciator Test ANN E 40 020 A ANN MALFUNCTION PWR
!------IA ANNUN MAlF.
.l:.. ANNUNTEST
BUS HI X I-------t---{
BUS HI i i-----;---{
GND olf--L6 B20 HH GND
Annunciator Test TEST + 2lN DC E 38 K20 Z ANNUNCIATOR TEST +
AnnunciatorTest TEST GND E 14 E20 M ANNUNCIATOR TEST GND
Annunciator Test 1. TRIGGER -o2l\VDC E 40 J 20 W MASTER WARN RESET
Fixed Dim DIM + 28 VDC L2 Q 20 Y DIMMING CONTROL
IUGHTONIUGHTOFrl -
BUS HI
BUS LO ':!!.i-------+----{ K RBlEED AIR OFF
DD,t--------- RGND BLEED
'----------------{.I EMER PRESS
X------- R CABIN PRESS
E RBlEED AIR HOT
Bleed Air Control + OPEN E 23 J 22 ..It
Bleed Air Control + OPEN E 67 S 20 ..
BlEED AIR OFF -----------{ ..It 1---------. .y. ECS OVERTEMP
L GND BlEED .f. t-------JI E330A BB AUTO PILOT
Bleed Air Hoi & ECS Overt.mp GND OPEN E 23 P20 A
Accessory Box + OPEN - 22 P
Starter System + OPEN AN 3 A 20 Q
L BlEED AIR HOT A 1------1 BilioAi" HOt. X--------1 N RSTARTER ENGAGE
TRIM FAIL P 1------1 ... ECSOVERTEMP .M RGEN OFF
L STARTER ENGAGE .Il t-------;l(
E330 IUGHTONIUGHTOFFI
K E22J22 + OPEN
DO E 68S 20 + OPEN
T E 25 K 22 + OPEN
R PR 1 S20 GND OPEN
E E22 P 20 GND OPEN
.y. H6 K 20 GND OPEN
BB - 22 -- GND OPEN
N AN4A2O + OPEN
Ai AN2A2O OPEN +
Bleed Air Control
Bleed Air Control
Emergency Press & Warning
Cabin Pressure & Waming
Bleed Air Hot & ECS Overtemp
Bleed Air Hot & ECS Overtemp
Autopilot Interconnect
Starter System
Generator System
Generator System OPEN + AN 1 A 20 L GEN OFF U 1--------BATT HOT U P 11 020 OPEN + 18VDC External Power & Battery
GND OPEN Fire Detection L & R
OPEN GND Fire Extinguishing L & R
Fire Detection L & R GND OPEN E 38 E20 .E
Fire Extinguishing L & R OPEN GND E 36 J 20 W
lift Transducer (OPEN) + F 12 C 22 FF
Ice Deflection Doors bPEN GND E 16 N20 F
Gear Solenoid & Waming + OPEN G6A2O CC
OoorWarning GND OPEN L10 F 20 T
DoorWaming GND OPEN L6C2O S
Fuel Filter Bypass GND OPEN Q 11 R20 L
Fuel Pressure System + OPEN E 31 B20 C
Fuel Temp Monitor L & R GND OPEN Q 13 H2O .f.
Ignition GND OPEN J 1 R20 M
Oil Indication + (OPEN) E 33 X22 ..Ii
Oil Indication GND OPEN E33H22 B
Oil Indication GND OPEN J 1 S 20
6115
L ENGINE FIRE ACTIVE TEST .E1------+------------' L---+------j.1. ACTIVE TESl RENGINE FIRE ...L E37 G 20
L EXT INOP W .....-----------,------1 X RFIRE EXT INOP X E36 W 20
L FAIL STALL WARN
G WING FLAP G F2J22 GND
LICE DOOR V R FAIL STAlL WARN V F122C22 (OPEN)
GEAR WARNING
oK RICE DOOR K E 16 B 20 OPEN
CABINOOOR
EE Q SENSOR OVERRIDE EE G10J22 GND
BAGGAGE DOOR
..s RFUEL FILTER .. Q22R2O GND
L FUEL FILTER
0 RFUELPRESS 0 E32X2O +
LFUELPRESS
Z ACTIVE TESr-- R FUel TEMP LOW Z Q14H2O GND
L FUEL TEMP LO --ACTIVE TEST
Y R IGNITION ON Y J5R20 GND
LIGNITION
..1 ROILPRESS ..1 E34U 22 +
L OIL PRESS
Jl ROIL TEMP . E34H 22 GND
LOlL TEMP
lL RCHIP DETECT .N. J 5S2O GND
L CHIP DETECT
G SPARE G STO 18822 OPEN
E40C
1 E701B
Figure 91-67. Annunciator Control (PA-42-720)
6116
(OPEN)
+
GND
OPEN
OPEN
OPEN
OPEN
OPEN
(OPEN)
OPEN
OPEN
+
Wing Flap Control
lift Transducer
Ice Deflection Doors
"rf Sensor Circuit
Fuel Filter Bypass
Fuel Pressure System
Fuel Temperature Monitor UR
ITT Indication
Oil Indication
Oil Indication
Oil Indication
CONN E70G-1
91-20-00
Page 79

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GEAR SOLENOID
~ 2 2 0
E 111
1 1 1 - 20
3 3 3 -20
5 5 5 -20
LEFT GEAR UP
LOCK SWITCH
PIPER AIRCRAFT
PA-42/42-720
~
:!:!":::::::::::!::::::::::::::::::::::::::::::::::::::::::::::::::::::,::::::::::::::::::::':::::::::::::1:
I I :
GEAR SOLENOID
I II
LANDING& I
TAXI LIGHT
E 416
2 2 f---
1 1 f---
10 10
12 12
11 11
15 15
14 14
j
'I
NOSE GEAR UP
LOCK SWITCH
ALL SWITCHES SHOWN ON GROUND --. U + L = NOT UP AND LOCKED
U + L = UP AND LOCKED
Figure 91-70. Up Lock Switches
6121
GEAR SOLENOID
~
~
RIGHT GEAR UP
LOCK SWITCH
E 210 c;==" 2 - 20
1 1 1-20
2 2 3 - 20
4 4 1---- 5 - 20
3 3 ~
6122
91-20-00
Page 82
GEAR
SOLENOID
& WARNING
GEAR
POSITION &
INDICATING
EMERGENCY
GEAR
EXTENSION
I
I
E 110
3 3
1 1
2 2
C7'
4 4
5 5
7 7
6 6
6123
LEFT GEAR DOWN
LOCK SWITCH
3 - 20
1 - 18
6 - 20
9 - 20
PIPER AI RCRAFT
PA-42/42-720
GEAR
SOLENOID
& WARNING
GEAR I
POSITION &
INDICATING
EMERGENCY I
GEAR
EXTENSION
Q SENSOR I
CIRCUIT
E 416
8 8
6 6
9 9
4 4
3 3
13 13
7 7
5"
5
"
C7'
~
cr=='
NOSE GEAR DOWN
LOCK SWITCH
2 -20
1 - 20
GEAR
SOLENOID
& WARNING
GEAR
POSITION &
INDICATING
EMERGENCY
GEAR
EXTENSION
ALL SWITCHES SHOWN ON GROUND ~ D + L = DOWN AND LOCKED
D + L = NOT DOWN AND LOCKED
Figure 91-71. Down Lock Switches
I
I
E 211
3 3
1 1
2 2
RIGHT GEAR DOWN
LOCK SWITCH
3 - 20
1 - 20
2 - 20
c:r-:
6 -20
4 4
5 5
7 7
6 6
cy
c:r-:
0--='
~
11 - 20
10 - 18
12 - 20
6124
91-20-00
Page 83
GEAR SOLENOID
& WARNING
ICE PROTECTION
HOURMETER
DOOR SEAL &
SAFETY VALVE
}
E 127
3 3 3 - 16
1 1 1 - 16
2 2 -2 -16
5 5 6 - 16
E127 A
STALL WARNING
2 2
.LH
~
~
1 1
6J1
PIPER AIRCRAFT
PA-42/42-720
LEFT SQUAT
E 415
NOSE SQUAT
4 4
2 2
A472B
I I : 2 2 .... E 18 C 22 3 3
AVIONIC BAY
COOLING FAN 1 1 '- E 18 B 22 1
WEIGHT ON WHEELS
Figure 91-72. Squat Switches
E227
------i 3 3
STALL WARNING
BI:t
I
GROUND COOLING
BLOWER
ACCBOX
I AUTOPILOT
IEMERG. BATT
I CLOCKS
4 4
6J2
RIGHT SQUAT
91-20-00
Page 84
1/1
PIPER AIRCRAFT
PA-42/42-720
E700 E433/333
SPARE 16B
GROUND COOLING I'I f-- H 2 X 22
BLOWER _ H2Y22
21-50-00
K4*
ICE PROTECTION
3O-SO-00
HOURMETER
31 - 20 - 00
11-----RED
TIMER Q SENSOR
II rBLACKL-,-____ .... WHITE OVERRIDE
_ SWITCH
E315A
GSL
M3Ao-'
ESSENTIAL BUS
GlOM 20--10-'-:
G5M 20------1
QSENSOR
SHOWN - lAS BELOW 90 KTS
OPENS ABOVE 100 KTS
K 1 *
K 1,2,3,4 shown energized *
* energized: "Landing Gear (Down & Locked) + Airspeed < 90 Kts"
to deenergize with "g Sensor Oyerrlde"
DOOR SEAL & I II PR C
SAFETY VALVE I - 2 20
21 - 31 - 00 --PR 2 B 20
GEAR SOLENOID --G 5 Y 20
& WARNING
32-SO-00
--GST2O
K2 *
Figure 91-73. "q" Sensor Circuit (42-7800001 to 42-8(01106)
6J3
K3*
6J4
9120-00
Page 8S
II/-BLUE-
E 700 E4331333
SPARE
GROUND COOLING I'I H2X 22
BLOWER _ H2Y 22
21 - 50 - 00
K4*
E360B
I-RED 1 1
E315A
BLEED AIR CONTROLI-E67C 22
21 - 10 - 00
-E67D22
ICE PROTECTION
30-60-00
HOURMETER
31 - 20 - 00
I
-E1M22
- E1L22
G10T22-EJ:]- G10S
TIMER
a SENSOR
II

M 3AO"
ESSENTIAL BUS
WHITE 2 2
OVERRIDE
SWITCH
G10R 22
E315A
4 4 f----- G10M 22---10-'
1 1 1-----G5L22-----Kr'l" x'G5M22--------12
QSENSOR
SHOWN - lAS BELOW 90 KTS
OPENS ABOVE 100 KTS
PIPER AIRCRAFT
PA-42/42-720
K 1 , 2, 3, 4 shown energized *
* energized: "Landing Gear (Down & Locked) + Airspeed < 90 Kts"
to deenerg ize with "(I Sensor Override"
DOOR SEAL & I II PR2C
SAFETY VALVE I - 20
21 - 31 - 00 --PR2B 20
GEAR SOLENOID 1---GSY 20
& WARNING ---GST 20
32-60-00
K2 *
*
K3

K2*
GSS GSW22 ,_-I: G13C 22"7>- G5Z
l.
* K1

* K4
22WG13B22
Figure 91-74. "q" Sensor Circuit (PA-42-720)
6J5
K3*
6J6
G7M2O-11 1
91-20-00
Page 86
EMER GEAR EXT
EMERGENCY
GEAR EXTENSION
SWITCH
[Tl
PIPER AIRCRAFT
PA-42/42-720

E397 E397 E236

7.SA E339/439 E416
G12B20 G12F20
RIGHT MAIN BUS
GEAR: SHOWN DOWN & LOCKED
6J7
E136@
Y
G 12 C 20
E110 $
LEFT GEAR
DOWN LOCK
SWITCH
7 -18
1

E110$
G 12 D 20
1
BLOW
DOWN

1
NOSE GEAR
DOWN LOCK
SWITCH
7 - 20
9 8
D+L D+L
9-20
d 8-20
t
G 12G20
BLOW
DOWN

1
D + L = DOWN AND LOCKED
D + L = NOT DOWN AND LOCKED
Figure 91-75. Emergency Gear Extension
6J8
E 211
RIGHT GEAR
DOWN LOCK
SWITCH
D
7 - 18
.L
)7
8 9
+L +
8-20
9-20
E211 $

BLOW
DOWN

1
91-20-00
Page 87
ESSENTIAL BUS
UH PANEL
PIPER AIRCRAFT
PA-42/42-720
GEAR POS IND G3C
G3S 20 GaG 20 G3B 20
6J9
SHOWN ON GROUND
1----GBE2O
1----- GaD 20
LH
DNL
E1,. $ E236 $
G3F 20 G4N 20 G3D 20
E41S$ E211$
4-18 4-18 4-18
5
NOSE
DNL
6 5
D+L D+L
5-18 6-18
E110 $ 5-18
Lfi E416 3

E 136 $ E211
G3L2O G3M2O
1

GBJ 20 G3Y 20 G3E 20

GOO 20 GGF 20 GSH 20
E 314
III
Figure 91-76. Landing Gear Position & Indication (42-7800001, 7800002, 7800004,42-8001001 to 42-8001(06)
6J10
RH
DNL
91-20-00
Page 88
ESSENTIAL BUS
UHPANEL
PIPER AIRCRAFT
PA-42/42-720
GEARPOS IND G2A201------------------------,..r ---G3C 2O------------.... r..------------------,1
M 5;:-- G3S 20 G3G 20 G3B 20
6J11
SHOWN ON GROUND
1----G8E2O
1----- Gao 20
LH
DNL
E,,, $ _ EZJ6 $
G3F 20 G4N 20 G3D 20
E110& E416$
4-18 4-18 4-18
5
NOSE
DNL
6
D+L
5
5-18 6-18
E110[J..5 5-18
LtJ E416 3

E 136 E211
G3L2O G3M2O
f
GO!K ro m'pro

G8J 20 G3Y 20 G3E 20

GOO 20 GSF 20 GSH 20
E314
DIMI+---------- G7V 22--1)f-------------------,,------------------------------------G2C G6B 20---------'
G2C22
E302
G2T22
E358
Figure 91-77. Landing Gear Position & Indication (42-7800003, 42-8001007 to 42-8(01054)
6J12
RH
DNL
91-20-00
Page 89
ESSENTIAL BUS
UHPANEL
PIPER AIRCRAFT
PA-42/42-720
GEAR POS INO G2A2O1---------------------------
M 5:;':-- r
G3C 20
T I
6J13
SHOWN ON GROUND
E 329
G8E2O
G8020
G8C2O
G3S2O
$
G3F2O
E110
4 - 20
LH
DNL
5
O+L
5- 20
E 110
G3J 20

G3L2O
I
G8J2O
NOSE
DNL
G3G2O
E3390
E 439 LjJ
G4N2O

4 - 20
6
O+L
6- 20
G3B2O
0236 $
G3D2O

4 -18
5
O+L
'''' 5-"
04020 "" ,
03""
GOK'" 0236
!

,
G3Y2O G3E2O
E 314/
;
I I

G6G2O
I
G6F2O G6H2O
E314
..
G2C22
E301F
G2T22
Figure 91-78. Landing Gear Position & Indication (42-9001055 to 42-8001106)
6J14
RH
DNL
91-20-00
Page 90
ESSENTIAL BUS
UH PANEL
PIPER AIRCRAFT
PA-42/42-720
GEAR POS INO G2A20-------------------------.----
Ms;--
SHOWN ON GROUND
NOSE
DNL
r
G3G20
E339 0-
E 439 t.yJ
G4N20

4 20
6
O+L
6 20
E416$
G4G2O
E439 L
E339 L
G3 20
I
G3B2O
E=$
G3D20

4 20
s
O+L
S2O
E211 ,
G3M2O
E=$
G3H2O

5 H
I !
I

Figure 91-79. Landing Gear Position & Indication (PA-42-720)
6J15 6J16
RH
DNL
91-20-00
Page 91
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS

fi
NO E127
E 127 2 2-18tIJ2 G2W20
El36
E 335/435 E 4351335
-----:;4l_.. G2S2O----.------,
G2X 20 G2N 20
WARN
& SOL 5 A G5F 20 G5E 20

G5B2O
G11C 20
F
1 1-18
1 3-18 3 3 GBA20
3 AIR
G11D 20 LEFT MAIN
SQUAT
1----G5B 20-------,
GEARWARN
HORN RELAY
A3151A415
.u!21

SHOWN ON GROUNp L-_+-_________
RH
1-18 G5A2O UPL
LH
DNL 3

lEffi-
Q
..L E210 E236 El36 E111
E210 1 3 G2G20
1 1 1-18
2- O:;:L U..L
3
E 136 E 236 E 211 UPL 1 E 435 15
E416 1-18 E3351
G9G2O 1 RH
3 2 DNl E 111 1
. D+L O ..L G4P 20 1 G2R 20
G9
b
E2D E_<OS
3 E236 NOSE 1
El36 E236 113 DNL 2 G4A2O
G5D GSC G3X G3V 20 1 1 D+L o..L Isl,E 339
Gl1B2O I G3U2O G10E2O 2-183-18
@
GlOB 20 + G4D2O
E111 4 E339 8 G10G2O
LEFT E 439 8 RIGHT
4-18 GEAR G3Y 20 GEAR
LH E416 ffi DOOR OPEN 4-18
UPL 6 5_ I 2-18 CLOSE?
u..L u..L 4 RH G4B 20
6-18
5-18 G4M2O
1 El36 E439 7
E236
Elll : :@r: I G4
L
Z20 E21O'
G4L 20 G4U 20 G3P 20 G4T 20 G4J 20 ,...-.....
GEAR
HANDLE ____ . UP
G302O-----+-----------,
G3T2O

G6C2O
HYDRAULIC
POWER
PACK
UP .. /oEUTRAL
ON .. NEUTRAL
LEVER
U+L& UP AND LOa<ED
A415
A315
u:t '* NOT UP AND LOCI<ED o:L. '* NOT DOWN AND LOCKED
.... ANN "TEST OR GEAR IN TRANSIT
GEAR WARNING
MUTESWrrCH
20 =
G7E2O
1 E 3351435
GJ20 G

G2Y2O
r
G7F2O G2Z2O

WARN
HORN
G9J2O
G2E2O

E 136
GOO

Figure 91-80. Landing Gear Warning & Solenoid (42-7800001, 7800002, 7800004,42-8001001 to 42-8001(06)
6J17
6J18
G2T2O
FLAP
WARNING
G2D20
1
91-20-00
Page 92
PIPER AIRCRAFT
PA-42/42-720
E450 E 4351335
El36 E 3351435 E450B
G2X G2N G6L 20
G2S20----?"-----,
ESSENTIAL BUS uNO E127
GEAR E 127 2 2-18jJJ2 G2W20
WARN G3A 20--..-, ---'1 1-18
& SOL 5A G5F2O G5E20 1 3-18 33 G8A2O
E 136 tB- 3 AIR
G5B 20 Gll D20 LEFT MAIN
SQUAT
f----- G5B 20------,
GEAR WARN
HORN RELAY
GllC 20

SHOWN ON GROUNp
A315A/415A

1-18
LH
DNL 3
!o?"ooQooo"
RH
G5A 20 UPL G6N 20
I E210 E210 E236 El36 E111
'---U:UJ-'-18 G9C "-ill:D- GOB "UJ:B- G9F t

I -y- E 416 1-18 E 335 1
G9G2O 1 RH
3 2 DNL 6 1
- G4P 20 E 111 1 G2R 20
3 E 236 NOSE 1
G2T20
+ .. ANN TEST OR GEAR IN TRANSIT
G9
k
'20 EaW439 E 20
E136 E236 G11E20- G3Z20$G3H2O DNL 2
G5D G5C 2O-t G3X G3V 20-!---- G10C 20 _ G4ffiA20
+ .. LEFT GEAR U+ L
I r- G3W20 O+L D+L 9 E 339
G11B20 G3U20 Gl0E20 2-18 E439
@
G10B 20 , 3-18
LEFT E 439 8
E111 4 4 E339 G10G20 G4D20
4-18 GEAR RIGHT
LH 4 OPEN E 416 2 OPEN
CLOSED ffi DOOR 4-18
2-18 I
G3Y 20 GEAR
UPL 5 I CLOSED
lJ+L U.L 4 RH G4B 20
6-18 NOSE iiii2;o..Q.
5-18 G4M 20 UPL 6 5 UPL
E111 6 I
G3X" G'LZ20 j5-18
e
E339 tH E2104 G4S2O
E 136 E439 7
E236
G4L 20 G4U 20 G3P 20 G4T 20 G4J 20 E 408,..._ ..... ___
G30 20'-------"-----.-..:.--------,
G3T2O

G6C2O
HYDRAULIC
POWER
PACK
GEAR
HANDLE _____ . UP
A415A 4
A315A
.. UP + NEUTRAL
ON + NEUTRAL
U + L " UP AND LOCKED 0 + L to [)()'MIIj AND l.OQ(ED
'ir:T. " NOT UP ANO LOQ(ED o:L. j NOT DOWN AND LOa<EO
G7E20
+ G7J20

G2Y2O
E450B
;=GI "'><20
HORN I'
G9J2O
E6J2O
'_$
G2E2O
G3R201-------------------------------------------------------------
E 136 E 3351435
G5K 201---------------------------------+- G5J 20 20
Figure 91-81. Landing Gear Warning & Solenoid (42-7800003,42-8001007 to 42-800lOS4)
6J19 6J20
FLAP
WARNING
G2D20
G7H2O
91-20-00
Page 93
PIPER AIRCRAFT
PA-42/42-720
El36
E 331/E 431 E450B E450B E 4311 E 331
G6L20-.-.....,I-- G2S20----....-------,
ESSENTIAL BUS fiND E127
GEAR E 127 2 2-2O
w
111 G2W20
WARN G3A2O--+----" F1 1-20
f----- GSB 20 & SOL SA G5F 20 GSE 20 1 3-20 1010 G8A 20
E 136 ! 3 AIR
GllC 20

1-20 G5A20
Gl1D 20 LEFT MAIN
RH
UPL
SQUAT
SHOWN ON GROUND
G6Nio

I E 210 -St+l E 210 E 236 E 136 E 111
D'i:'L , 1-20 1 ' Gge GSf & G2G '"
D+L D+L 2 U:>L U+L U+L
3-20 LH 3
E 136 E 236 E 211 UPL 1 E 431

El12 ;; E416 1-20 E331
G9G2O 1 RH Sf
3 2 DNL E 111 11
G4P 20 G2R20
D+L 3-20 D+L
G9E 20 1-20 G4F 20
k
E 2111 r E339/439
El36 E236 NN 2 1 G4A20
G5D 2O-m:D- GSC 2O-r" G3N Gl0E 20 K K D+L D+L ffiE 339
G1
4
6B2O E339
G
@20 2-203-20
lJ LEFT E 439 Ltp RIGHT E 416
4-20 GEAR G3Y 20 GEAR G4E 20
a..OSEO ffi DOOR 4-20

LH 4 OPEN E 416 2 OPEN
UPL I CLOSED
6 5 2-20 I
U+L lJ+L 4 RH G4B 20
6-20
5-20 G4M 20 6 5 UPL
e
E2104 G4S20
1 E 136
E236
GEAR WARN
HORN RELAY
A315A
A3151A415
3
A415A
A415 K
A315
E111 : .: I G4
L
Z 20 j5-20
G4L 20 G4U 20 G4T 20 G4J 20 E 408
GEAR
HANDLE ____ - UP G3Q 20-----+----------.
G3T20

G6C20
HYDRAULIC
POWER
PACK
.. UP + NEUTRAL
ON + NEUTRAL
LVER
u +- L '- UP AND LOCKED 0 + L " DOWN AND LOQ<ED
'li7i ANOT UP AND LOO<ED D7L. NOT DOWN AND LOQ(EO
E 3311E 431
G7K 2O-fiii1iiI..--,
LJii.i-=l G2Y 20
20

G6K20

WARN
HORN
G9J20
-'-
G6J 20
E450B
E 136 G3R 20----------------------------------' E 331IE 431

Figure 91-82. Landing Gear Warning & Solenoid (42-8001055 to 42-8(01106)
6J21 6J22
G2B20
G2D20
1
91-20-00
Page 94
PIPER AIRCRAFT
PA-42/42-720
E450B E 4311 E 331
El36 E 331IE 431 E450B
G2N
r<t------G6M G2S2O'----r-------,
U
ND E127
E 127 2 2-2OtlJ111 G2W2O
ESSENTIAL BUS

'f-----G5B 20 F
1 1-20
1 3-20 1010 GSA 20
3 AIR
Gl1D 20 LEFT MAIN
WARN G3A 20, I
& SOL 5 A G5F 20 G5E 20
E 136 :
SQUAT
G6N2O
Gl1C 20 4
.ug I E236 4
RH
1-20 G5A2O UPL
SHOWN ON GROUND

I E210 u+L E210 E236 El36 Ell1
.'i::. , y}-1-20 ' ' 8 G2G'"
D+L D+L 2 _ U+L U+L
3
El36 E236 E211 UPL 1 E431

E112 ; E416 1-20 E331
G9G2O 1 RH 8
3 2 DNL 1
__ G4P2O El111 G2R2O
D+L 3-20 D+L
G9
k
E" ""I r 2-q Ea39"'" E
El36 E236 N N 2 1 1 G4A2O
G5D GSC G3N Gl0E 2O.,.-=- G10C 20 @
I ",-,---'------t---i-- c: G3W 20 K K D+L D+L J E 339
E G140B2O E339G3sU2O 2-203-20
LiJ LEFT E 439
4-20 GEAR RIGHT G4E 20
DOOR G3Y 20 GEAR

CLOSED ffi DOOR 4-20
LH 4 OPEN E416 OPEN
UPL 6 I CLOSED
5 2-20 I
U+L U+L 4 RH G4B 20
5
El11 6 I
e
E210 4 G4S2O
1 E 136
E236
NC
GEAR WARN
HORN RELAY
A315A
A3151A415
3
A415A
' G4
L
Z2O j5-2O
G4L 20 G4U 20 G4T 20 G4J 20 E 4OS,.J._"':;;" ___
GEAR
HANDLE ___ . UP
G3T2O

G6C2O
HYDRAULIC
POWER
PACK

u + L " UP AND LOCI(EO 0 + L & DOWN AND l.OCKED
U"':'t A NOT UP AND LOCKED o:L. HOT DOWN AND LOCKED
+ "IJIIN TEST OR GEAR IN TRANSIT
E 331!E 431
G7K 2O..fiiiiii-.....

20

G6K2O

WARN
HORN
G9J2O

G6J2O
E450B
G3R201------------------------------------ E3311E
E 136 431

Figure 91-83. Landing Gear Warning & Solenoid (PA-42-720)
6J23 6J24
G2B2O
G2D2O
1
91-20-00
Page 95
L27 P22
E375B
L27W22$-L27C22
L27M22
L28T22
E360 E375B
L2 L2 C L27 E22
6K1
BRT 101M
SWITCH

!BRT
!
!
OM
BRT
PIPER AIRCRAFT
PA-42/42-720
FIX DIM
RELAY
* SHOWN
ENERGIZED
E375B E375D
E3351E 435
L 27 F 22 H22-IT:J:D- L 20 H L25 L 22
L27B22 I
L27X22
BRT
E375D E333/E 433
I

jDiM
. THTGRESEf:

E375B
L 28 U22-f8T8l--- L 28 W22
L28 V L28 X22bL28 Z22
BRT DIM
000.0.0. i
L28Y22
E375B E360
E375D
3 3
4 4
5 5 L 15

Figure 91-84. Fixed Dimming Control (42-7800001 to 42-8001020)
L20W22]-
L20U22 L21U22,!1
L20J22"}-L21 R22.J1 1
L28 G22 l
6K2
91-20-00
Page 96
E375B
L27P22 L27W22w-L27C22
L27M22
L28T22
E3S0 E375B

6K3
PIPER AIRCRAFT
PA-42/42-720
FIX DIM
RELAY
'-------,*_' 2 M 22
BRT 101M
SWITCH

SHOWN
ENERGIZED
DIM
E375B E375D
E 3351E435
L 27 F 22 H22-o::oJ-- L 20 H22---Em-- L 25 L 22
L27B22 I
L27X22
BRT
E3750 E333/E 433
I
, t----L 27 Y 22-rm:J- L26 Z 22 L 28 J 22

L 27 N22} & BETA ttSURFACE DEICE<

E375B
L28U22Wt---L28W22
E375D
3 3
4 4
BRT DIM
-------l r
L28Y22 5 5
E375B E360

.. J"
L 20 F 22 -f9T9l- L 25 N

L 15
Figure 91-85. Fixed Dimming Control (42-8001021 to 42-8(01079)
L20W22-:l L21 U22-j1
L20 U22...r I
L20 J 22'""L L21 R22-j11
L28G22..::r-
6K4
91-20-00
Page 97
E3758
L27P22
L27M22
E3758
L28T22
6K5
BRT I DIM
SWITCH
---:-l
1M
BRT
PIPER AIRCRAFT
PA-42/42-720
FIX DIM
RELAY
* SHOWN
ENERGIZED
E3758 E375D
E3351E4:l5
L 27 F 22 27 H22-D::J:D- L 20 H22-E:(D-- L 25 L22
L27822 I
L27X22
8RT
; E3750 E333/E 433
'Di"M I

LV
E3758
L 28 U22-f8TBl- L 28 W22
L28 V L28 X 22TIL28 Z 22
8RT DIM
""""""". r
L2B Y 22
E3758 E360
E375D
3 3
4 4
5 5
L2 P22--ElD-L2Q
L 20 F 22 -f9T9}-- L 25 N

L15
Figure 91-86. Fixed Dimming Control (42-8001080 to 42-8001106)
L20W22"-
L 20 U22...r L21 U22,1 1
L20 J 22""""L L21 R22 J II
L28G22...r l
6K6
91-20-00
Page 98
ANNUNCl/i.fOFf
TEST
L 27 P22
E375B

L27M22
E375B

.. L2 C22----ffl!'}- LV '22
6K7
PIPER AIRCRAFT
PA-42/42-720
25W
FIX DIM
RELAY
L29T22 7>- G2 M22
.AVIONI6FIXEO[)IM ....
BRT IDIM
SWITCH
-:-1
* SHOWN
ENERGIZED

C
L25 CP22 ----7. 21
E375B E302B E3351E 435
L27 L20 Z22 L25 L22
I
L27 X22
BRT
E302B E3331E 433
I ___ L 27 Y 22 --I2JJ]---- L 26 Z 22 L 28 J 22
t t DIM
L 27 N22
I L12Y22 > BWING t<
3A
:"::.:.:.:::::::::=:::::::>::::::::::::::-.::::::::::::::::::::::::::.;.:
E375B
E3:l!i;g43S<
L28W22
I L28V22 9 9 L28X22TIL28Z22
eRT
I BRT DIM
I -------l i
L28Y22
E302B
5 5
3 3
L 20 F 22 -fiTJ1- L 25 N22
L 20 T 22 -l!:.l,0- L 25 Q 22
4 4 L 15
DIM
E375B E301F

eRT
Figure 91-87. Fixed Dimming Control (PA-42-720)
L 20 W22"- .J
L20U22...rL21 U22,II
L20J22 """LL21 R22.J1 1
L28G22 J ,
6K8
91-20-00
Page 99
PIPER AIRCRAFT
PA-42/42-720
E30SA E307A
LIGHTS CONTROL 5Kn
L20 L 22
E 311 LIGHTS CONTROL
2 2 L13K22 Kn
L20 S22
L 13 Y22
LEFTPANEL IDL13T22ffiL14U22
E 311 E 306A E 335 ili.
ESSENTIAL BUS r-w- L 14C22---rr:QJ- L 13 E22 E435 LP
rr.:-
L 3/ 22 E 3331E 433 L 25 M 22
L 14 S 22m3 L 13 V 22w RIGHT PANEL
E335 E307A E311
E 4351J L 13 J 22 --1:UD- L 14 G 22 ESSENTIAL BUS
L 25 R 22 E 4351E 335 L 3 L 22 -cEJ
1
SA
L1K22' L8K22

LEFT
I
L21 C20
+ L21 F 20
PROP DEICE 6.
METER LIGHT Y
L21 E20
+
L21 B20
DIM CONTROL BOX
L25T22

1CK 1CJ
11 P 20 L 20 C 20 FLAP POSITION
INDICATOR POST LTS
L 11 D22----.....0--L 11 C22-111
'------L24 U20-----"1t------------L28 C20----------,
L24J20
t
I
E371 E L28 E20
L24X20

L26T2O E371 F
l
I I
L26S20 L26 R20
L24 L20 L24 K 20 L24 V 20
fi fi
-=
PILOT'S
-=-
- - -
-= - CLOCK -
- -
PNEUMATIC SUCTION OXYGEN AIRSPEED TURN & BANK POSTLTS
GAUGE GAUGE GAUGE INDICATOR INDICATOR
POSTLTS POSTLTS POSTLTS POSTLTS POSTLTS
L25 U22

l. 3BJ 3BK
L 20 B 20 L 11 J 201
T
I
L28 0 20
E371 G
-=
FUEL PRESSURE
INDICATOR
POSTLTS
CABIN
PRESS
CONTROL
POSTLTS
L25B2O
L24 B20t- L24A2O
L24C20
t
CABIN
RATE OF
CLIMB
POSfLTS
CABINALT
INDICATOR
POSTLTS
Figure 91-88. Panel Lighting I Fixed Dimming - Left & Right (42-7800001 to 42-8(01020)
6K9 6K10
SA
PANEL
LIGHTS
RIGHT
91-20-00
Page 100
PIPER AIRCRAFT
PA-42/42-720
E30SA E307A
LIGHTS CONTROL 5 Kn L 13 F22 -lsW-- L 14 D
L20L22
E 31 1 LIGHTS CONTROL
2 2 L13K22 Kn
L20S22
LEFTPANEL
E 31 1 E306A E 335 ch.
ESSENTIAL BUS L 14 C 22-u:J:D- L 13 E 22 . E 435 LP

l3Y22 E3331E433 L25M22
L14S22W=3 L13V22
w
RIGHT PANEL
E335 E307A E311
E435l1 L 13J22-GJD- L ESSENTIAL BUS
L25 R22 E 4351E335 L3 L22 -cEJ
1
SA
L1K22
L8K22
PANEL LIGHTS E494.--+.----------};---------------!:---------.,
LEFT
L21 C20
20-1
L30Y20
DIM CONTROL BOX
_____________________________
L25T22
E 435 14
E335A E335 1
4 3 2 1
INDICATOR POST LTS
------L 11 D22 c0-- L11 C22-j11
+

L21 F20
PROP DEICE
METER LIGHT Y
L21 E20
+
L21 B20
6K11
L24J20
+
L24X20

L24L20 L24K20 L24V2O
4
PNEUMATIC SUCTION
GAUGE GAUGE
POST L TS POST L TS
OXYGEN
GAUGE
POSTLTS
E371 E

L26T2O
'I -_l __ 1
L26S20 L26 R20
Hfl
- -
AIRSPEED TURN & BANK
INDICATOR INDICATOR
POST L TS POST L TS
I
L28 E20
-=
PILOT'S
CLOCK
POSTLTS
I
L28 D20
E371 G
-=
FUEL TOTALIZER
POSTLTS
Figure 91-89. Panel Lighting I Fixed Dimming - Left & Right (42-8001021 to 42-8(01079)
CABIN
PRESS
CONTROL
POSTLTS
-=
CABIN
RATE OF
CLIMB
POSTLTS
6K12
CABINALT
INDICATOR
POSTLTS
SA
PANEL
LIGHTS
RIGHT
91-20-00
Page 101
PIPER AIRCRAFT
PA-42/42-720
E306A E307A
L14S22W=3 L13V22
w
RIGHT PANEL
E 311 LIGHTS CONTROL
2 2 L13K22 Kll
L2OS22
E335 E307A E311
E 435 L 13 J 22 ---GJJJ- L 14 G 22 ESSENTIAL BUS
L25R22 E435/E335 L3L22
LSK22
SA
LEFTPANEL IifL13T22mL14U22
LIGHTS CONTROL 5Kn
L 20 L22
E311 E306A E335 $
ESSENTIAL BUS L 14 C 22-1L1D- L 13 E 22 E 435 e
[?:-
L 3 Y 22 E 333/E 433
L1 K22 L L25M22
SA
L 13 Y 22
1
PANEL LIGHTS
PANEL
LEFT
DIM CONTROL BOX
SA
R. PNL
LIGHTS
RIGHT
E33SA
ffiL31 G20
'If- L31 H 20-l!EJ

____________________________________________________________
"'" i:;;r ,,,,. 1
31

.----+-L11 P20JiJJ'2/LL2OC2oJ FLAPPOSrTlON J20 L30
L21 C20
--4 INDICATOR POST LTS L 24 Y 20
.:.:: ..... :: ... : ... ::.::::::.: ............:Z2O L30
l
Y20 '-------L 11 D22------<0--
L
11 C22-ji
l
E371 A $
L25B20
L21 F 20
:::: L2
t
20 E371 E L2S
i
E2O L2S
i
D20
. A 'M"1
Tro
""F ""G
''''', ......... "'"iliC'"ili ""2O ""20 ,,,vro ",)S20 ""R"
""" f_ 4 H_ _ H FUa P;ESSURE
CLOCK INDICATOR
6K13
PNEUMATIC SUCTION
GAUGE GAUGE
POST L TS POST L TS
OXYGEN
GAUGE
POSTLTS
AIRSPEED TURN & BANK
INDICATOR INDICATOR
POSTLTS POSTLTS
POST L TS POST L TS
Figure 91-90. Panel Lighting /Fixed Dimming - Left & Right (42-8001080 to 42-8001106)
6K14
91-20-00
Page 102
PIPER AIRCRAFT
PA-42/42-720
E348E E301 E E301 E E348E LIGHTS CONTROL
LIGHTS CONTROL 511 L13Y22 Kn
LEFTPANEL IDL13T22---------------ti----------------L13V22W RIGHT PANEL
L20L22 L2OS22
$
E348E:
6
$
E301E E348E E335 H E335 M E348E E301E
ESSENTIAL BUS L 14 C L 13 E 22 E 435 H L13 S 20 E 435 M L 13 J 22 L 14 G 22 -mIilll ESSENTIAL BUS
[?:-
L3 Y22 E3331E433 L25 M 22 L25 R22 E4351E335 L3 L22 -ctJ
L1R22 L L8K22
SA SA
PANEL LIGHTS E494 PANEL
LEFT LIGHTS
RIGHT
DIM CONTROL BOX

L 2t
5
U22 E 334 A
E435R 1234
E335 R
L 11 J 20 E337A

E338A L 11 P20

[
L 24 Y20 L 31 J 22 --l2J COPILOT'S CLOCK
E700
E371A L 30 X22 -m (NOT USED)
I
PILOT'S CLOCK f2l- L 31 M 22=r-11 L 20 C 20
l2J- L 31 L22 L 21 C20-"A--.--------- L 11 C22
(NOT USED) E rE- L 24 U 22 J' 1 L.II-l L28C20
PROP DEICE 1 E371 E
METER LIGHT E323B 1
L 21 F20 ---f2l2j--L30 Y22

L22U2O
F16P22 -b
- 20

FUEL PNEUMATIC SUCTION OXYGEN AIRSPEED RATE OF TURN &
TOTALIZER GAUGE GAUGE GAUGE INO CLIMB BANK IND
L. ENGINE TORQUE
L. In
L. PROP RPM
L. ENG RPM
L. FUEL FLOW
L. 01 L PRESS /
OIL TEMP
R. ENGINE TORQUE
R. In
R. PROP RPM
R. ENG RPM
R. FUEL FLOW
-----....Ali R. OIL PRESS/
OIL TEMP
Figure 91-91. Panel Lighting I Fixed Dimming - Left & Right (PA-42-720)
6K15
L 25 B20
WINDSHIELD
WIPER
CABIN CABINALT
RATE OF IND
CLIMB
6K16
91-20-00
Page 103
PIPER AIRCRAFT
PA-42/42-720

CENTER PANEL
ESSENTIAL BUS LIGHTS CONTROL E311 A E311 E335/E 435
E311 E311A 5KO L13H22 2 2 6 6 L20N22 1 10
PANEL LIGHTS L 25 P22
CENTER L 5 Z 22 PANEL LTS DIM L&R
1
E3331E 433
L5N22----...
5A L25K22
PLACARD
E333
E433 1

LIGHTS E494

DIM CONTROL BOX
E495 L25S22
r
BLK----liNVl-RED 1 1 I I
E495 2 WHT 3 3 3 3 WHT---.::::::r-- E496 2
2 _ 2 L6S22 L6 K22
rlf--L3P20, r L3N2O , L3Y2O L25H20
L 25 G 20 LIGHT BATT L 3 D20 ACCESSORY SWITCH
c::::l--< 1 E333 14
PLACARD 10 0 0 0 0 0 1 10 0 0 0 0 0 1 - -
E433 5 . . I .. OVERHEAD
R. AMP E435
;:,=,",--.-...::M.::;ETER 13 E335
L 20 D20-----------, 2CJ
tJ
E301 0 2CK
L 6 L2O-{f- L 8 F20-@J)}-L 1 M20 L24 W20 L 11 B20
VOLTMETER
E333 L 3 C20 11 L21 X20 pNL LIGHTS L6Q22
TT L3J201 (360) 4r--22
J;;
L3Q20 -
L21 W20
r
E301 11f- L5A2O-.7, -= R & L ENGINE
E317 D

L-.. ___ L 9 U 20 ---i.!.J.0- L 9 X20
L 3 B20 L 3 H20 L 3 E20 -7. CONTROl.. SWITCH L 22 G 20
__ ----...... PANEL PLACARD
o 0 0 0
L22B20 000000 0 000000
_ 0 0
E321A L11W2O----.1 L22Y20 L22Z20
OAT LIGHT

L21 A20
+:----L22J2O f i
, "" ,,,(1'1' IL(;
CABINALT
CONTROL
PLACARD

R. INST. PANEL
PLACARD
1
L 27 U20T L 3 A20 22L20 L 24 X20 -7>--L25 A20 -----'lr-------,I
1 L 3 G f I
WHT I L 27T 20 PEDISTAL I L 24G 20 L 24H 20 I1i
$ Y LlGITS J t t "f L1" PLACARD
L 10 X20
L22 C20
L22D
T2O
L22A20
..L
-=
6K17

L22V20 7>1 G20
L 22 P207>-jNON L 22 Q 20
rL22R2O
L27V20
.-l
FUEL MGT
POSTLTS
...L -L ...L .-L
-= - -= -=
ELEV
TRIM
AIL RUDDER MAIN CIB
TRIM TRIM POST L TS
Figure 91-92. Panel Lighting I Fixed Dimming - Center (42-7800001 to 42-8(01020)
FUEL QTY FLAP L & R
GAUGE POS IND FUEL PRESS
POST L TS POST L TS POST LTS
6K18
91-20-00
Page 104
PIPER AIRCRAFT
PA-42/42-720
L 1 Y22 CENTER PANEL
ESSENTIAL BUS 1 L 1 2'22-+- L S 722 LIGHTS CONTROL E311 A E311 E335JE 435
5A Z22TL6Z22-M1}L14E22WL
CENTER
L5
N22 L5t22 L25 X22<PANEL LTS DIML&R >::', L26G22
L25K22
E494
DIM CONTROL BOX
E333
E433
E495 L25S22 .
r
BLK-fiNVl- REO 1 1 REO-fiNVl.- R. AMP $3 E435
E495 2 3 3 3 3 E496 2 L ,-uln= I METER 13 E335
2 _ 2 L6S22 L6K22
L------L20D20=1E336A
ilf-L3P20, iL3N2O , L3Y2O L25H20 L8B20-7>-LBG20-11 1 2
L 25 G 20 LIGHT BATT L 3020 ACCESSORY SWrrCH VOLTMETER 3
E3m 4
PLACARD 10 0 0 00 01 100000 01 L11B2O
5 L3C20 ArAr 1L21 X20pNLLlGHTS L6Q22
-::!::- L 3 J 20 (360)
J;;
L3020 - L22L20 E317D
L21W2O INDIRECT IIf--L9Y20=hlJ=22 L9W20
r
E301 II r- L 5 A 20 R & L ENGINE PNL LIGHTS - L 9 U20 - 1 1 L 9 X20
L3 E2O-7, CONTROL SWITCH L22G20
PANEL PLACARD
OAT LIGHT
:0
o 0 0 1 L 11W20 I L 22 Y 20 L 22 Z 20
L22B20 $cI>$+OOOODOoooOOODOO E321A I rh
.----L21 A20 L21 L20 1 L3G20 0 00 !8? I----i
L 22 J 20 f I WHT PEOISTAL L 24G 20 L 24H 20
L 10 X20
L 21 K 20 L 21 J 20 CABIN ALT R. INST. PANEL
= PLACARD
E321A - - - - - -
L22C20 2 20 20 20 20
L 22 DTO 20 ...L ..-L -L FUEL QTY FLAP L & R
6K19
- - -=- - GAUGE POS IND FUEL PRESS
L 27 V20 ELEV AIL RUDDER MAIN CIB POST LTS POST L TS POST L TS
L 22 A20 J. TRIM TRIM TRIM POST L TS
-L
L22W2O
G20
L 22 P207>1 NON L 22 020
rL22R2O
FUEL MGT
POSTLTS
Figure 91-93. Panel Lighting I Fixed Dimming - Center (42-8001021 to 42-8001079)
6K20
91-20-00
Page lOS
E495
PIPER AIRCRAFT
PA-42/42-720
E333
E433
L25W22

DIM CONTROL BOX
L25S22
1 1 I LS'R22 I L8H20 $3 E435

E495 WHT 3 3 3 3 E49S 2 13 E335
2 -= 2 LSS22 LSK22
tir-L3P20i i
L3N2O
, L3Y2O L25H20 L-___________
L 25 G 20 LIGHT :-Lk BATT L 3020 ACCESSORY SWITCH L 8 B20 --7>- LeG 20-1" 2
VOLTMETER E301 !
E433 5 PLACARD 10 0000 01 10000001 1 E33314 OVERHEAD L11B2O
E3170
E333 L:20 TXT
X
L3J201
L21
LS4>--22
J;;
L3Q20 - - L22L20
L21W2O L3W20
r
INDIRECT L9W20
E301 'Ir- -= R& L ENGINE PNL LIGHTS _
L 3 B20 L 3 H2O L 3 E20 -7. CONTROL SWITCH L 22 G 20 -= L 9 U 20 1 1 L 9 X20
PANEL PLACARD r I
o 0 0 0
L22B20 000000 0000000 1 L11W20
1
L22Y20 L22Z20
0 0 L21L20 E321A 1 L3G20 e . I
OAT LIGHT

-----L22 J 20 r-;:-I I-i
.,"'.,"" LL_ 12() COMPASS t t L2

t
4020 L
t
24F20 L
t
24E20
L. INST. PANEL PLACARD PLACARD PLACARD V
L2OS" ,j; r" 7 7 7 7 _ _
L22 09-0 20
1A
0/ -4:- -:::!:- -L -.l FUEL QTY FLAP l & R
L 10 X20
L 27 V20 ELEV AIL -= - GAUGE POS IND FUEL PRESS
RUDDER MAIN CIB POST S
L 22 A20 TRIM TRIM TRIM POST L TS L T POST L TS POST L TS
-=
L 22 T 20 L L 21 020-----------.

L 10 J 20 AVIONIC AC L 10 Q 20
,r ! BUS PLAC ! "
6K21
L22W2O
L22V207>1 G20
L22 L22Q2O
t--L22R2O
FUEL MGT
POSTLTS
Figure 91-94. Panel Lighting / Fixed Dimming - Center (42-8001080 to 42-80011 06)
6K22
91-20-00
Page 106
ESSENTIAL BUS

PANEL LIGHTS
CENTER
CENTER PANEL
LIGHTS CONTROL
E301E E348E
L13U
E 333/E 433

PIPER AIRCRAFT
PA-42/42-720
E301 E E3351E 435
l'X': .. L 20 N
L25P22

L25K22
L2SW22

DIM CONTROL BOX

E 495 L25522
r
BLK--fiNVl-REO I TIN E435
E495 E496 2 L!6R22L6K22 N E335
2 -=- 2 L6522
VOLT
METER
- -
(360)
SENSORGEN
AMMETER LIGHTS
E313

L3T2O
L3J20
E 313
COMPASS LIGHT
L21 W20 ..... INDIRECT k OAT LIGHT
-=- PNL LIGHTS 'I f--- L 9 Y 20 ---<f--- L 9 W20 : r<>,
ENGINE CONTROL - L22L20 L9U20---7) L9 X20--""-'9'
----0--0-.... 0'-0..-.--- PLACARD fL27U2O
n
3A20 L24X2O ---L25A2O r 1
0000000000000 1 L3G20 E371B L22Y20 L22Z2O
cp q, cpo&- 0 0 L22 5 20 E321C 1 )1
E302A
U
'----------l- L 21 J 20
L22J2O LOUTBOARD L. INBOARD R. INBOARD R. OUTBOARD

L22B2O

L10X 20
020
Ll0H2O-?>1
L10J2O.-7,W-AVIONICAC
" ! BUS PLAC , "
6K23
L--4----------- L 21 L 20 ______________ ...J

22
=,,$
L27V2O
.1
RUDDER/
AILERON
TRIM
ELEV
TRIM
AIL RUDDER
TRIM TRIM
Figure 91-95. Panel Lighting /Fixed Dimming - Center (PA-42-720)
FUELQTY
GAGE
6K24
FLAP
POS
IND
L&R
FUEL PRESS
91-20-00
Page 107
flUORESCENT LIGHTING
6L1
ESSENTIAL BUS
E311
3 13
212
PIPER AIRCRAFT
PA-42/42-720
FLOOD LIGHTS
POWER SUPPLY
E37
LEFT FLOOD LIGHTS
tf ' UlD "3'6<"
"
1 LlC 104004 BB
1 LFV 201064AA 1 LFV 202064 AA
l'
'.'
'i
, , ' ,
BRT101M -t
LEFT DIM ADJUST
-t

o '"

0 0
0 0
LEFT DIM CONTROL
> >
!Ii!
CI)
,...-A-., '" + +
1 IG K F E C D
Ii:
w
...J

'"
0..
B
I
L 1SIL22
I L1S b22
L15M22
1
L26 K22
L26 N22----,
LEFT FLOOD
LIGHT CONTROL
SOKn
E312B
L 13 C 22
FLOOD
LIGHT
SWITCH
L 14 N22-rl!f--------L24Q22---------.J
L 14 ...-...-.. ----L 13 W22
:::::{:=::::: .:-:
::
Figure 91-96. Flood Lights (42-7800001 to 42-8001106)
RIGHT FLOOD LIGHTS
'f
.
, LBO ",,,,,,---lJ'
1 LFV 106064 AA 1 LFV 107064 AA
i
, ,
1-
, .

\2
'"

'"
0..
A
L 1S b 22
RIGHT DIM
DIM ADJUST-t
RIGHT DIM CONTROL
,-A--.,
J H
L 1S'822-'
L 13 P22
L24 R22
L 13 L 22
L13M22 L24S22 m
T
RIGHT FLOOD
LIGHT CONTROL
50Kn
6L2
912000
Page 108
ESSENTIAL BUS
FLUORESCENT LIGHTING
6L3
PIPER AIRCRAFT
PA-42/42-720
FLOOD LIGHTS
POWER SUPPLY
E37
LEFT FLOOD LIGHTS
ff H'''''",,''
l'
,
1 LlC 104007 BB
1 LFV 201064 AA 1 LFV 202064 AA
J 'l
t'
' " " '
. , '",'
BRT 101M .t B'RTti;i'M
LEFT DIM ADJUST

.t
- a::
c '"
;;!; ;;!;
t) t)
c c
> >
LEFT DIM CONTROL.
&l
'" N
,,-A--, + +
1 I G K F E C D
RIGHT FLOOD LIGHTS
AA

:$f::
If'
r
1 LFV 166064 AA 1 LFV 107064
l'
, ,
1-
, ,

RIGHT DIM

DIM ADJUST.t t:
w !2
.... a::
;;!; ;;!;
a:: a::
RIGHT DIM CONTROL.
f

,,-A--, IL
B A J H I
J
lL 15 IF 22 L 15
1
L22 I
J L15C22
L 15 G 22

L 15
1
B22J
L 15 M22
1
LEFT FLOOD
LIGHT CONTROL
50Kn
763
L26K22
+--+---L26 N 22----,
L13C22
@
13D22 FLOOD
LIGHT
SWITCH

1---------L 13 W22------------'
Figure 91-97. Rood Lights (PA-42-720)
L 13 P22
L24 R22
L 13 L22
L 13 M22 L24S22 IE
RIGHT FLOOD
LIGHT CONTROL
50Kn
6L4
91-20-00
Page 109
ESSENTIAL BUS
E301F
~ L 3 X 2 2 ~ L A
MAP LIGHTS
6L5
PIPER AIRCRAFT
PA-42/42-720
E310D
L3 F22 1 1 L31 A22 <:
L10B22 2 2 L31 B 22 <:
Figure 91-98. Map Lights
PILOTS MAP LIGHTS
~
COPILOTS MAP LIGHTS
~
22 III
22 III
6L6
91-20-00
Page 110
PIPER AIRCRAFT
PA-42/42-720
HOT BATTERY E 431/E 331 E 302
E 480 L 9 R 22----f23l231-- L 9 N 22---f1l1l--- L 9 A

S S
SA
BAGGAGE &
DOME LIGHT
6L7
DOME LIGHT
SWITCH
E 373 DOME LIGHT m
FF E373
,................. L 4 S 22 L 4 P 22-o::r;D-- L 3 K 22--1 II
ON
Figure 91-99. Dome Light
6L8
91-20-00
Page 111
BAGGAGE DOOR SWITCH
(DOOR CLOSED)
f
L9022-@22-111
E 485 2
2
BLK

COMPARTMENT
LIGHT
WHT
E 485qJ.
HOT BAlTERY t.p
BUS L9P22
J E 4311E 331 E 302

5 L9J22
5A
BAGGAGE & DOME LIGHT
6L9
PIPER AIRCRAFT
PA-42/42-720
EXIT LIGHT SWITCH EXIT LIGHT SWITCH
(OVERHEAD PNL) (CABIN DOOR)
-z-l
E324 S= E324 E356 E307
L 9 E 22---f3l3l- L 9 F 22-f5T5}- L 10 0 22--f2T2l-- L 8 X __
L 9 B 22 L 9 C 22 L 9 0 22---u.J.,1J-- L 9 G L 11 G 22---L1J.,.!}- L 8 W 8 a 22
8 T 22-it---- L 8 Y 22
L8:U22 '1 L8S22
1
Figure 91-100. Exit Steps, Cargo and Baggage Lights (42-7800001 to 42-8001106)
EXIT
STEP
LIGHTS
6L10
L9T22

'9' CARGO LIGHT
22
1-
91-20-00
Page 112
BAGGAGE DOOR SWITCH
(DOOR CLOSED)
rfL L 9 a 22tl22-111

BLK
$
BAGGAGE
COMPARTMENT
LIGHT
WHT
E485$
PIPER AIRCRAFT
PA-42/42-720
EXIT LIGHT SWITCH EXIT LIGHT SWITCH
(OVERHEAD PNL) (CABIN DOOR)
---:;-l
E 357A E356 E 307 <1
E357A
EXIT LIGHT
RELAY
L9P22
HOT BATTERY 1
E431tE 331 E 302
L 9 B22-rr:r;u- L 9 C 22
L 9D22-f6T6'}-L9G22-f4T4\- L 11
L9E 22wr L 10R22-l.31;J-L8X22-t:....=:J')L31 a 22
RED
BAGGAGE &
DOME LIGHT
NON ESSENTIAL BUS
AISLE LIGHT T
SWITCH I <:r I

BLK .----"'4--'
1
E360C I--'------'''-l
E357A E356 E307
E302B E357A
22
I -E 4 H L 9 H L 5 X 22 L 8 Z 22------.J
L 5 P22
AISLE LIGHTS
6L11

L 5 R22

L 5522
......tY\.-BLK-fil1l-BLK ---fil1l--- L 23 T 22 L 23 R ---fil1}-BLK
E379 E381
U22 L23S
L5T22--jI'
L 12K22

E379A E381 A
......tY\.-BLK-f1l1l-BLK--f1l1l- L 23 X 22 L 23 V22-f1l1l-BlK-fiTil-BLK--d9'.-
L 23 Y 22 L 23 W
L 12 M 22
I
L 12G22
E379B E381B
....IV'\,......BLK -1Tft- L 26 E22 L 26 C 22-f1T1l-BLK ---fil1l-BLK
L26F22-+--+--L26
COILED CORD
LEFT AISLE LIGHTS
-L12Z22
'----L 12 Y 22
COILED CORD
BLK-tYb.....

RIGHT AISLE LIGHTS
Figure 91-101. Aisle, Exit Steps, Cargo, and Baggage Lights (PA-42-720)
LSQ22

l
L8S22
L8U22
1 'T
EXIT
STEP
LIGHTS
19T22
A OVERHEAD
'?' CARGO LIGHT
22
..l
6L12
912000
Page 113
PIPER AIRCRAFT
PA-42/42-720
NON ESSENTIAL BUS ':j'
E360 E356
M 11
READING LIGHTS ':d'
6L13
V L 4 W 22----7--- 22----t::3- L 4 F 22-0-22--7>-- 22---111
':j'
I "'------ L 4 U 22----7>)--- 22--E::3- L 4 L 22-<@-22--7>--22---111
22
':j'
V L 4 E 22--E::3- L 4 N 22-<@-22--7>--22--111
':j'
I ""-- L 4 R 22----7--- 22--E::3- L 4 V 22-<@-22---""7>--22---j11
':j'
/ L 4 X 22--E::3- L 4 Y22-<@-22---""7>--22--111
"" ':d'
"'-L 6 E 22----7--- 22--E::3- L 6 G 22-0-22---""7>--- 22---j II
':d'
e----- L 6 H 22----t::3- L 6 U 22-<@-22--7>--22---111
READING LIGHT
SWITCHES
Figure 91-102. Reading Lights (42-7800001 to 42-8(01025)
OVERHEAD
READING
LIGHTS
6L14
91-20-00
Page 114
PIPER AIRCRAFT
PA-42/42-720
NON ESSENTIAL BUS ';j'
E360 E356
M 5A L4 11
READING LIGHTS I r:-l<l
22
6L15
V-L5 4C 22--7>--- 22-111
"" ';j'
I "'--L 5 U 4 H 22-0--22---7>--22-111
22
';j'
VL 4 W 4 F 22---7>--- 22---111
'" ';j'
I ""-L 4 U 22------'l>>--- 4 L 22--7>--- 22--111
';j'
VL 4 E N 22--7>--- 22---111
'" ';j'
""-L 4 R 22-BL 4 V 22--c(Z?-- 22----7>--- 22---111

VL 4 X 22'-------'l)>--- 22-BL 4 Y 22--7>--- 22--111
'" ';j'
I "'--L 6 E 22'-------?)>--- 6 G 22-0--22----7>--- 22---111
';j'
L.----L 6 H 22_8L 6J 22--cr- 22---7>-- 22--111
READING LIGHT
SWITCHES
Figure 91-103. Reading Lights (42-8001026 to 42-8(01106)
OVERHEAD
READING
LIGHTS
6L16
91-20-00
Page 115
NON ESSENTIAL BUS
E301F E356
.
READING LIGHTS
PIPER AIRCRAFT
PA-42/42-720
r;j'
L4
======= ""'" 1MH;gh De""" ....... 0"',
L5 U22

L 4 W22 -----7--22-::3--22 --0--22__7>___ 22___111

L 5 W22 22-::3--22--0--22__7>__ 22__j11
L 4 22__7>__22___111
0 ======= U""""T_II"m""""

2t@
L 4 E 22-::3--22--0--22__7>___ 22___111

L 4 U22 22 -::3--22--0--22__7>___ 22___111

L 4 X22------)>__22-::3--22--0--22 __7>__ 22__] II

L 4 R22 ----4)>___ 22-::3--22--0--22 __7>___ 22---111

L6 H22 22-::3--22--0--22__7>__ 22---111

L 6 E 22------)>__ 22 -::3--22 --0--22__7>__ 22__] II
OVERHEAD
READING LIGHT READING
SWITCHES LIGHTS
'--______________________________ .. __ ______________________________________________ ----1
Figure 91-104. Reading Lights (PA-42-720)
6L17 6L18
91-20-00
Page 116
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
This schematic used on aircraft sin 42-8001003 to 42-8001106 only.
ESSENTIAL BUS
~ E301 E310A
M ~ L 3 X ~ L 11 A 22--'7't--- L 6 P 22-tlO}--22
MAP LIGHTS
22
NO SMOKING
SWITCH
--:-l
FASTEN
SEAT BELTS
SWITCH
E310A
22 2 2 L6M22
22 3 3 L6N22
E360A
1 1
2 2
Figure 91-105. Fasten Seat Belt, No Smoking Lights (42-7800001 to 42-8(01106)
6L19
NO SMOKE
22
FASTEN
SEAT
BELTS
22
E360A
GND- ~ L 6 V 22----111
6L20
91-20-00
Page 117
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS
E301F E310A
IS L6P22-13l)}-22
MAP
22
NO SMOKING
SWITCH
-:-l
'--4---22
E310A
2 2 L6M22
f.lii\- L8 L 22 -ffi-". G 22 I

'--4--+-- 22 3 3 L 6 N22
E310B
GND 22 ----111
FASTEN
SEAT BELTS
SWITCH
E360A
1 1
2
Figure 91-1()6. Fasten Seat Belt, No Smoking Lights (PA-42-720)
6L21
NO SMOKE
22
FASTEN
SEAT
BELTS
22
E360A
GND

6L22
91-20-00
Page 118
PIPER AIRCRAFT
PA-42 / PA-42-720
May 15, 2012
6L24
91-20-00
6L23
Page 119
GRIDS 6L23 THRU 7B22
INTENTIONALLY BLANK
TAXI LIGHT
SOLENOID
PIPER AIRCRAFT
PA-42/42-720
TAXI LIGHT E 336/E 436 E450 E 450
L 7 P L 7 Y 18- 36 36 c- L 7 Z 1S-...-
20
--<)---,:+i .........---<;>-------L 7 L 7 T 18-------------,
ESSENTIAL BUS
LSA 20
L 7 A20
LANDING LIGHT
LANDING LIGHT
RELAY

E 335/E435 E 450
I
L 7H2O
E339/
E439
L 7X2O
L 7J 7Q20---<>-----"

E450 E 331/E 431 E 301 E357
1111 L8R20 22 L8J2O 66 L8C20
TAXI LIGHT
SWITCH
,....,

___ L 4A 1 B--j I'
LANDING LIGHT
SWITCH
TAXI I
LANDING
LIGHT (250 W)
14
LANDING
LIGHT
(250 W)
L 7W14

E 333IE 433 2O-o-"::"'-t-' E 450
L 7 G 18--GJ3)- L 7 S 18- 23 23 r- L 7 E 1S-+--o--. ,...---- ..-------L 7 K L 7 U 18---------'
10A ---
1
ESSENTIAL BUS
7823
LANDING LIGHT
SOLENOID
Figure 91-107. Landing and Taxi Light (42-7800001 to 42-8001030)
7824
91-20-00
Page 13
TAXI LIGHT
SOLENOID
PIPER AIRCRAFT
PA-42/42-720
TAXI LIGHT E 3361E 436 E450A E 450A
L 7 P L 7 Y 18 5 5 L 7 Z 18---6....-.A:-T":.oIo..--O-------- L 7 L 18---------------------f"2l2lf-----L 7 T 18--------------,
M 10A 20-h-__ --h.
ESSENTIAL BUS
L8A2O
LANDING LIGHT
RELAY
1.----20-0----
E450B
r-W-L7Q2O
L 7J20
E 335/ 59
E435 59
L 30J 20
-20---1

2
L30A 20
L3OB
I
2O rLSJ 20
E 301 E357
6 6 L8C20
TAXI LIGHT
SWITCH
-6-----__ L 4A 18 --111
TAXI!
LANDING
LIGHT (250 W)
E 339/ fL 7H 20
E439 6
H-L7M20
L30F 20 L30E 20 14
LANDING LIGHT
E333/E 433

M1clA
4 4
ESSENTIAL BUS
7C1
L 7X20
L 7A20
22
E 431 21 22
L7R20
L8R20
E 450B1-=-----';[
LANDING LIGHT
RELAY
E320D
L-------20---GlD-L 30G 20
L3OC20 5 5
L3OD20 4 4
E700
LANDING LIGHT COPILOT'S
SWITCH LANDING
r--1 LIGHT
.QEE SWITCH

E 359 E 358
BLU F F 2011 1
8
E361
22-m-22 -ffi-WHfYE I W-
E 361 E360

PILOT'S LANDING
LIGHT SWITCH
E450A

LANDING LIGHT
SOLENOID
Figure 91-108. Landing and Taxi Light (42-8001031 to 42-8001106)
7C2
LANDING
LIGHT
(250 W)
L 7W14
1
91-20-00
Page 14
TAXI LIGHT
SOLENOID
PIPER AIRCRAFT
PA-42/42-720
TAXI LIGHT E450
E 336/E 436 A E 450A
L 7 P L 7 Y lS- 5 5 - L 7 Z ......+i :-0-------L 7L 7 T lS------------,
ESSENTIAL BUS
LSA20
E450C
LANDING LIGHT
RELAY
l,---:20-o-r--
E450B

L 7J20
-20---
3 3 L 2S B 201-------1------<:>-'
2 2
l3OA20
L30J 20
E7001
A 700 E359
S S
TAXI I LANDING
LIGHT (250W)
COPILOT'S LANDING
TAXI LIGHT SWITCH
E358
I BLUJFTFL20-jI'
E 3391 fL 7H 20
E439 6
l30F 20 20
l3OB20
22 L8C20 11 1122
P P
iB
LANDING
22 S S WH/BLUS E359
P P WH/VB- l.!..N".:..J
14

E431 21
L 7X20
L7R20
L7A20
LSR20
E 450BI,..;;...---'=.J
---../'>-'20-
0---"'--20-----1
LANDING LIGHT J
RELAY E320D
'--------:20----G::QJ-L JOG 20
S S
L30C20 5 5
L30D20
E361
22]JS
E361
I BLU-1!:UJ-20-j1'
22 P P WH/VEL

E360 gff
lANDING
PILOT'S LANDING
TAXI LIGHT SWITCH
LANDING LIGHT
(250W)
LANDING LIGHT

E 333/E 433 2O-O--""++--' E 450A
L 7 G lS----'4l4l- L 7 S lS- 4 4 '- L 7 E lS-4--O___ -6-------L 7 K L 7 U lS----------l
lOA :..J...:
ESSENTIAL BUS
7C3
LANDING LIGHT
SOLENOID
Figure 91-109. Landing and Taxi Light (PA-42-720)
7C4
L7W14
1
91-20-00
Page 15
-NOTE-
Schematic for aircraft sin 42-5501001 and up, (PA-42-720)
PIPER AIRCRAFT
PA-42/42-720
WING INSPECTION
LIGHT SWITCH
----'-l LEFT WING
E 302A E 3570 E 3570 E 300E
WING INSPECTION LIGHT -fl-- INSPECTION LIGHT

ESSENTIAL BUS RIGHT WING
INSPECTION LIGHT
E303A
L--___ L 4 L 22-UJ:D- L 4 N 22 "U L 4 V 22----lII
'
Figure 91-110. Wing Inspection Lights
7C5
-NOTE-
Tape and tie back wire L 4 N 22 when
Right Light is not installed
7C6
91-20-00
Page 16
PIPER AIRCRAFT
PA-42/42-720
POSITION
LIGHT SWITCH
ESSENTIAL BUS
[9---
E360 E357 E357
L2E22-5T3l-L2F22
5A ON
POSITION LIGHTS
E356 A 361 E448/346' E491
r L "N"-----ru;I----- L L L" A"
L2M22
E301

E 109 E 132

E203 E233

Figure 91-111. Position Lights (42-7800001 to 42-8001106)
7C7
TAIL POS. LIGHT
7ea
E491
10E22-j11
L13M22-j11
L 13N22-t11
91-20-00
Page 17
PIPER AIRCRAFT
PA-42/42-720
POSITION
LIGHT SWITCH
ESSENTIAL BUS
E303C E357C E357C
18--rn:;J-L2N E
POSrTlON LIGHTS
E356 A348/A448 E483 E 491
rL "N L" '''----[1JJl--L' v"
L2M 18
E303C El09 E132
L 2 G 18-----a:cJ- L2 H 18
E203 E233

Figure 91-112. Position Lights (PA-42-720)
7C9
TAIL POS. LIGHT
lO+_-L 1 W18---!1'
L13M18-j1'
L 13N 18-+11
7C10
91-20-00
Page 18
RECOGNITION
LIGHT SWITCH
PIPER AIRCRAFT
PA-42/42-720
-;--1 RECOGNITION
E 360 E 357 OFF E 357 E 356 E 361 E 448/348 E 490 E 490
ESSENTIAL BUS LIGHT
M 5A
L1
A22 ON L1 J22--J:rCJ-L1 L22---rIIP--L1 R S18-11 1
RECOG LIGHTS
Figure 91-113. Recognition Lights (42-7800001 to 42-8(01029)
7C11 7C12
91-20-00
Page 19
RECOGNITION
LIGHT SWITCH
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS LEFT RECOGNITION
E 302F E 357C OFF LIGHT
Q16-----1II::J--L 1 P16--[jJ}J----L 1 A16 :- L1 H16.L29U
RECOG LIGHTS
7C13
RIGHT RECOGNITION
LIGHT
E238A ..
- L29Y BLK---illl
Figure 91-114. Recognition Lights (PA-42-720)
7C14
91-20-00
Page 20
PIPER AIRCRAFT
PA-42/42-720
STROBE LIGHT
SWITCH
ESSENTIAL BUS

E360 E357 E357
L1E18-?f1T1hr. 1 L1F18
10A L-J
STROBE
E301
LIGHTS
E 109 E 132
;

E203 E233
L 12A 12 E187f1T1}L 13A 18

Figure 91-115. Strobe Lights (42-780001 to 42-8(01106)
7C15
20

20

LEFT WING

E234A
7C16
POSTON LTS .
RIGHT WING
STROBE
91-20-00
Page 21
STROBE LIGHT
SWITCH
ESSENTIAL BUS
PIPER AIRCRAFT
PA-42/42-720

E303D E357B r . .r:i:rl E357B E303D
lOA

STROBE
LIGHTS
l12 J 18
PWRSUPPLY
L.WING
!sTROBE WHITE LEFT WING
E132A I 0 E C B Ai STROBE LlGHT ... / ..
E109 E 132
B F 18*l1}l1 C 18-

l[ ?i!JI:i;il

7C17
20

PWRSUPPLY
R. WING
STROBE WHITE RIGHT WING
E233A1 0 E C B A( STROBE L1GH'I"""",<,0'
-""18 1m! l[
2OPOSTioNTfs

Figure 91-116. Strobe Lights (PA-42-720)
7C18
91-20-00
Page 22
7C19
PIPER AIRCRAFT
PA-42/42-720
RIGHT MAIN BUS
OXYGEN BOTILES
PILOTS
OUTLET
REGULATOR SHUT OFF
ON/OFF
- - --T
COPILOTS
OUTLET
--I
OXYGEN CONTROL
M 17 A 22
~ RED
BLK
WHT
CABIN ALTITUDE SWITCH
ACTIVE> 12,500 ft
M 178 22
PASSENGER 1
AUTO OXIGEN .::.
~
PASSENGER
OUTLET
NC
OXYGEN AUTO - PRESENTATION
SOLENOID
(INCL IN PASSENGER SUPPLY
CONTROL VALVE)
Figure 91-117. Emergency Oxygen
7C20
91-20-00
Page 23
PIPER AIRCRAFT
PA-42/42-720
--<.f--- PR 6 A 20
CARGO DOOR SWITCHES
l10 M20
E356 1
?
E360

.lGHTON
CABIN DOOR SWITCHES
. ...> 0
L6C20 __ ___ L6
BAGGAGE
GND A LIGHTON
DOOR SWITCH
o
I'
CIRCUITS SHOWN WITH ALL DOORS CLOSED L---20------e3-20--!11
NOSE CONE
SWITCH
Figure 91-118. Door Warning (42-7800001 to 42-8(01106)
7C21 7C22
91-20-00
Page 24
PIPER AIRCRAFT
PA-42/42-720
CARGO DOOR SWITCHES
L 10 M 20

E356 1
E300E
L 10C20
.IGHTON
CABIN DOOR SWITCHES
..)? 1
--L 6 C 2O __ ___ L 6 F 20 A2O----f29-20-lI,
BAGGAGE
GND LIGHT ON
DOOR SWITCH
o
'I'
CIRCUITS SHOWN WITH ALL DOORS CLOSED
2O------f29-20-l11
NOSE CONE
SWITCH
Figure 91-119. Door Warning (PA-42-720)
7C23 7C24
91-20-00
Page 2S
PIPER AIRCRAFT
PA-42/42-720
AUTOFEA THER ARM
----i
<J
NON ESSENTIAL BUS ARMED

E345
E336/E436
11 11 E 345 F 17 X22 ----if1Til---- F 17 Y22
M
AUTO FEATHER
2EE

E322
R1GffT F20P22 ___ ---lUW 21 2
1
, _____ FF2020 HF2222 121
AUTOFEATHER TEST I F20 0 22 : ----1210 20
LEFT F 20 R22 3 3 1------F 20 K22 2 22
E332
F 21 B22 [13l13I- F 17 N22
'--&----- F21 F 17 L22
828
727
r------------ F 18 H22----------'!O)>- F 1B D22 18 18
Q
ARMED Q-Q...L..<>-o
LEFT
o
F19Z 22)>--F2OL22 5 5
ARMED
POWER LEVER
AAMED AT 80% RIGHT
__
1515

F 17C22 17 17
F 17Z22
F2
F2
F2
OG22
o E22
F2
F2
F1
F2
OJ22 ..
1 D22
1 C22
8B22
o D22
....
AUTOFEATHER
COMPUTER

21
2 RTEST
7 TEST
1 L TEST
E411
f--
13f--
GNDQFAI
5
19-
24 lAMPTEST
6
3 --
26 f-
8
4 f-
F
F
17E22---23

6 --
F
F
17 F22
17G22-
17H22
5
27 f--
18 +
22f----
o _TOIIOUEI>j
...... ,' ... --........ -, .. ' .. ,-, ...-.-.-,' .. ,-- ..... -..

E436/E336
F17J22 1313
E378A ....
F17K22 1212 F17T22
F18F22
F 18 P 22
F18022
F 19 K 22
F 18 X22
F 18 Y22
LEFT DUMP VALVE (30.0)
PROP TO FEATHER
E 104
F18G20-+-14wR 14__
F19B2O ......14 5 s 14_F19M20 A
T T 14-F19N20 B
E205
F19A20_14mR 14 ....
F19H20 __ 14 5 S 14-+-F19T2O A
F19J20-14 T T 14""'-F19U20 B
RIGHT DUMP VALVE (30.0)
PROP TO FEATHER
+
F1
c17PSI1 E 104
LEFT PRESS SWITCH I A F 19 P 20--141=0 14_ F 19 D20 3 3 F 18 R22
P3 B F1902O--14 P P 14-F19Z20---------l4 4 F18S22
c F1BM20-+-14 U U 14-F18L20 2 25 F18T22
.22 PSI"'NO--...s
I!l
<17 PSI 1 E205
RIGHT PRESS SWITCH A F19R20-----14it0 14--F19F20 6 6 F18U22
P3 B F19S20---14 P P 14--F19G2O------j7 7 F1SV22
C F18Z2O---14 U U 14--F1BN20 2424 F18W22
PSI NO
Figure 91-120_ Autofeather System (42-78()()()()1 to 42-8001055)
701
15
11
9
10

12

P3PRESS.
P3PRESS.
702
91-20-00
Page 26
NON ESSENTIAL BUS
AUTOFEATHER ARM
---j
<l
PIPER AIRCRAFT
PA-42/42-720
E345
AUTOFEATHER
COMPUTER
E411
E345
l-J
@ARMED
F 17 X22 F 17 Y22
E336/E436
11 11
.-
F 1 7Z22 21
AUTO FEATHER
QEE

E322
I RIGHT F20P22 21 F2OH22 121
AUTOFEATHER TEST F20 022----': 1-: ----F 20 F 22 ----tl0 20
LEFT F20R22 3 31-----F2OK22 222
E 332
F 21 B22 f13l13I--- F 17 N22
'--4+'------ F21 A F 17 L 22
828
727
,------------F 18 H22 F 18022 1818
Q
ARMED <>-o...L.D--o
LEFT
o
FI8J22--{f--F21 F19Z 227r--F2OL22 5 5
ARMED
POWER LEVER
ARMED AT 10% RIGHT
F2
F2
F2
OG22
F2
F2
F 1
o E22
OJ22 ..
1022
1 C22
8B22
F2 0022
...
WHT------'-"--
2 WHTI BLU--!...i-
F 17 02 2 WHT------fI
WHTI BLU-r-r-
<17PSI1 NCEf=140 E 104
B F1902O--14 P P 4 FI8S22
LEFTPRESSSWITCH I A F19P20-r-14
w
O 14_F19D20 3 3 F18R22
P3 c F18M20--14 U U 14---F19L2O 2 25 F18T22
>22 PSI NO
o
<17 PSI 1 E 205
B F19S20-----+-14 P P 14---FI9G20--------17 7 F18V22
RIGHT PRESS SWITCH A F 19 R2O----14i}0 14-+--F19 F20 6 6 F18U22
P3 c F18Z20-----+-14 U U 14---F18N20 2424 F18W22
>22 PSI NO
2 RTEST
7 TEST
1 L TEST
E411
'-
131--
GNOQFAI
5
191--
24 LAMPTeST
6
26r--
8
4 r---;'
23
>OROOell 5
271--
18
:]
+

TOROOEIII
15
11 P3 PRESS.
9
10
1 P3 PResS.
12
...r...
Figure 91-121. Autofeather System (42-8001056 to 42-8001106 and PA-42-720)
703
E4361 E336
FI7J22 1313
F 17 K 22 12 12 F 17 T
F 18 P 22
F 18 Q22
FI8X22 9 9
LEFT DUMP VALVE (30 n)
PROP TO FEATHER
E 104 E 139

E 205 E
F 19 H F 19 T 20 -----fAiJYYl1

'----'
RIGHT DUMP VALVE (30 n)
PROP TO FEATHER
704
91-2000
Page 27
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
REGULATION: SLOWER ENGINE INCREASE MAX. 30 RPM
SWITCH IS OPEN ONLY
WHEN VARIABLE RESISTOR
PROP SYNCHRO
CONTROL80X
ISATTHEEXTREMECCW E334 BTU M POE L J R C G F
NON ESSENTIAL BUS POSITION J L U
E311 20
M3 AU--- E 13 A 11 A22 r __ .... -r,,' -n _." _
PROP SYNC I ' :::>:::> :::>:::>
r44h .... __ J !;:g!!;:g! i!! g!
("1 I, ... ;C !;: !;: !;:
I
1- WHT/ORG 22..., 3 3 WHTIORG- ;C;C;C ;C ;C ;C
. 2 2 LL-.:..--WHT b 6
I I II: I'-'
L---WHT22 I I I E11 B22 I;:: - J::
L...-____ WI-ITIBI.U. 22 1 WHTIBlU
. __ 'Iq- 1.../
II f- E 13 F 201
LEFT PICK UP
A I
IL...-____ E 13020-111
[
E13H20-j 11
E205 RIGHT PICK UP
rft--WHT
BLK
-.-4o::::::,...----WHT----=E"'2'::"9 -:-A""20:-----.::I::..,.j1 y Yr,wl-IT-=-E 1-1"""N-2Q..J
LLJ- _ ....... I __.L..I---WI-ITIBLU Z Z r--:::f- WI-IT/BLU
E 11 P20 WHT _ E28A2O 0"' I I
A WHTBLKU
WHTIBLU Z Z
(52 -68G) (52-68G)
IIf-E13E201
LEFT GOVERNER COIL
I
:' '1 WHT E30 A 20 I' I 1+1 E 11 C 20
_ ".
(ca. 170 G) E125
E206

E 13G20-j1'
RIGHT GOVERNER COIL
WHT-....,..;..;.,...irml / WHT C
E22
} I L-.-=.E.!.11:.,:F....=2::.:::0_WHTIBLU .
(ca. 170 G)
Figure 91-122. Synchrophaser System
7D5 7D6
91-20-00
Page 28
L. HTG RESET
SWITCH
L.MAINBUS
PIPER AIRCRAFT
PA-42/42-720
ENERGIZED PROP DROPS TO 1475 - 1550 RPM
--I1iil1ci1- E347 E360 El04 LEFTHTG g23

E360 E347 -29-
SA E41 E22 E41 F22 RESET
HTG RESET SOLENOID
L. BLADE ANGLE
L. BETA SENSOR SWITCH
RANGE 0
LIGHT A
E313A E313A E 106

R. HTG RESET
SWITCH
R.MAINBUS
E302 E343 .f"0 E343 E302 E 206 E221 RIGHT HTG E221
RESET
HTG RESET SOLENOID
707
R.BETA
RANGE
LIGHT
R. BLADE ANGLE
SENSOR SWITCH
o
1,\
E314A E314A E205 .f""j;1

Figure 91-123. Hydraulic Topping Generator (HTG) Reset with Beta Lights (42-7800001 to 42-8001106)
708
91-20-00
Page 29
L. HTG RESET
SWITCH
---:-1
L. MAIN BUS t
PIPER AIRCRAFT
PA-42/42-720

E3008 E342D E342D E300B El04 LEFT HTG E123
SA ____ RESET
HTG RESET SOLENOID
ENERGIZED PROP DROPS TO 1475 - 1550 RPM
R. HTG RESET
SWITCH
R. MAINBUS. 7

E301A E342B .f":j;l E348B E301A E206 E221 RIGHT HTG
SA ___ RESET
HTGRESET
SOLENOID
Figure 91-124. Hydraulic Topping Generator (HTG) Reset without Beta Lights (PA-42-720)
709 7010
91-20-00
Page 30
E C22
PIPER AIRCRAFT
PA-42/42-720
J"
E435 E 136,5
E335 REVERSE LOCK OUT 1
E 19 G 22 TEST SWITCH
ESSENTIAL BUS --1 -:q1 E 19 T 22
E360 E347 E 347 E360 + 28 V DC NO REVERSE ENABLE
E "'" E E" E" K,,---a-E<> "'---lliCTI-E" E" G"-1 ----
BETA SOL E 42 K20
7011

E 19 S 20
0-
E42C2O
"1 E 41 C 20
ENERGIZED NO REVERSE ENABLE
LEFT ENGINE
LOCK PITCH If----------'
SOLENOID I
E8G2O
1
Figure 91-125. Reverse Lockout (42-7800001 to 42-8(01106)
REVERSE LOCK OUT SWITCHES
I')PEN FWD RANGE
E41 D20
I E220 RIGHT ENGINE
'-----E41 D 20 A LOCK PITCH
B SOLENOID
E8 H20
1
7D12
91-20-00
Page 31
PIPER AIRCRAFT
PA-42/42-720
E4351335 E 136

E C22 X22
E 136,5
E335 REVERSE LOCK OUT 1
E 19 G 22 TEST SWITCH
ESSENTIAL BUS J E 19 T 22
E 300A E 342D E 342D E 300B + 28 V DC NO REVERSE ENABLE
E 14J 22 E" H22--E(D- E" J E" K E" J 22 E" H22---J:1U)- E" G22--1----
BETA SOL E 42 K 20
7D13
E$.$
E 19 S20
E42C2O

E 41 C20
LEFT ENGINE F.-1 22
LOCK PITCH
SOLENOID P I
E8G2O
1
Figure 91-126. Reverse Lockout (PA-42-720)
REVERSE LOCK OUT SWITCHES
OPEN FWD RANGE
E41 D20
E 220 RIGHT ENGI NE
---E41 D2O-0 LOCK PITCH
I
I
SOLENOID
E8 H20
1
7D14
91-20-00
Page 32
7D15
PIPER AIRCRAFT
PA-42/42-720

820

LEFT JET PUMP JS2X20
DUMP VALVE
(JOHNsCAN)
Figure 91-127. Fuel Scavange System - Left
E450B E 435/E335 E335/E 435 E450B
0 0 4545 JSOC20

LEFT JET
PUMP
DISENGAGE
RELAY
J
E190 1
Z JSOG20 F F JIOF20 47 7 JIOE20
/
+28VDCIN
START MODE
CIRCUIT SHOWN IN OFF
ENGINE SHUT DOWN
7016
LEFT START
CONTROL
RELAY
91-20-00
Page 33
7D17
PIPER AIRCRAFT
PA-42/42-720

WHITE-<fi
RIGHT FUEL J 52 U
PURGE VALVE
[Il =::r''''.--W--''''"
E331/E431
RIGHT JET PUMP
DUMP VALVE
(JOHNs CAN )
Figure 91-128. Fuel Scavange System - Right
E450B E431/E331

< <L \ <
RIGHT JET
PUMP
DISENGAGE
RELAY
E3351E 435 E450B
JeoN20 SO
J eo K
.28VDCIN
START MODE
CIRCUIT SHOWN IN OFF
ENGINE SHUT DOWN
7D18
RIGHT
START
CONTROL
RELAY

91-20-00
Page 34
7D19
LEFT FUEL
FILTER ASSY
- - - - - - - -
, DIFFERENTIAL I
: PRESSURE I
I SWITCH :
I
, NO I
: 0 - l 4--6--4--1
I
SWITCH CLOSED
BYPASS OPEN
E145
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATOR BOX
01 R20
E 104 Y
011 S20
011 T20
022 R 20
E206 t
022 S20
022 T20
Figure 91-129. Fuel Filter By-Pass
E245
RIGHT FUEL
FILTER ASSY
'DI-FFERENTIAL ,
:PRESSURE
'SWITCH
,
, NO
r --@:
SWITCH CLOSED
OPEN
7D20
91-20-00
Page 3S
PIPER AIRCRAFT
PA-42/42-720
LEFT FUEL FLOW
TRANSMITTER
_ Ci
E341A
C ------j I------jl-\----::-..,--:-:--:-::---WHITE---------I'-+---; F SENSOR
===---1 D , ; WHITE I I BLUE 'I' E RETURN
ca!PENSAT0)L- -
>- 0 fF F 1---.-,r=+-------WHITE------+::,....--\ G TEMP SENSOR
>- B - Ql1 M20 : : '-'.;:.. :: Ql1J2O : :
L __ ......,l-l-'------WHITE/BLUE-----t"'--'--'JH
- L---
E 106
COMPENSATOR
LEFT MAIN BUS
28VDC
M
SAv
E341
FUEL FLOW 1
RATE OLITPUT LEFT FUEL FLOW 28VDC AS 1-______ _________________ ---jB
INDICATOR
A
FUEL TOTALIZER
III-- 1----; K GROUND
( FUEL CONSUMED)
E308
l
___
_ [I TOTALIZEROLITPUT
INDICATOR
-
FUEL FLOW
SIGNAL
CONDITIONER
I 11-1----\ K GROUND
E 362
I------------Q 12 RATE OLITPUT
A

RIGHT FUEL FLOW I
RIGHT MAIN BUS ... 1 ______ ..........
----------------------_jM 28VDC
-
, ,
1
, ,
FUEL FLOW RIGHT FUEL FLOW ,..--------..,
TRANSMITTER 2041--___ -+-'--\--______ ,-,
t'= C WHITE Q N 20 Q Q --=-::::::-:-:-=---
'-----I D WHITE I E E
CCNPENSATO'?R____ ___; - -
>- 0 1..-------WHITE----------I--1-----i C CI-----;'-4-------
>- :OR B 1------:1--1--., ---' Q M 20 , , =,r : :
A WHITE I ------
-
E 206
Figure 91-130. Fuel Flow System (Foxboro) (42-7800001 to 42-8001020)
7021
.--------\J
FLOW
SENSOR
---i:::+-------jE INPUT
G TEMP SENSOR
L!;!. COMPENSATOR
E362A
(P2)
7022
912000
Page 36
LEFT FUEL FLOW
TRANSMITTER
TURBINE
SENSOR
E lOS
--F!---20---+=+-'A'A
, ,
PIPER AIRCRAFT
PA-42/42-720

- -
WHITE G G
, , all N20 , , - all H2O , ,
E341 A
--
-
-
WHITE A A
, , , ,
...... "" ....... B B

WHITE/BLUE
I
H H
'!
WHITE/BLUE
I
B B
l'
- -
o 0
F F
,.
WHITE F F C C
COMPENSAT0i'-____ -I
..-.
,
-
LEFT MAIN BUS

FUEL FLOW
FUEL TOTALIZER
( FUEL CONSUMED)
E308
RIGHT MAIN BUS

FUEL FLOW
RIGHT FUEL FLOW
TRANSMITIER
-
,
E204A
C f-
L----JD
-
,
TEMP 0
SENSOR
B
A
,--..
, ,
-
,
20-0..- C C J
, ,
, , all M20

, ,
WHITE/BLUE
l_'
LEFT FUEL FLOW
INDICATOR
22
RIGHT FUEL
FLOW INDICATOR
E204

"
, , WHITE
20-0-
022N22 B B
,
WHITE/BLUE

, ,
D D ' ,
F F '-'
20 --ClL..- C C -- WHITE
E
, ,
022M22
WHITE/BLUE
- ...,. ..... '-'
WHITE , ,
=.r.-
, , , , , ,
, , all J 20 , , , ,
I{: 12#12 : )
, , ,
WHITE/BLUE E E
12"":" 12 R R 0
E lOS
';' -;-r-- E 34 Z 22 =:J
012A22- G G
E341B
,
B E E 011X22- M M
A o 0 011Y22- L L
f-'.- K K
22]. -{22- H H
A A
011C22rOllZ22
S 22 011G22 22-S
L-_ ..L
-
E341 -
'-'..-
E362 -

-
.-.-
T
022G22
S S A A
22] 0=22 ..... 0 lZ 22-{22- E362B
L.,.... K K 22 22-
H H
A 0 0 a12B22- L
L
B E E 012C22- M M

a12H22_ G G
",-12- 0 Of-12.
,-.
12 Q , , WHITE , , A
A "
022H20 ' ,
E Ii.
,
WHITE/ BLUE B B
' ,
' , , , , , ,
l1'

1) 1)
C C
, ,
oC:;
WHITE C C , ,
a22J2O
, , , ,
l J' 12- -12 l J WHITE/BLUE E E
S S .......
'L- 12- -12--'
-
--
R R E362A
E206
Figure 91-131. Fuel Row System (Foxboro) (42-8001021 to 42-8(01037)
7023
20
20
20
20
22
.u.
22
22
22
22
22
"
20
20
20
E341C

-
F SENSOR
, ,
E RETURN
1
G TEMP SENSOR
, ,
, ,

COMPENSATOR
M 28VOC
B
RATE OUTPUT
A
K GROUND
C
D
TOTALIZER OUTPUT
L..,.
FUEL FLOW
--'-
SIGNAL
CONDITIONER
K GROUND
B RATE OUTPUT
A
M 28VDC
,rJ
FLOW
" F SENSOR
, ,
E INPUT , ,
11 TEMP SENSOR
G , ,
--cr
H COMPENSATOR
-..-
E362C
(P2)
7024
91-20-00
Page 37
LEFT FUEL FLOW

TRANSMITTER SENSOR
fc
D
,
'-'

Te.4P 0 I
t SENseR
B
A
' ,
LEFT MAIN BUS
PIPER AIRCRAFT
PA-42/42-720
E 104
WHITE __
011 N20
WHITE/BLUE
WHITE
WHITE/BWE
WHITE

WHITE
011 M20
WHITE/BLUE
, , =r-
, , I I 011 J20
',: 12--fSTS}--- ------------

E 106
WHITE/BLUE
E341A
,--
(P,!l.
F SENSOR
!
E RETURN
G TEMP SENSOR
, ,
, ,
H COMPENSATOR
28VDC
M
SAv
E341
FUEL FLOW
RIGHT MAIN BUS
I :
K
FUEL TOTALIZER
RATE OUTPUT
GROUND
( FUEL CONSUMED)
E308
_ 022 V 22---------------------------------------------------------------------------------------l D TOTALIZER OUTPUT
,-------,f
AB 011V22---------1C
II'
E362
/(

RIGHT FUEL FLOW
o 12B 22
1
INDICATOR
o 12C22
',.I
L..-
-
K
B
A
FUEL FLOW
SIGNAL
CONDITIONER
GROUND
RATE OUTPUT
M 28VDC
E20S
t",
FLOW
WHITE
022N20
QQ
022H20
WHITE F SENSOR
'-'
WHITE/BLUE E E
I
WHITE/BWE
1:
E INPUT
I
I
WHITE C C WHITE G TEMP SENSOR
,-.
022M20
' , =.=- o 22J 20 , , , ,
WHITE/ BLUE l; 12#" 12 WHITE/BWE

COMPENSATOR
L-12 R R 12--------'
E206
E362A
(P2)
FUEL FLOW RIGHT FUEL FLOW .-------8------.
TRANSMITTER TURBINE E 204
SENSOR

COMPENSATO-;.R________ -l
:ORO :
Figure 91-132. Fuel flow System (Foxboro) (42-8001038 to 42-8001106)
7E1 7E2
912000
Page 38
LEFT FUEL FLOW
TRANSMITTER
PIPER AIRCRAFT
PA-42/42-720
I m I IE

B f--207T ' ,

SENSOR"-.J-- c I I
E
I
WHITE
011 N20
WHITE/BLUE
WHITE
011 M20
WHITE/BLUE
El04
(' 'G'G -
- - , ,
H H
, ,
I
- -
I
F F
, ,
=...;=-
, ,
SS
12 R R 12
E341A
(P,!l..
-
WHITE A SENSOR
011 H2O , ,
RETURN WHITE /BLUE
I
B
WHITE C TEMP SENSOR
, ,
011J2O , ,
WHITE/BLUE
,
E COMPENSATOR , :: 12. ;;
E106
D LEFT MAIN BUS
UVDC
M
SAv
E341
FUEL FLOW LEFT FUEL FLOW LO D f-----------Oll INDICATORLO
NON ESSENTIAL BUS
28VDC B :-, E34Z22------------1 , ,
INDICATOR HI E f-....:...-------C11 M INDICATOR HI
A I-- 11 C22---------------__ ........----_l H 28 V RETURN
""'=-22-S
SIGNAL G 011 W
E308
LI______
FUEL TOTALIZER
RETURN H 11 V22 ____________________________________ -.1
SIGNAL J

CASE GROUND F
28 VRETURN E ___ - 0 11 U22----------------------------------------------------------------l
REFERENCE M f------------a22 W22 -----------------------------------------,
SIGNAL N 22 V22----------------------------------------------------...,
28 V DC D
FUEL FLOW
SIGNAL
CONDITIONER
RETURN V
E33 K 22---------------------------1
M SA
u
E362
FUEL TOTALIZER I RETURN IH I 22 U22------1
RIGHT FUEL FLOW SIGNAL G f---------Q22 V22-----.J -l
INDICATOR lSVDCREF F 022W22:--------1 [022G2O II
r--22- S
A r---- ........ o----- 022 C .. -- 0 12 J 2O,.+. H
HI E a 12B22 M
LO D L
PWRGROUND
28 V RETURN
INDICATOR HI
RIGHT MAIN BUS I 28 V DC I r--E 34 Y
28VDC
INDICATOR LO
TRANSMITTER TURBINE E204 E205 1.
FUEL FLOW RIGHT FUEL FLOW ...-----,- r- D
______ --l:
7E3
>- TEMP Df--- 20 ,.., C TEMP SENSOR
SENSOR"-.J-- Cf------+-+-----l a 22 M 20 : : :: Q 22 J 20 : :
L
___ ..::====:::i!Ej-------;=---------WHITE / BLUE-----------+w--l:__o-12 S S 12:-o..-!'f-+' -------WHITE / BLUE ' ,
" -. L--12 R R '.."
E206
Figure 91-133. Fuel Flow System (Ragen) (42-7800001 to 42-8(01086)
COMPENSATOR
E362A
(P2)
7E4
91-20-00
Page 39
PIPER AIRCRAFT
PA-42/42-720
LEFT FUEL FLOW
TRANSMITTER
E'04 ______ --.
SENSOR A -- -- GG - - (P,!.t-
---f--, _+,-----I li _I-----f, -'1,r---::: o--;,:-,H;-:-;:;20:----WHITE------.J-, -l,---I A SENSOR
. B - 20 ""7'f ' , WHITE I BLUE H H WHITE I BLUE B RETURN
COMPENSATOR F - 20=.J ....' l -- 1 I
>- TEMP D -20 1.-----WHITE----------++-----l fF F 1----+-1r-------WHITE-------+-'+----1C TEMP SENSOR
?- SENSOR"-..)--- C 1------+-+----' 011 M 20 : : -'r- :: a '1 J 20 : :
E ' , WHITE/BLUE---------+\ '-;'!-O-12-fSTS]--'2 0 J WHITE/BLUE----t- ..... -7,'--iE COMPENSATOR
-
E 106
LEFT MAIN BUS

M5Av --- E341"
, .
G 28VDC
1
'-221 FUEL FLOW
NON ESSENTIAL BUS
"'---t---.
28 V DC B I--F--:-------,O
LEFT FUEL FLOW
INDICATOR

'"
..
HI E --.::--:::: a 11 M INDICATOR HI
A
K-22 __
SIGNAL G 1----.........0----011 W
, ,
E
_. IL ___ v 22-----,1
FUEL TOTALIZE: ,
RETURN H -011 ------------------------------'
SIGNAL J 11 W -----------------------------------------'
28VRETURN E
,-. ,e,
REFERENCE MI------4., 00-,---0- W ------------------------------------------------,
SIGNAL N , , v 22---7-, ..... ,-----------------------------------------------,
RETURN V .. 22 U
./
III-----r
22-H
....
28 V RETURN
FUEL FLOW
SIGNAL
CONDITIONER
28VOC
[3?'--.;..., . ...;-.----------E K
E362
FUEL TOTALIZER
RIGHT FUEL FLOW
INDICATOR
RETURN H _ U 22-----'
SIGNAL G 1--------0 V -------' I
15VDCREF F r022G20111

A ....... .---- 12J 20-.....,;:---
HI E 012 B
RIGHT MAINBUS L-____ 2B_V_D_C....... B..,- 012 H

FUEL FLOW RIGHT FUEL FLOW r---------,
TRANSMITTER TURBINE (:CC) E 204 E205
SENSOR SENSOR
B - :_: WHITE I BLUE-----------i--.------\ E E1------T:1=--------WHITE I BLUE :r: B RETURN
COMPENSATOR F - 20=--.1 - -
?- D - 20 I.-----WHITE------------++-------i C c f-----I-4--------WHITE---I,;;.l.-----__!C TEMP SENSOR
=OR'-.J- Cl-------f--,,-.. +,---' Q22M20: : :: Q22J20 : :
L ___ .::====:j.E.Ej-----;,:7------------WHITE/BLUE ' , '2--fSlSl--12 ' , WHITE I BLUE--;'n-' -------ILt COMPENSATOR
- ----.-
E 206 E362A
(P2)
Figure 91-134. Fuel How System (Ragen) (42-8001087 to 42-8001106)
7E5 7E6
91-20-00
Page 40
LEFT FUEL FLOW
TRANSMITTER
LEFT MAIN BUS

FUEL FLOW
NON ESSENTIAL BUS

FUEL TOTALIZER
7E7
E33K22
PIPER AIRCRAFT
PA-42/42-720
E341A
I m I
____ __ _____ ___
WHITE
"-
Q 11 N20
E 1001
'G'a --
Q 11 H2O
WHITE
r, (P,.ll..----------,
______ LJI--.....j A SENSOR
Bf-- 20 j , ,
-- ......'
COMPENSAT<t,jl-R____ -I F f---- 20

, ,
E
FUEL TOTALIZER
E308
RETURN H-22 n
, I
SIGNAL J , ,
28VRETURN E Q 11 U 22
REFERENCE M BLUE
I ,
RED SIGNAL N
RETURN V
I ,
WHITE
28VDC 0
,.,
--
I
WHITE/BLUE
WHITE
WHITE/BLUE
LEFT FUEL FLOW I
INDICATOR
Q 11 M 20
, ,
H H
, ,
I 1:
F F
, , w';:- , ,
SS
:: 12* ;;
12 R R 14
E106
Q11J20
WHITE/ BLUE --l B RETURN
1
WHITE--------f=+---l C TEMP SENSOR
WHITE/BLUE
, ,
I I

COMPENSATOR
28VDC
:1: i
22- G
,"

HI E " Q 11 X22---------------<,=+-, -----I M INDICATOR HI
A ----.:: 22J .... 11 C 22 / 22-L!;!.. 28 V RETURN
SIGNAL WHITE----------, 020.../
L.I ____ R_ETU_RN--Irl; :-; WHITE / BLUE Q 11 V 22
RIGHT FUEL FLOW I
INDICATOR
E206
Q22U22
Q22C22
Q 12 B22
a 12 H22
I
I
FUEL FLOW
SIGNAL
CONDITIONER
28 V RETURN
INDICATOR HI
Figure 91-135. Fuel Flow System (Ragen) (PA -42-720)
7E8
91-20-00
Page 41
PIPER AIRCRAFT
PA-42/42-720
RIGHT MAIN BUS

LEFT MAIN BUS
LEFT FUEL
PRESS
INDICATOR
E383 B G ACe 0 H1
'-'
in
n.

I:
I

(II
o
c
E 182
LEFT FUEL
A
PRESSURE
0
TRANSMITTER
B
C
7E9
>

Q.00C[W

wWUJww
E 31

+
Figure 91-136. Fuel Pressure
RIGHT FUEL
PRESS
INDICATOR
E375 HOE C A G B
L./
iii
n.
'"

w
'" (II

z
8
>
!:j
W

+

wa:rncCL

wwwww

E274
A
RIGHT FUEL
0
PRESSURE
B
C TRANSMITTER
7E10
91-20-00
Page 42
PIPER AIRCRAFT
PA-42/42-720
LEFT MAIN BUS
E331/E 431

FUEL TEMP SENSE II t-----
...--___ ---.E 114 E 104
LEFT FUEL A'f------ Q 13 E -fi5Ti5l-----Q 13 C
TEMp' t::.f.,::.I E 106
PROBE B
J
Q 13 F20 E20
RIGHT FUEL
TEMP
PROBE
E206
Q 14 E20 ---IGTGl-----Q 14 C20
t.::,Joa E

5555
35 35
58 58
36 36
6363
Q13P20

Q 14 P20

Q50J20

1 2aVDC IN
22- 3
GND
14
5
FUEL TEMP
MONITOR
GROUND APPLY LIGHT ON
15
6

9
10
f."-
E4311331
Q 13 R20-fsf5s}---- Q 13 H

a
l,<
Figure 91-137. Fuel Temperature Monitoring Left & Right (42-7800001 to 42-8(01106)
7E11 7E12
91-20-00
Page 43
PIPER AIRCRAFT
PA-42/42-720
LEFT MAIN BUS
E331/E 431
0 13 B20-------------i54 54 013 N20
M5A" lit--
FUEL TEMP SENSE
r-------,E 114 E104
A' 013 E20 -l]"@------O 13 C 20 LEFT FUEL
TEMP
PROBE
:1 E106
BJI---- 0 13 E20
...... __ --1""-
RIGHT FUEL A
TEMP
PROBE
E206
014 E20----fGTGl---- 0 14 C20
E205
Q14F2O 050F2O
55 55
35 35
5858
36 36
po.,---- 0 50 K20 63 63
013P20
050C2O
014P20
050 D20
050J20
-
1 28VDC IN
22- 3 GND
14
5
FUEL TEMP
MONITOR
15
E484
6 r-
9
10
f.4-
8
-+
GROUND APPLY LIGHT ON
E 431/331
Q 13 R20-fslSst-- Q 13

Figure 91-138. Fuel Temperature Monitoring Left & Right (PA-42-720)
7E13 7E14
91-20-00
Page 44
PIPER AIRCRAFT
PA-42/42-720
LEFT AUTO IGNITION
TORQUE SWITCH
(NC < 40011 I LBS TORQUE)
NO
LEFT IGNITION
ON MONITOR
..
R
E 129 '-"----r-----ir
I I Hfi---i
RELAY
2 fLF I 50V J2J20
LEFT IGNITION
SWITCH
-DAUTO

LEFT MAIN BUS .q E312A
E303 E347
M
L. IGNITION E347
J1X20 20
E 104 M LEFT CONDITION
M L LEVER SWITCH 3 1
J1J20 J E456 3 1
JOG20 f41 CUT OFF I J1 H2O
E 316 E 316 E331/E431 I E 104 E 120 1

J1K20
J2E22 3 32
RIGHT AUTO IGNITION
TORQUE SWITCH
RUN B IGNITION __
J7H2O
C UNIT
-.l
SPARK PLUGS
(NC < 400 11 I LBS TORQUE)
..
RIGHT IGNITION
SWITCH
---1
I "AUTO

RIGHT MAIN BUS .q E312A
E359 E343
M
E343
R.IGNITION
7E15
E359
NO
RIGHT IGNITION
ON MONITOR

RELAY ,_-----9--?-""'I
m 20 1
LEVER SWITCH T 6 4
J5 P20 J9 E22 E456 6 4
","0 @I CUT Off I J5L2O
1
J 5 K20
E316 E316 E331/E431 I E206 E218
J4 G 22 J 4E J 4 0 22 J 5 J 22 J 5 V20 J 5 F 20 CEJ:E} J 5 G 20
RUN B IGNITION SPARK PLUGS
J6 H20
C UNIT If-l-+-Hr--

Figure 91-139. Ignition System (42-7800001 to 42-8(01106)
7E16
91-20-00
Page 4S
PIPER AIRCRAFT
PA-42/42-720
LEFT AUTO IGNITION
TORQUE SWITCH
(NC < 400 It I LBS TORQUE)
NO
LEFT IGNITION
ON MONITOR
E456 E431/E331
Jl 1 R20
RELAY ------'9---9-__..
E129 C B
'IH + +HI'
LEFT IGNITION ' ,,, '"V i i'J '{r J ,."
2 :;
...... MAN J1J20 J1tEf
LEFT MAIN BUS <q E348D J 2 G 20 I J 1 K20
[p
E300D E348C .G'"rl-J4K22{ffiJ-J1P22 7 7 I E316 E316 E331/E431 I E104 E120
5A Jl 5 5 J2E22-+-J2L20-W-J2K22 J 1 N22[$l-J 1 V20 3 32 G20
E348C RUN B IGNITION __
L.IGNITION
J 7 H 20
C UNIT U- __
J...
SPARK PLUGS
RIGHT AUTO IGNITION
TORQUE SWITCH
(NC < 400 It I LBS TORQUE)
NO .

RELAY ------0---;>-....,
" HI 1-'+"---'"
"" EO" f
--l J 7 F 20 J 4 L 20 RIGHT CONDITION 6
I ,/ AUTO LEVER SWITCH
r QEE E206 G H 0 J9E22
...... MAN J5P20
RIGHT MAIN BUS <q E348C D J 4 J 20 I
E301D E348C 7 7 I E316 E316 E331/E431
M 5 5 27 7
RUN
R.IGNITION

J5 L20
J 5 K20
I E206 E218
J 5 F 20 IT:(D- J 5 G 20 DAlr]Riil'IG;j:H:riT:'""1,"::' .. 4,
_----.j B IGNITION SPARK PLUGS
J 6 H20
C UNIT U--l--+----l--Ho
.1
Figure 91-140. Ignition System (PA-42-720)
7E17 7E18
91-20-00
Page 46
LEFT TORQUE
TRANSMITIER
1 8 C D A I
E 128
E44M2O
E44J2O
E44 K 20
E44H2O
A C 8 D
A C 8 D
E 106
PIPER AIRCRAFT
PA-42/42-720
L. MAIN BUS
'::. E 44 A 22'---.
M3;:-
TORQUE METER
t
F 17 A 22
F 17 8 22
R. MAIN BUS

'--' 3 AM
TORQUE METER
t
F 17 C 22
F 17 D 22
RIGHT TORQUE
TRANSMITIER
E2 32 I A C D
8 I
E43H20
E43 K 20
E43J2O
E43M20
H F G E
E205
H F G E
E 44 G 20 .--E44A 22- E 43A 22 E43Q20
E44D20
4C20 '----E4
'---E44E20
E392 I E
7E19
C
tV
E44 N 22
I
D A G F
8 I
LEFT ENGINE TORQUE
INDICATOR
J F22 E43P22
1 1
8
E 43 N 22
F G A D C
RIGHT ENGINE TORQUE
INDICATOR
Figure 91-141. Torque Indication (42-7800001 to 42-8(01106)
E 43 F 20
E43820
E 43 S 20
E E393
7E20
91-20-00
Page 47
LEFT TORQUE
TRANSMITTER
I 8 C D A I E 128
..
\... ___ J
WHT/BLU
WHT
E44M2O
E44H20
E44J20
---- --,
----
_J
W A C 8 D
W A C 8 D
E 106

--- ....,
---
J
PIPER AIRCRAFT
PA-42/42-720
L. MAIN BUS

TORQUE METER
t
F17A
R. MAIN BUS
r---E 43 A
TORQUE METER
F 17822
L----E 44 G 20-------, E WHT
WHT
'-E43A22-
WHT I

E44C20
I----WHTIBLU ----,
'-----E 44 E 20----'
E392 E C D
I NHT
BLU
E44 F 22
1P2'
E43
1 1
I
BLU

::....::
----
- - - -
--
.... -
E 43 N 22
I
8 F G A D
RIGHT TORQUE
TRANSMITTER
E 232 I A D C 8 I
E205
(1=== :::) ()
WHT
WHTI BLU
E43M20
E43H20
E43J20
H F G E
H F G E
C
---

---
E43Q20
WHT
E 43 8 20
WHTIBLU
----
:: .... )
E43S20
C E I E393
LEFT ENGINE TORQUE
INDICATOR
-
RIGHT ENGINE TORQUE
INDICATOR
Figure 91-142. Torque Indication (PA-42-720)
7E21
7E22
91-20-00
Page 48
7E23
PIPER AIRCRAFT
PA-42/42-720
LEFT Ng
TACHOGEN
RIGHT Ng
TACHO GEN
..... .,....--....,. ..... 1 1 1 1
E 117 A B I
IIII---+-__ ~ ~
I B A E 216
E 21 A 20
E 21 M 20
E20A20
E 20 M 20
I F E ~
A B ~
E 104
I F E ~
E206
A B
E 31 H2O
E 31 K 20
E 31 J 20
E 31 L 20
- -
- -
-1-
-I
E31 C 20
E 31 F 20
I I
E337 B A C C A B E340
LEFT Ng RIGHT Ng
INDICATOR INDICATOR
Figure 91-143. Ng RPM Indication
7E24
91-20-00
Page 49
7F1
PIPER AIRCRAFT
PA-42/42-720
LEFT PROP
TACHO
L-G_E,.....,N,-E_R_A....,T,..,.O_R...----tlll,
EllS B AI
E 17 A 20
E 18 A 20
E32K20
T
E32 e 20
I
E 387 fB A e I
LEFT PROP
RPM
INDICATOR
RIGHT PROP
TACHO
I GENERATOR
I I
IA B IE 215
E17M20
E 18 M 20
E 2061 0 ej
10 e r
E 32'H 20
E32J 20
T
E32j20
Ie A BIE388
RIGHT PROP
RPM
INDICATOR
Figure 91-144. Prop RPM Indication
7F2
91-20-00
Page 50
7F3
LTHERMO COUPLE RING
(10 PROBES)
~
(cjROMEL
ALUMEL I
PIPER AIRCRAFT
PA-42/42-720
* L. MAIN BUS R. MAIN BUS -T-
E1D22 ~ ~ E1H22
E 1 C 22 ~ 3 AM M 3 AE 1 E 22
L ITT R.ITT
ALUMEL
INDICATOR INDICATOR
~ ~ ~ L L L L L L ~
E389 E390 HJKABD
~ ~ ~ ~
LEFT lIT INDICATOR RIGHT lIT INDICATOR
Figure 91-145. ITf Indication
7F4
91-20-00
Page 51
PIPER AIRCRAFT
PA-42/42-720
LEFT OIL
COOLER COWL
SWITCH

I
I E348 E350
...-0".---- E 6 D20 1 131--- E 13 Z 20----11 1

20
.------E 3 K 20---------1---0--1--"-
E3H20 212l---E13Q2O
E 348 f---....:...:...-r
E3F2O
1
.------111 11 E 13C 20
E 15 L 20
L. MAINBUS
G:;-
E303
E 15 A 20 1 16
5A
OIL COOLER
MOTOR POLARITY LEGEND
OPEN
RED +
YELLOW -
E 104
CLOSED
RED -
YELLOW +
E13T2O ___ 14 .!;..!;.
T
8LK
E13R2O-----+-14 C C

8LK I
E 1 G20 1 1 GREEN
E103
3 3 RED M BlK-111
E 13 S 20-----+-14 A A 14- --E 1 F201-------l 2 YELLOW

E 1820
o
I
OIL COOLER
MOTOR
E104 E103
E 4 E 1 E4
DOOR LIMIT SWITCHES
(COWL FLAP CLOSED)
Figure 91-146. Oil Cooler Doors - Left (42-7800001 to 42-8(01106)
7F5 7F6
91-20-00
Page 52
DOOR LIMIT SWITCHES
UP SWITCH
o

MID SWITCH
o
I

1 - 20
MID
2-20
DOWN SWITCH
o
E102A
1 1
2 2
E 13 822
E 13 R22
PIPER AIRCRAFT
PA-42/42-720
LEFT DOOR SELECTOR SWITCH
!II! MID ON
Tv- - --

E300B
8 8
E6 F22 E69A22
E 348A f5 E 348B f-':-----'d
4 E 300E E101A
E13C22 6 E69E22IJ:'t 20
E3 F22 E 300C
E 300C ; E 30DE 20
9 91--____ E 13 Q22----'
E13Z22 3 3 20--0..--0
E 69 0 22 '-r---Q<"--- 20 --0--"
1----+------20-----<>-"
UP
.....--V--20-lI'
DOWN
1 -20 _2-20 3 31------- E69 F22---------------"'I4 41----t-----
DOWN
E69G22
5A
l MAIN BUS

Oil COOLER
7F7
POWER RELAY
MOTOR + BRAKE
RELEASE
K10

I
DOWN
11f-2O

El01A E 103
OIL COOLER
MOTOR
20 : : :: :
6 6 E 1 G20 1 1 GREEN
441
MOTOR POLARITY lEGEND

DOWN
RED +
YELLOW -
UP
RED -
YELLOW +
BlK
NOTE: CIRCUIT SHOWN WITH DOORS IN FULL UP POSITION ...L
Figure 91-147_ Oil Cooler Doors - Left (PA-42-720)
7F8
91-20-00
Page 53
PIPER AIRCRAFT
PA-42/42-720
RIGHT OIL
COOLER COWL
SWITCH

I
E342
.---<.l.----E6C20 1 141---E 14C20
--E 15 D 20-------------,.0---'--

E3G20 2121--- E 14 B 20
E 342
E 1 J 20
1
.----i1111 E 14 A20
E 15 M 20
9 9
8 8
7 7
R.MAINBUS
G::-
E355
E15B20 1 11
5A
OIL COOLER
MOTOR POlARITY LEGEND
OPEN
RED +
YELLOW -
CLOSED
RED -
YELLOW +
E205
E 13 Y20 __ 14-W-14 ---..-----,
T
8LK
BRAKE
E206

E 14 G BlK I
c.t;J E208A
E17D2O 1 1 GREEN
E 205 E 17 B 20 3 3 RED M BlK -III
E 13 U 2O_14-0j)-14. E 17 C
o
OIL COOLER
MOTOR
E 206 E 208A ex hJ.
E 4 K 2O-{!J!}- E 17 E E 4 Y2O___
DOOR LIMIT SWITCHES
(COWL FLAP CLOSED)
Figure 91-148. Oil Cooler Doors - Right (42-7800001 to 42-8(01106)
7F9 7F10
91-20-00
Page 54
DOOR LIMIT SWITCHES
UP SWITCH
0
I

1 -20 _ 2-20
E202A
1 1
UP
MID SWITCH
0
I

2 2
1 -20
MID
2 -20
E202A
DOWN SWITCH
0
I

1 -20
_2-20 3 3
DOWN
E69S22
5A
RMAIN BUS
E15B18------'i

ROllCOOLER
7F11
PIPER AIRCRAFT
PA-42/42-720
RIGHT DOOR SELECTOR SWITCH
JIf MID ON
-
E 1 A22

E342B
8
E301C

E 301C E201A UP / DOWN
-+---t__--+--+----j3 3 E69P22IIt1 20------, RELAY
E 14A22 E301B
3 20--6-"""-
.---------20
E301B
E 15 M22
E 13 U22
E201 A
E 13 Y22
2 2
"1"--....0-- 20 --:1.>--..
UP
E69 R22
_______________
POWER RELAY
MOTOR + BRAKE
RELEASE
K11
OWN
OIL COOLER
20 E201A E20BA MOTOR
:
1..-----20 6 6 E17D20 1 1 GREEN
441

OFF
BlK I

MOTOR POLARITY LEGEND
DOWN
RED +
YEllOW -
UP
RED -
YELLOW +
BlK
1-
NOTE: CIRCUIT SHOWN WITH DOORS IN FULL UP POSITION -=-
Figure 91-149. Oil Cooler Doors - Right (PA-42-720)
7F12
91-20-00
Page 55
LEFT MAIN BUS

.:c....
3A
OIL TEMP
LEFT OIL
TEMP PROBE
-40 0Q no
0'"900
+40 '" 104n
LEFT OIL
PRESS
XMTR
P=....
0" 3AV
IV' OIL PRESSURE
RIGHT MAIN BUS
PIPER AIRCRAFT
PA-42/42-720
Q 11 A22 Q 11 M22
E 119
-
E 104
E33F20 BI--E33 D22-W
..
. ,
E 1 6

- 11f-
E33N22 =:1 E33M22
U"
E 185 11f- E33G22
Af-E33T22=:J E33V22 E33P22
Di-E33Z22
B
E33 R22
C E33Q22
E33 L22
IIr---J1 U20----,
,-k---h
E 165
J 1 T20
E11LlJJ
Cl
22OOuF2O%6vDC
E 104
J1T20--o;oJ
LH CHIP
DETECTOR
E380
A
--
D
C
B
H
G
E
F
E386
E380
J E33HH22
LOlL TEMP
GAUGE
-------
L. OIL PRESS
GAUGE
K E33X22
J1S
E386

{)----------------Q 22 A22 -------------------- Q22 M 22 ----------i A
R.OIL TEMP
GAUGE
--
RIGHT OIL
E217 E205
TEMP PROBE B E34D22--Wa
!
E34F20
E 6
-40 0Q no A
=:::oJ E34K22
00Q9OO
+40 '" 104n
E2n IIf-E34G22
RIGHT OIL A E34M22OJ
E34X22 E34V22
PRESS C2
XMTR
D E34Y22
B
2200 uF 20% Iv 0 C
E34N22
C E34 P22

E206
D
C
B
H
G
E
F
R.OILPRESS
GAUGE
GND Q
K f------ E34 U22 ----------------------.;...::..:---'O-=---"--=----Fci

7F13
E2651--:-:--d
J5T20

E21lllJ RHCHIP
DETECTOR
Figure 91-150. Oil Pressure /Temperature, Chip Detector (42-7800001 to 42-8001106)
7F14
91-20-00
Page 56
LEFT MAIN BUS
V'v
p:.."
6
3A
OIL TEMP
LEFT OIL
TEMP PROBE
-40 0Q 770
OOQ 900
+4QoQ 1040
LEFT OIL
PRESS
XMTR
f.r...,
6 31\
IIv\ OIL PRESSURE
RIGHT MAIN BUS
011 A22
E104
.-
BI-- E33 D22-Ws
,
\ .... '
E1 6

11f-
E185 11f-
r:-
A I- E33 Y22 :=J
Dt-E33Z22
B
C
E33 L 22
U2o------,
.--J;.--h
J 1 T20

LH CHIP
DETECTOR
PIPER AIRCRAFT
PA-42/42720
111--=E3:-::8":-6A:----<Yi
E386
2 3 3 f---"9---' J -E34HH2
E386A
2 E34 H22 ----'------"...",;,-jIG
0---------022 A22
l
r-----------------o 122 A22---------j1 1 f---::P---l....
E3r;i
022AA22
R.OIL TEMP
RIGHT OIL
TEMP PROBE
-40 0 Q 770
OOQ900
+40 0 Q 1040
RIGHT OIL
PRESS
XMTR
E217 E205
4D22--Ws
!
E34F20
E 6
B E3
E =:J E34K22

A
E277
A
D
B
C
E34
E3
E34J22
IIf-E34G22
E34X22 E34V22
E34 N22
E34P22
.r
0
C
B
-
H
G
E
F
GAUGE
-------
R.OILPRESS
GAUGE
!
OIL TEMPERATURE
ANN RELAY

E206
GND Q

E265 /-7.--d
J5T20

E21lllJ RHCHIP
DETECTOR
Figure 91-150. Oil Pressure / Temperature, Chip Detector (PA-42-720)
7F15 7F16
91-20-00
Page 57
PIPER AIRCRAFT
PA-42/42-720
GRIDS 7F17 THROUGH 7G24
7F17
912000
Page 58
CHAPTER
SPECIAL PURPOSE
EQUIPMENT
7H1
SYSTEM
SUB-SYSTEM
95-00-00
95-10-00
PIPER AIRCRAFT
PA42/42 720
CHAPTER 95 - SPECIAL PURPOSE EQUIPMENT
SUBJECT
GENERAL
TOOLS AND TEST EQUIPMENT
7H2
GRID
NO.
7H3
7H3
EFFECTIVITY
95 - Cont./Effect.
Page 1
GENERAL
PIPER AIRCRAFT
PA-42/42-720
This chapter illustrates special equipment (tools) used for maintenance on this airplane.
TOOLS AND TEST EQillPMENT
-NOTE-
Tool Part Numbers are available through the Piper Service
Department. Specifications for fabricated tools are found in
appropriate illustration figure numbers in the maintenance manual,
following list of tools.
7H3
951000
Page 1
PIPER AIRCRAFT
PA42/42720
BETA RIGGING SHIM

RIGGING TEMPLATE LOCATOR PIN
RIGGING POINTER
BETA RIGGING TEMPLATE
. : ..
.l II I ..
",.
, II- -- I -
---
THRomE LEVER ALIGNMENT
TOOL PIN 57938
FEEDBACK RING PULLER ASSEMBLY
PROPELLER MOUNTING BOL
WRENCH PIN 51514-04
GOVERNOR ADJUSTING TOOL
GROUND TEST COWL ASSEMBLY
Figure 95- L Special Tools
95-10-00
Page 2
7H4
PIPER AIRCRAFT
PA42/42 720
FABRICATED SEALANT TOOLS
(REFER TO FIGURE 95-6).
FABRICATED TOOL, MAIN GEAR SIDE
BRACE LINK TRAVEL (REFER TO
FIGURE 95-3).
BARFIELD INSTRUMENT CORPORATION
MODE 2312G
TURBINE TEMPERATURE
INDICATING TEST SET
FABRICATED TOOL, NOSE GEAR
GAUGE LINK TRAVEL (REFER TO
FIGURE 95-4).
TORQUEMETER PRESSURE TESTER
MODEL 2311F
BARFIELD INSTRUMENT CORPORATION
Figure 95-1. Special Tools (continued)
7H5
95-10-00
Page 3
---
95-10-00
Page 4
PIPER AIRCRAFT
PA42/42720
ELEVATOR RIGGING TOOL PIN 72046
___ FLAP RIGGING TOOL
PIN 71505-2
PIN 71505-3
SLING ASSEMBLY
PIN 56510
1
ENGINE SLING ASSY. PIN 56510
..................... '.'
---
TOOL'PIN 72025
.j
-- .
---
AILERON RIGGING TOOL PIN 72025
RUDDER
PIN 72260-2
RUDDER AND RUDDER TRIM RIGGING TOOLS
FABRICATED JACK STAND FOR
PIPER JACK PIN 18338-0 (REFER
TO FIGURE 95-5).
7H6
PIPER AIRCRAFT
PA-42/42-720
u
TO BE USED ON AIRCRAFT WITH
PEDAL TORQUE TUBES 70752-23
AND 7075-24. AIRCRAFT SERIAL
NUMBERS 42-8001038 AND UP.
RUDDER PEDAL RIGGING TOOL PIN L-72233
LEVEL
F.S.87.5

I
'- ' ,
LEVELING TOOL PIN 71587-3
SLING CPWA PIN 32073
FIXTURE .
___ \J.. \.
. ,
'. ,
. .'
. '.
. ,
TAIL STAND FIXTURE PIN 72246-10
FABRICATED CALCO FLAP POTENTIOMETER
INSTALLATION AND ADJUSTMENT TOOL
(REFER TO FIGURE 95-10).
ADAPTER, ENGINE MOUNT CPWA PIN PIN 32052
7H7
95-10-00
Page 5
95-10-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
SOCKET CPWA PIN 32062
PULLER, CARBON SEAL CARRIER
CPWA PIN 30046-54
PULLER VALVE HOUSING
CPWA PIN 32078
7H8
PIPER AIRCRAFT
PA-42/42-720
TOP
1+-------------11.56 -------------1
MATERIAL:
HARDWOOD
1.1 0 X 1 X 11.56
SIDE
NOTE:
MARK LARGE
END FORWARD
Figure 95-2. Fabricated Tool, Main Gear Toe-In Adjustment
7H9
95-10-00
Page 7
.. 635.850
---==n-
PIPER AIRCRAFT
PA-42/42-720
" f a
:i!::::::::::=:=: "Q-7
1.0 .25 HOLE (IN OUTSIDE TUBE ONLY) 1.0 .850
ROSEnE WELD TO SECURE BUSHING
2REQ.
MATERIAL:
STEEL OR HARD ALUMINUM
1.0 x .083 x 13.251 TUBE
1.0 x 1.0 ROD
.125 x 18.062 x 3.125 PLATE
-NOTE-
IT IS IMPORTANT THAT CENTER LINE
ACCURACY BE USED WHEN LOCATING
HOLES FOR INSTALLATION OR BUSHING,
SIGHT SLOT AND ELONGATED HOLE.
1.0x .083 x 1.125 TUBE
I
... ----.

y- ! .1-
1--------8.375 ---

.50R
3.125
.50R
--- i:
1-----.;------12.0 --
1----4.50
.25
1.0
HOLE
. --- ---'"-...!.--L 5 L
1-.625
SCRIBE LINES ON BOTH SIDES
OF PLATE AS SHOWN
Figure 95-3. Fabricated Tool, Main Gear Side Brace Link. Travel
95-10-00
Page 8
7H10
.875 HOLE
.50
.125 R
PIPER AIRCRAFT
PA-42/42-720
MATERIAL:
STEEL OR HARD ALUMINUM
.875 x .095 x 9.188 TUBE
.125 x 3.50 x 24.71 PLATE
24.71
SEE NOTE
8.50
E
.25R
~
,
1-----7.96 ----+0-+--------14.50 ---
1------9.72 -----I
-NOTE-
IT IS IMPORTANT THAT CENTER LINE
ACCURACY BE USED WHEN LOCATING
HOLES FOR INSTALLATION OF BUSHING,
SIGHT SLOT AND ELONGATED HOLE.
Figure 95-4. Fabricated Tool, Nose Gear Gauge Link Travel
7H11
95-10-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
ALL-WELPEP CONTBUCTION
<'
3.50 1.0. X 12.675
STD. BLK. PIPE
1 REO.
1.625 X 4.0 X .180 X 30.0
STL. CHANNEL
1 REO.
2.0 X 6.0 X .200 X 9.0
STL. CHANNEL
2 REO.
2.0 X 6.0 X .200 X 24.00
STL. CHANNEL
1 REO.
14.50
1.625 X 4.0 X .180 X 13.0
STL. CHANNEL
2 REO.
Figure 95-5. Fabricated Jack Stand for Piper Jack, Part No. 18338-0
95-10-00
Page 10
7H12
PIPER AIRCRAFT
PA42/42720
___ BEVELED
LARGE SEALANT
CUTIINGTooL
SEALANT REMOVAL TOOL
SURFACE
SHARP EDGE
SHARP
EDGE
M--- BEVELED
SURFACE
SHARP EDGE
LARGE SEALANT
CUTTING TOOL
SMALL SEALANT
CUTIINGTooL
BEVELED
SURFACE
SHARP EDGE
NOTE: THE ABOVE TOOLS SHOULD BE MADE OF HARDWOOD TO REDUCE
THE POSIBILITY OF STRUCTURAL DAMAGE.
SEALANT
FAIRING TOOL
0.04" APPROX.
SMALL SEALANT
FAIRING TOOL WITH
SPOON TYPE HEAD
0.50" APPROX.
LARGE SEALANT
FAIRING TOOL
NOTE: THESE TOOLS MAY BE MADE OF 1/4 INCH DIAMETER BRONZE OR STEEL
WELDING ROD AND MAY BE PLATED TO IMPROVE SMOOTHNESS.
Figure 95-6. Fabricated Tools for Sealing
7H13
95-10-00
Page 11
95-10-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
7
4
3
2
1. PROPELLER ANTI-SPIN BRACE
2. ENGINE AIR INLET COVER
3. GROUND PROTECTION CABLE
4. GROUND PROTECTION WARNING STRAPS
5. GENERATOR AIR INLET COVER
6. GROUND PROTECTION CABLE
7. GENERATOR AIR OUTLET COVER
Figure 95-7. Protective Closures Installation
7H14
PIPER AIRCRAFT
PA42/42720
DIGITAL MULTI-METER
MANUFACTURER - DATA PRECISION
SUPPLIER - DATA PRECISION CORP.
ELEC. AVE., DANVERS INDL. PK.
DANVERS, MASS 01923
Figure 95-8. Digital Multi-Meter (Typical)
The following list of materials were used in making the balancer:
-1 1 ea. Base 12 X 11 0.1902024 T3 clad aluminum alloy
0.1902024 T4 extruded aluminum
alloy
-2 2 ea. Tee 2.5 x 2 x 11
-3 2 ea.
-4 1 ea.
-5 2 ea.
-6 2 ea.
2 ea.
-7 2 ea.
2 ea.
-8 1 ea.
2 ea.
Sides 14 x 11
Axle 0.125 x 10.25
Nuts AN 365-624
0.125 2024 T3 clad aluminum alloy
4130 steel, normalized
Spacer O.SO x 2.25 5052-0 aluminum tubing
Spacer O.SO x 1.25 5052-0 aluminum tubing
Bushing 1.480 x 1.625 x 1.00 Richlight, phenolic or aluminum
Bushing 2.240 x 1.37 x 1.00 Richlight, pheonolic or aluminum
Pipe 1/8 x 9.3 Black steel pipe
Bearings Save two of each size worn wheel bearings from
previous inspections.
Figure 95-9. Tire Balancer
7H15
95-10-00
Page 13
95-10-00
Page 14
0.500 AND 0.562
SOCKETS NEEDED
TO COVER TWO SIZE
JAM NUTS ON DOTS
WELD
PIPER AIRCRAFT
PA42/42720
CUT lHROUGH lHE
__ DISC AND SOCKET TO
PERMIT IT TO SLIDE
OVER THE POT SHAFT

SIDEVIEW
0.187 OR 0.250
STEEL DISC
j L .... 0.250
HOLES DRILLED IN
DISC FOR SMALL
PUNCH TYPE OBJECT
TO ASSIST IN TIGHTENING
lHE JAM NUT ON POT
Figure 95-10. Special Socket for Calco Flap Rheostats
7H16
TOP VIEW
PIPER AIRCRAFT
PA42/42720
PARALLEL
SURFACE CHORD
LINE
>----
5 FT EXTRUDED CHANNEL
HORIZONTALLY
ADJUSTABLE FOR
SETTING TOOL TO
WIDTH OF CONTROL
SURFACE
~ ~ l SET SCREW
3 LB MOVABLE WEIGHT WITH
MARKED CENTERLINE
3 LB MOVABLE WEIGHT WITH
MARKED CENTERLINE NUTS AND/OR
BUBBLE LEVEL
WASHERS ADDED
dA-? AS REQUIRED
'CD / TO BALANCE
~ TOOL ITSELF
\
BEAM BALANCING
BOLT (USED FOR
BALANCING THE
TOOL ITSELF ONCE
THE TRAILING
EDGE SUPPORT
HAS BEEN SET)
HINGE CENTERLINE
PLACED DIRECTLY OVER
HINGE LINE OF CONTROL SURFACE
VERTICALLY AND HORIZONTALLY
.... -------1 ADJUSTABLE TRAILING EDGE SUPPORT
VERTICALLY ADJUSTABLE
FOR SETTING BEAM
PARALLEL TO CHORD
LINE OF CONTROL SURFACE
Figure 95-11. Control Surface Balancing Tool
7H17
95-10-00
Page 15
1.
2.
3.
/
/
0

1 2 4
,-=.,... io
*
6
.w..
-il'!Ir
0
10
PIPER AIRCRAFT
PA42/42720
... -----3.75 -----....
f
2.50
DIA.
----+- 1.25 DIA.
L

Figure 95-12. Fabricated Reducer Test Adapter
/

0
a
I>
0'
14
15
5 16
Q
12
'13
I 1111 I
10001
V

788
'9
l1Q 17
-NOTE-
.
I I I
I '!
..
FRONT VIEW
FLOW RATE VALVE MUST BE SET IN FULL
BACK VIEW
PUMP BYPASS BEFORE STARTING OR
STOPPING UNIT.
FLOW METER PRESSURE INDICATOR 7. CIRCUIT BREAKER 13. SIGHT GAUGE
RATE OF CLIMB INDICATOR 8. START BUTTON 14. INSTRUMENT AIR
RATE OF FLOW INDICATOR 9. STOP BUTTON 15. CABIN REFERENCE

-.i.'IIr

4. CABIN DIFFERENTIAL PRESSURE INDICATOR 10. AIR REGULATOR VALVE 16. PNEUMATIC AIR OR PRESS. AIR
5. INSTRUMENT AIR PRESSURE INDICATOR 11. ELECTRICAL CONNECTION 17. SHOP AIR
6. FLOW RATE VALVE 12. FILL PORT
Figure 95-13. Cabin Pressure Test Unit (Typical)
95-10-00
Page 16
7H18
PIPER AIRCRAFT
PA .. 42/42 .. 720
GRIDS 7H19 THRU 7L24
7H19
95-10-00
Page 17

MM 761-523

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PART NUMBER 761-523 MAY 15, 2012

[20 201 INVI PI INVERTER # 1

E 136 E 236 E 211 UPL 1 E 431

a..OSEO ffi DOOR 4-20

El36 E236 E211 UPL 1 E431

1 1 I LS'R22 I L8H20 $3 E435

.,"'.,"" LL_ 12() COMPASS t t L2

E 480 L 9 R 22----f23l231-- L 9 N 22---f1l1l--- L 9 A

J E 4311E 331 E 302

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