Model S2RHG - T65 Maintenance Manual

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH
AIRCRAFT MAINTENANCE MANUAL

SINGLE AND DUAL COCKPIT
Model S2RHG T65

Serial Numbers T65HG 011 & Up, T65HG 013 DC & Up
Manual Number: T65HG-2
Issued May 5, 2004
Revised September 16, 2005
Manufacturers Serial Number: ____________________________________________

Registration Number: ____________________________________________________
Thrush Aircraft Inc.
P. O. Box 3149
300 Old Pretoria Road
Albany, GA 31706
Telephone: 229-883-1440
Fax: 229-436-4856
Effective: 09/16/05

LOG of PAGES
INTRODUCTION
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SECTION 1
GENERAL
INFORMATION
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SECTION 3
HYDRAULICS
Page
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2
SECTION 2
SERVICING &
INSPECTION
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SECTION 2
SERVICING &
INSPECTION
(Continued)
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Date
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05/05/04
SECTION 4
POWERPLANT &
PROPELLER
Page
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LOG of PAGES
SECTION 4
POWERPLANT &
PROPELLER
(Continued)
SECTION 6
LANDING GEAR,
WHEELS & BRAKES
(Continued)
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SECTION 5
FUEL SYSTEM
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SECTION 6
LANDING GEAR,
WHEELS & BRAKES
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SECTION 7
FLIGHT CONTROLS
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SECTION 7
FLIGHT CONTROLS
(Continued)
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SECTION 8
INSTRUMENTS
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SECTION 9
DISPERSAL SYSTEMS
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SECTION 10
ELECTRICAL
SYSTEM
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SECTION 10
ELECTRICAL
SYSTEM
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SECTION 11
AIRWORTHINESS
LIMITATIONS
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Effective: 09/16/05

LOG OF REVISIONS
Rev.
No.
NEW
FAA
Acceptance Date
JUL 26, 2004
Section
Pages
Description of Revision
ALL
ALL
NEW BOOK
Prelude
i
ii, iii, iv
vi
Revise cover.
Revise log of pages.
Revise log of Revisions.
Typo, toe instead of to.
24
Change inspection procedure.
25
Change inspection intervals for FCU

vent.
R1
27,28
Added more detailed inspection for tail

gear.
32
Change inspection interval for control

stick bolt inspection.
52
P/N typo, MS21044N instead of

MS20144N, added MS21046 and
MS21245.
32, 36
Propeller blade typo, changed to

M10876AS instead of AN.
05/25/05
35
Typo, -65AR instead of-67AR.
P/N typo, should be CS3204 instead of

CS3024.
11
Change caution pressure.
1, 3, 4, 5,
6, 6a
Updated tail gear servicing information.
10, 11, 12,

12a, 12b
Added servicing information on metallic

brakes.
19, 19a,
20, 20a,
22, 22a
Updated and added tail gear and brake

illustrations.
13, 14
39
Effective: 05/25/05
FAA
Accepted
C. Lorenzen
C. Lorenzen
Reword sentence, change vertical fin

installation procedure.
P/N typo, changed to AN960-716
washer, MS21042-7 Nut.

LOG OF REVISIONS
Rev.
No.
FAA
Acceptance Date
Section
Pages
Forward
i
ii-iv
vi & vii
viii
Section
1
1
2
3
5
6
Section
2
1&2
8
12
13
44
Section
4
R2
1&2
3
25
26
27
29
Section
5
1
2
3
5
12
13
16
Section
6
1&2
4
5
6
15 & 16
22
30 & 31
vi
FAA
Accepted
Revised Cover Sheet

Revised Log of Pages
Added R2 Log of Revisions
Added paragraph
Updated Table of Contents
Added phone ext., added dual
cockpit aft CG limit
Updated wing area for extension
Reworded Cockpit to reflect dual
cockpit. Corrected wing tank
location
Corrected wheel size
Added P & W Service phone #
Corrected fuel specifications,
improved description of fuel drains
Added Caution
Revised Torque Chart
Added dual cockpit engine
statement
Clarified wording
Corrected figure reference
Clarified chart reference
Corrected max continuous HP
Deleted redundant wording,
clarified fuel gauge operation
Added specific drain instructions
Re-formatted chart for clarity
Added Figure reference
Changed Note to Caution
Added Figure
Changed sentence to Warning
Expanded instructions in H. & B.
Added Warning to C.
Added instructions in K.
Added C., sealing instructions
Consolidated Brake Lining
Conditioning Procedures
Updated Figure 6-1
Added new Figures
Effective: 09/16/05
THRUSH AIRCRAFT INC

MODEL S2RHG-T65 TURBO THRUSH
AIRPLANE MAINTENANCE MANUAL
Rev.
No.
FAA
Acceptance Date
Section
Pages
Section
7
1&2
9
12
13
14 & 15

Deleted unnecessary sentence
Corrected torque values
Added rigging tolerance
Corrected/clarified splice fitting
removal instructions
Re-ordered Figures
26 40
R2
(Contd)
Effective: 09/16/05
Section
8
1
14 & 15
Section
9
1&2
Section
10
1&2
11-50

Updated electrical diagrams
FAA
Accepted

Noted these instrument marking
charts not applicable to dual cockpit
vii

INTRODUCTION
This publication provides information for the Thrush Aircraft, Inc. Model S2RHG-T65
Turbo Thrush Aircraft. Installations or equipment will vary from model to model due to
the wide range of optional equipment. The information contained within this manual is
based on data available at the time of publication and will be kept current by changes or
service publications.
This manual contains information on aircraft systems and operating procedures required
for safe and effective maintenance. It shall not, however, be used as a substitute for
sound judgment.
In this manual:
*** WARNING ***
** CAUTION **
* NOTE *
Indicates a strong possibility of severe personal injury or loss

of life if instructions are not followed.
Indicates a possibility of personal injury or equipment
damage if instructions are not followed.
Gives helpful information.
** CAUTION **
Detailed descriptions of standard workshop procedures,

safety principles and service operations are NOT included in
this manual. Please note that this manual DOES contain
warnings and cautions against some specific service
methods which could cause PERSONAL INJURY or could
damage an aircraft or MAKE IT UNSAFE.
Please
understand that these warnings cannot cover all conceivable
ways in which service, whether or not recommended by
Thrush Aircraft Inc., might be done or of the possible
hazardous consequences of each conceivable way, nor
could Thrush Aircraft Inc. investigate all such ways. Anyone
using service procedures or tools, whether or not
recommended by Thrush Aircraft Inc., must satisfy himself
thoroughly that neither personal safety nor aircraft safety will
be jeopardized.
Changes to this manual accomplished under the latest revision are marked with a solid
vertical line next to the change in the page margin. Formatting changes, minor wording
changes and correction of minor typographical errors are not marked as changes. If the
page is new or completely revised, only the effective date will be updated.
All information contained in this manual is based on the latest product information
available at the time of printing. We reserve the right to make changes at any time
without notice.
viii
Effective: 09/16/05

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

GENERAL DESCRIPTION
The Thrush Aircraft Inc Turbo Thrush is designed especially for agricultural flying. It is a
monoplane featuring a full cantilever low wing and all metal construction. The design and
construction of the airframe components assure all structural integrity, flight safety, and
minimum maintenance requirements. The Turbo Thrush is designed for the highest crash
load factors in the industry. Safety and reliability of operation and maximum pilot crash
protection are proven and effective features of the design. The high strength overturn
structure is a proven design. The fuselage and overturn structure, constructed throughout
of chrome-moly steel tubing, is immensely strong in the cockpit area.
CONTACT INFORMATION
For further information related to this manual, please contact our Product Support
Manager at(229) 883-1440 extension 524.
PRINCIPAL DIMENSIONS
GENERAL
Wing Span Extended Tip
47.5 feet
Overall Length
33.33 feet
Height To Top Of Canopy
10.0 feet
Main Gear Tread
9.35 feet
Main Gear To Tail Wheel
19.71 feet
WING
Type
Full Cantilever
Airfoil Section
Dihedral
NACA 4412
3.50 Degrees
C. G. Range (See Airplane Flight Manual for pertinent data)
Forward Limit at 7600 pounds and below is
22.5 inches aft of datum.
Forward Limit
Aft Limit
Forward Limit at 10500 pounds is 26 inches

aft of datum with straight line variations to
7600 pounds at 22.5 inches.
29.0 Inches Aft Of Datum
28.0 inches for dual cockpit
Datum
Datum Is The Leading Edge Of The Wing.
Aileron Travel
-Up
21 Degrees 1 Degree
-Down
17 Degrees 1 Degree
Flap Travel Down
15 Degrees 1 Degree
1-2
Effective: 9/16/05

HORIZONTAL STABILIZER AND ELEVATORS

Span
204 Inches (17')
Elevator Travel
-Up
-Down
27 Degrees 1 Degree
17 Degrees 1 Degree
Trim Tab Travel

-Up
-Down
8 Degrees 1 Degree
22 Degrees 1 Degree
VERTICAL STABILIZER AND RUDDER

Rudder Travel
22 Degrees 1 Degree
AREAS
Wing
362.9 Square Feet
Aileron (Each)
23.40 Square Feet
Flaps (Each)
15.30 Square Feet
Stabilizer
39.30 Square Feet
Elevators
20.40 Square Feet
Elevator Tabs (Each)
1.30 Square Feet
Fin with Dorsal
13.78 Square Feet
Rudder
11.40 Square Feet
SUPPLIER FURNISHED COMPONENT MANUALS

COMPONENT
PT6A-60AG
MANUAL
Maintenance Manual
Vol. I & II
3034342
Parts Manual
3034344
PT6A-65AG, PT6A-65AR, Maintenance Manual

PT6A-65B
Vol. I & II
Parts Manual
PT6A-45A,
PT6A-45R
PT6A-45B, Maintenance Manual

Vol. I & II
Propeller
Effective: 9/16/05
PART #
3032843
3032844
3027042
Parts Manual
3027044
Owners Manual
139
1-3

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

COCKPIT
There are two choices of the enclosed cockpit canopies for the Turbo Thrush (1) the
SINGLE cockpit canopy or (2) the DUAL cockpit canopy. The overturn structure of both
is exceptionally strong and welded to "hard points" in the fuselage frame. The forward
bracing supports the windshield support channels and is welded to a lateral tube that is
curved to provide more head clearance. The fiberglass canopy shell has extra thickness
on the top portion and is well attached to the extra large steel tube structure so that it will
serve as a skid in case of overturn. The large canopy doors permit easy entrance to one
or both cockpits. The doors should not be removed for flight, as the aircraft performance
will be lowered. The cockpit seat belts are anchored to the seat structure, and the
shoulder harnesses are secured to a steel channel at the bottom of the seat structure.
The seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is a
three-piece construction. The center section is tempered safety plate glass for better
resistance to scratching and is enclosed in a stainless steel frame. The windshield side
panels are Plexiglas and are curved to provide streamlining.
AIRCRAFT SYSTEMS
HYDRAULIC SYSTEMS
The hydraulic system consists of two master brake cylinders with hydraulic lines
connecting the master cylinders to the wheel brake cylinders. Applying toe pressure on
the rudder pedals actuates the master cylinders, which are located just aft of the pilots
rudder pedals. A small reservoir is incorporated within each master cylinder to supply the
system with brake fluid.
POWER PLANT & PROPELLER

The Turbo Thrush is powered by the PT6, a lightweight free turbine engine incorporating
a reverse flow combustion path, designed for aircraft propulsion use. It utilizes two
counter rotating turbine sections. One drives the compressor, and the other drives the
propeller through a reduction gearbox. The latter turbine is "free" or independent of the
compressor turbine. More recent and higher-powered models incorporate a two-stage
free turbine. The PT6 has been produced in several models and has been adapted to a
multitude of uses.
The propeller has five blades mounted on a hollow hub, in the front end of which is a
servo-piston that moves forward under servo-oil pressure or rearward under feather
return spring pressure, assisted by counterweights. There are five links from the servopiston, one going to each blade root. These links transmit forward motion of the servopiston to the blade roots and pivot the blades in the decrease pitch direction. When
servo-piston pressure is relieved, the servo-piston moves rearward under feather return
spring pressure and pivots the blades in the increase pitch direction. This action is
assisted by centrifugal force of the counterweight on each blade root.
FUEL SYSTEM
A 230-gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is contained
inside integral wing tanks (wet wing fuel tanks) just outboard of the wing walks. The left
wing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank that
is located in the fuselage. The fuel supply lines, to the engine, are routed from the header
tank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel
Effective: 9/16/05
1-5

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

information, refer to Section 2.
LANDING GEAR, WHEELS & BRAKES

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

Refer to S2RHG-T65 Flight Manual for aircraft weight and balance information.
Effective: 9/16/05
1-7

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

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

SECTION 2
SERVICING & INSPECTION

TABLE OF CONTENTS
SERVICING & INSPECTION .......................................................................................... 3
GROUND HANDLING .................................................................................................... 3
TOWING .................................................................................................................... 3
TAXIING .................................................................................................................... 3
PARKING................................................................................................................... 3
MOORING ................................................................................................................. 3
JACKING ................................................................................................................... 4
LEVELING ................................................................................................................. 4
COLD WEATHER OPERATION..................................................................................... 4
COLD WEATHER MAINTENANCE HINTS ............................................................... 4
GROUND EMERGENCY PROCEDURES ...................................................................... 5
ENGINE FIRES.......................................................................................................... 5
ELECTRICAL FIRES ................................................................................................. 5
GROUND OPERATION OF ENGINE ............................................................................. 6
BEFORE STARTING ENGINE .................................................................................. 6
STARTING ENGINE .................................................................................................. 6
ENGINE OPERATIONAL CHECK ............................................................................. 7
SYSTEM AND COMPONENT SERVICING.................................................................... 8
HYDRAULIC SYSTEM .............................................................................................. 8
ENGINE OIL SYSTEM............................................................................................... 8
FUEL SYSTEM ........................................................................................................ 11
DEFUELING ............................................................................................................ 13
INDUCTION SYSTEM ............................................................................................. 14
LANDING GEAR, WHEELS & BRAKES...................................................................... 14
TIRES ...................................................................................................................... 14
BRAKE BLEEDING.................................................................................................. 14
INSPECTION ................................................................................................................ 14
INSPECTION CHECK LIST ..................................................................................... 15
INSPECTION CHART................................................................................................... 16
PROPELLER ........................................................................................................... 16
ENGINE EXTERNALS............................................................................................. 17
ENGINE OIL SYSTEM............................................................................................. 18
OIL COOLER AUGMENTATION (GROUND) .......................................................... 19
ENGINE FUEL SYSTEM ......................................................................................... 19
IGNITION SYSTEM ................................................................................................. 20
PNEUMATIC SYSTEM ............................................................................................ 21
AIRFRAME FUEL SYSTEM .................................................................................... 21
MAIN LANDING GEAR............................................................................................ 21
TAIL GEAR .............................................................................................................. 22
Effective: 09/16/05
2-1

FUSELAGE SKINS .................................................................................................. 24
HOPPER.................................................................................................................. 24
WINGS..................................................................................................................... 24
FUSELAGE FRAME ................................................................................................ 25
CONTROL SYSTEMS ............................................................................................. 26
METAL EMPENNAGE ............................................................................................. 27
AILERONS AND FLAPS.......................................................................................... 27
COCKPIT................................................................................................................. 28
ELECTRICAL SYSTEM ........................................................................................... 29
CORROSION CONTROL ............................................................................................. 29
WINDSHIELD .......................................................................................................... 30
HOPPER REPAIR ................................................................................................... 30
FUEL TANK REPAIR............................................................................................... 30
BATTERY MAINTENANCE ..................................................................................... 30
Figure 2-1: Tie Down and Jack Points............................................................... 32
Figure 2-2: Wing Fuel Fillers and Drains ........................................................... 33
Figure 2-3: Fuselage Fuel Drains ...................................................................... 34
Figure 2-4: Fuel Filter Location.......................................................................... 35
Figure 2-6: Lubrication Chart .............................................................................. 36
Figure 2-7: Torque Chart .................................................................................... 44
Figure 2-8: Engine Oil Servicing ......................................................................... 45
2-2
Effective 9/16/05

SERVICING & INSPECTION

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

JACKING
Jack points are provided on each main spar and located at wing stations 120 & 193.38.
When using the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 21) A jack point is also provided on the tail wheel trunnion attach fitting on the lower left
longeron.
LEVELING
The aircraft may be leveled by raising the tail to an approximate level flight position and
by supporting the tail on a stable jack or platform. Adjust the height of the tail wheel until
the left-hand lower longeron located under the cockpit is level.
COLD WEATHER OPERATION

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

The information that follows is intended only for the purpose of supplementing the existing
information in this manual when operating the aircraft in cold weather. Keeping the
aircraft in top maintenance condition during cold weather cannot be over stressed.
The battery should be maintained at full charge during cold weather to prevent freezing.
After adding water to the battery in freezing temperatures, charge the battery to mix the
water and electrolyte. A frozen battery may explode when subjected to a high charge
rate. Corrosive damage to the area adjacent to an exploded battery will result if the
electrolyte solution is not removed immediately. Instructions for removing spilled
electrolyte are provided in this Section. The battery should be removed and stored in a
warm place if the aircraft is to remain idle for an extended period of time.
In the fuel system, condensation is more likely to occur in cold weather due to a more
rapid and positive division of moisture content from other fuel properties. If at all possible,
use fueling facilities that filter moisture from the fuel. If fueling facilities with filters are not
available, filter the fuel through a good quality chamois. Fill the tanks with correct grade
of fuel as soon as possible after landing to reduce the possibility of condensation and ice
formation in the tanks. Fuel extracted from fuel header tank drain before starting
deserves a closer examination when the aircraft is being operated in cold weather.
Cold weather operation demands procedures that are in addition to normal Post Flight
2-4
Effective 05/05/04

Maintenance Procedures. Fill the fuel tanks immediately after flight. If shelter is not
available, tie the aircraft down and install covers on all vents, openings, etc. as required.
GROUND EMERGENCY PROCEDURES

Emergency procedures must be accomplished as rapidly as possible, should an
emergency arise. It is suggested that steps pertaining to each emergency be committed
to memory in order to accelerate the procedure and minimize any possible damage.
ENGINE FIRES
The following Dry Motoring Run procedure is used to clear an engine at any time when
deemed necessary to remove internally trapped fuel and vapor or when there is evidence
of a fire within the engine. Air that passes through the engine serves to purge fuel, vapor,
or fire from the combustion sections, the gas generator turbine, the power turbine, and the
exhaust system.
A.
Fuel Condition Lever - Cut Off
B.
Ignition Switch - Off
C.
Master Switch - On
D.
Fuel Shutoff Valve - On
E.
Fuel Auxiliary Pump Switch - On
F.
This will provide lubrication for the engine-driven fuel pump.
G.
Engine Starter Switch On

*** WARNING ***
If the fire persists, as indicated by sustained
high inter-turbine temperature, close the fuel
system shutoff valve and continue motoring.
F.
Maintain the starter operation for the desired duration. The maximum starter
duration is 3 minutes.
G.
Engine Starter Switch - Off
H.
Fuel Auxiliary Pump Switch - Off
I.
Fuel Shutoff Valve - Off
J.
Master Switch - Off
K.
Allow a 5-minute cooling period for the starter before going any further with the
starting operation.
ELECTRICAL FIRES
Circuit breakers will automatically trip and stop the current flow to a shorted circuit.
However, as a safety precaution in the event of an electrical fire, turn the battery switches
to off. Use a fire extinguisher approved for electrical fires to extinguish the flame.
Effective: 05/05/04
2-5

GROUND OPERATION OF ENGINE

BEFORE STARTING ENGINE
Visually check the aircraft for general condition. Verify that all Camlocs on the skin
panels are fastened. Remove all accumulations of frost, ice, or snow in cold weather
from the wing, the tail, and the control surfaces. Check that the control surfaces contain
no internal accumulations of ice. Remove the inlet and exhaust covers, if fitted. If night
flight is planned, check the operation of all lights and have a flashlight available.
After a complete visual inspection has been accomplished, the following checklist may be
used for the external prestart check. The aircraft should be headed into the wind and
should have the wheel chocks in place.
A.
A fire extinguisher must be readily available in the event of an engine fire.
B.
Check the engine oil level. Assure that the oil system has been serviced with the
correct grade of oil.
C.
Verify that the internal control lock has been removed and that the controls
operate freely.
D.
Set the parking brake.
E.
Check the fuel quantity in both tanks.
F.
Set the trim tabs for takeoff.
G.
Clear the area of all personnel.

STARTING ENGINE
Use the following procedure to start the PT6A engine.

A.
Battery and Generator Switches - On
B.
Power Lever - Idle
C.
Propeller Lever Feather
D.
Fuel Condition Lever - Cut Off
E.
Fuel Shutoff Valve On
F.
Fuel Auxiliary Pump Switch - On
G.
Fuel Inlet Pressure Indicator - Check 5 PSIG Minimum
H.
Engine Starter Switch On. The minimum speed to obtain a satisfactory light is
13% Ng.
I.
After approximately 5 seconds of motoring at the stabilized gas generator speed,

turn the Ignition Switch On and move the Condition Lever to the Ground (low)
idle position.
J.
Observe that the engine accelerates normally to idle RPM and the maximum
allowable inter-turbine temperature-starting limit is not exceeded.
** CAUTION **
2-6
Effective 05/05/04

Whenever the gas generator fails to light off within 10
seconds after moving the fuel condition lever to the ground
(low) idle position: pull fuel condition lever to idle cutoff and
turn ignition and starter switches off. Allow a 30-second fuel
draining period that is followed by a 15-second dry motoring
run before attempting another start. If for any reason a
starting attempt is discontinued, allow the engine to come to a
complete stop and then accomplish a Dry Motoring Run as
described above under Engine Fires.
When the engine attains idle rpm:
K.
Engine Starter Switch and Ignition Switch - Off
L.
Oil Pressure - Check 60 PSIG Minimum
M.
Fuel Auxiliary Pump - Off
N.
Fuel Pressure from Engine Driven Pump - Check 5 PSI Minimum
O.
Generator Charging Check
ENGINE OPERATIONAL CHECK

** CAUTION **
Fill hopper and hold the elevator control firmly
full up during all high power ground operations
to keep aircraft from nosing over.
Refer to Section Four and/or Pratt & Whitney Maintenance Manual for specific operational
checks.
Before proceeding with a ground run up, be sure that the propeller system is purged by
feathering the propeller once or twice with the power control lever in idle position.
The following procedure should be used to check the propeller over speed governor.
A.
Place the propeller lever in full increase RPM position (forward).
B.
Turn prop test switch on.
C.
Increase RPM with the power lever until governing occurs. This should occur at
1598 20 RPM. (In no case should any engine limitations be exceeded.)
D.
Reduce power back to idle.
E.
Turn prop test switch off.

*NOTE*
If RPM is not governed at 1598 20 RPM with
the prop test switch on, consult Section IV of
this manual for adjustment of the overspeed
governor.
Effective: 05/05/04
2-7

SYSTEM AND COMPONENT SERVICING

Servicing procedures contained in this Section are confined to those maintenance actions
that occur with routine frequency and require a reasonably short period of time to
accomplish. Servicing practices and maintenance to aircraft systems and components
that require less frequent attention are contained in the appropriate Section of this
manual.
HYDRAULIC SYSTEM
The hydraulic system consists of two master brake cylinders and the necessary hydraulic
lines connecting the master cylinders to the wheel brake cylinders. Applying toe pressure
on the rudder pedals actuates the master cylinders, which are located just aft of the pilots
rudder pedals. Refer to Section Six for brake servicing procedures.
ENGINE OIL SYSTEM
Ref. Figure 2-8
The oils that are specified for the lubrication system are detailed in the Pratt and Whitney
Canada Service Bulletin 13001. All oils listed in the bulletin are approved for flight
operation. It is recommended for all turbo aircraft that the oil should be changed every
400 hours. The oil system contains 13 U.S. quarts.
In cases where oils that are approved are not available, an operator must obtain prior
approval or recommendations for use of substitution oil from the Service Department,
Pratt and Whitney Canada Corp, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4K
1A1. Phone: 1-800-268-8000 (U.S. & Canada) or 450-647-8000 (International).
A.
OIL LEVEL CHECK

1.
To avoid overfilling of oil tank, and high oil consumption, an oil level check
is recommended within 30 minutes after shutdown. Ideal interval is 15 to 20
minutes. If more than 30 minutes has passed, and the dipstick indicates
that oil is needed, start the engine and run at ground idle (low idle) for five
minutes, and recheck oil level.
** CAUTION **
Do not mix different brands, viscositys, or types
of oil since their chemical structures may make
them incompatible. If different types of oil
become mixed, drain and flush the system.
Refill with new oil.
2.
Unlock the filler cap and dipstick from the filler neck at the eleven o'clock
position on the accessory gearbox and remove the filler cap.
3.
Check the oil tank contents against the markings on the dipstick. Service
as required.
* NOTE *
The graduations on the dipstick indicate the oil level in U.S.
quarts below maximum capacity of the oil tank. The normal
2-8
Effective 9/16/05

cold oil level is the Maximum Cold mark on the dipstick. The
normal hot level is Maximum Hot mark on the dipstick. A
dipstick reading of 3 will indicate that the system requires 2
U.S. quarts to replenish to normal level if the oil is cold. If the
oil is hot, it will take 3 U.S. quarts to replenish.
4.
B.
C.
D.
If the engine is nose high or nose low, compensation must be made to

avoid over or under servicing.
If the oil level is too low to register on the dipstick due to possible excessive
consumption or if low or fluctuating pressures have been recorded, refer to
Troubleshooting - Lubrication Problems in the Pratt and Whitney Maintenance
Manual for the action to be taken. After that has been accomplished, proceed as
follows to check the oil level.
1.
Fill the oil tank to the appropriate normal level. Record the quantity of oil
added to the system.
2.
Install the filler cap and dipstick. Ensure that the cap is locked securely.
3.
Run the engine idle for approximately 5 minutes.
4.
Check the oil level.
5.
Check the oil filter per applicable Pratt & Whitney Maintenance Manual.
On engines which have remained stationary for a period of 12 hours or more,

proceed as follows to check the oil level.
1.
Start the engine and run at idle speed for a minimum of 2 minutes.
2.
Feather the propeller.
3.
Shut down the engine.
4.
Recommendations for oil change intervals are based on the performance of

specific brands of oil, specific types of oil, specific engine models, and specific
operating criteria. General oil change intervals may be extended periodically and
will be reflected by revisions to the Pratt and Whitney Engine Service Bulletin
13001. Permission for extension of oil drain intervals may be granted to
operators through monitoring programs, which are conducted by most major oil
companies that have been approved by Pratt and Whitney Canada. Service
Bulletin 13001 will be revised periodically to include newly approved oils. Refer
to Figure 2-8 for the locations called out in the following procedure.
1.
Place suitable containers or drip pan under the engine.
2.
Remove lock wire from the main oil tanks drain plug (Figure 2-8, #6) from
boss on compressor inlet case. Remove drain plug. Discard the preformed
packing. Also drain oil at drain port on left shin skin (on aircraft equipped
with quick drain).
3.
Remove the rear case drain plug (Figure 2-8, #2) from the six o'clock
position on the rear face of the accessory gearbox housing. Discard the
preformed packing.
Effective: 05/05/04
2-9

E.
F.
G.
4.
Remove the chip detector (Figure 2-8, #3) from the six o'clock position on
the reduction gearbox front case. Discard the preformed packing.
5.
Visually examine the drained oil for the presence of foreign matter.
Refill the oil tank by accomplishing the following procedures.

1.
Install the chip detector with new preformed packing on the reduction
gearbox. Torque chip detector body 45 to 55 lb. in. and lock wire.
2.
Install rear case drain plug with new preformed packing in the accessory
gearbox housing. Tighten and torque to 215 to 240 lb. in. and lock wire.
3.
Install the drain plug with the new preformed packing in the bottom of the air
inlet case and lock wire. Install a cap on the drain port on the left shin skin
(on aircraft equipped with quick drain) and lock wire.
4.
Fill the oil tank with the specified oil to the level of maximum graduation on
the dipstick.
Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is
locked securely.
1.
Start the engine and run at idle for approximately 2 minutes to circulate the
oil through the system.
2.
3.
4.
Check the oil level in the tank. Replenish, as required, to the normal level
on the dipstick.
5.
Install the filler cap and dipstick assembly in the oil tank. Ensure that the
cap is locked securely.
If an engine is to be operated with an oil brand or type that differs from that on
which it previously operated or if the oil system has been contaminated by other
than metallic matter, the oil system should be flushed by following the steps
below:
1.
Place suitable containers or drip pan under the engine.
2.
Remove the oil drain plug or chip detector from the reduction gearbox and
the plugs from the inlet case and the accessory gearbox housing.
** CAUTION **
Limit the engine rotation to the minimum which
is required to accomplish the complete draining.
Also observe the starter operating limitations.
3.
With the drains open, place the starting control lever to cutoff and the
ignition switch to off. Motor the engine with the starter only to allow the
scavenge pumps to clear all lubricating oil.
4.
Reinstall all drain plugs and the chip detector.
5.
Refill the engine oil tank with new type oil.
2-10
Effective 05/05/04

6.
Start engine and run at idle speed for a minimum of two minutes.
7.
8.
9.
Repeat Steps 1. through 3.
10.
Remove the main oil filter. Clean or replace the filter and reinstall.
11.
Remove the reduction gearbox oil strainer and clean. Reinstall the strainer.
12.
Reinstall all engine drain plugs and the chip detector. Tighten, torque, and
lock wire.
13.
Repeat Steps 5. through 8.
14.
Check the oil levels and replenish, as necessary.
15.
Install the filler cap and dipstick assembly in the filler tube. Ensure that the
cap is correctly installed and locked.
** CAUTION **
Different formulations of the various oil brands may have
varying detergent actions. After an oil brand change, the
above may cause the release of carbon particles into the oil
system which would result in the clogging of the scavenge
screen. After a change of oil brand, the main oil filter should
be inspected for carbon particles at 10-hour intervals. There
should be 5 inspections for a total of 50 hours, and the filter
should be checked at the routine oil filter checks thereafter up
to 500 hours. If an excess of the amount of carbon is noted,
the following steps should be accomplished.
a.
Remove the drain plug from the six o'clock position on the accessory
gearbox.
b.
Using a mirror and light, inspect the scavenge screen through the
drain hole.
c.
If there is evidence of carbon, try to dislodge it with a stiff paintbrush.
d.
Flush out any removed carbon.
e.
If the carbon cannot be removed by the above method, the

accessory gearbox should be removed and the screen cleaned.
Refer to the Accessory Gearbox Section in the Pratt and Whitney
Maintenance Manual for the removal procedure.
FUEL SYSTEM
A.
Refuel the aircraft with fueling facilities that contain filters for removing the
moisture content from the fuel. If the fueling facilities with filters are not available,
filter the fuel through a good grade of chamois. The fuel tanks should be
serviced after the last flight of the day to allow maximum time for the moisture to
reach the header tank. Service the aircraft with Jet A, Jet B, JP-4, or JP-5. If jet
fuel is not available, aviation gasoline MIL-G-5572 (all grades) may be used for a
Effective: 05/05/04
2-11

maximum of 150 hours between overhauls. For the Restricted Category, service
the aircraft with Jet A, Jet B, JP-4, JP-5, or automotive diesel number 1D or 2D in
accordance with P&WC Specifications CPW204, CPW 46 and CPW 381.
Automotive diesel fuel is approved only for flights when the free air temperature
is above +20 degrees Fahrenheit use grade #1D or +40 degrees Fahrenheit use
grade #2D.
*** WARNING ***
Ground the aircraft and the fuel servicing
equipment to the aircraft. Smoking in or around
the aircraft during refueling operations is
prohibited. Fire protection equipment must be
immediately available.
1.
Turn all the switches off.
2.
Remove the fuel filler cap. Fill the tank until the fuel level rises to the filler
neck. Install the fuel filler cap and service the opposite fuel tank.
* NOTE *
As the wing tanks are interconnected through
the header tank, the fuel can flow from one tank
to another. Topping off both wing tanks may be
required more than one time to assure that both
wing tanks are full.
3.
B.
After fueling is complete, check for security of both fill port caps. Wash any
spilled fuel from the wing surface with clean water.
Three fuel drain points are provided to allow fuel draining in order to extract the
moisture and sediment entrapped in the system. The drains are located at the
bottom of each wing tank, the header tank, and firewall fuel filter (Fig. 2-3). Also
provided are two fuel vent drains, located on each side of fuselage under the
wings (see Fig. 2-4). Finally, a drain port is provided to drain the residual fuel
reservoir. At engine shutdown, fuel from the flow divider/dump valve, located at
the 6 oclock position on the engines fuel nozzle manifold, is directed to a
residuel fuel reservoir EPA tank located on the L/H cowl shin skin. This
reservoir holds approximately 3 engine shutdowns worth of fuel before the fuel
will exit the reservoirs vent system. All fuel drains should be drained prior to the
first flight of the day. Drain a small quantity of fuel into a transparent container to
permit inspection for the presence of moisture or sediment. The fuel should then
be drained until all evidence of moisture or sediment disappears.
* NOTE *
The residual fuel reservoir (EPA tank) should be
emptied after each engine shutdown.
2-12
Effective 9/16/05

* NOTE *
It is common and normal after an engine
compressor Water Wash or Performance
Recovery Wash to have water or soap appear
in the reservoirs drained waste fuel.
** CAUTION **
Visually check that all drain valves are closed
after draining.
C.
The airframe is equipped with two fuel filters, a inch mesh finger strainer is
installed in the outlet fitting from the header tank and an airframe supplied,
gascolator type, 25-micron main fuel filter located on the forward L/H side of the
firewall. Inspect the inch mesh finger strainer annually or if the fuel system is
suspected or has been contaminated with foreign debris: i.e. Main fuel filter red
bypass indicator was popped, main fuel filter has contamination, foreign debris
noted in drained fuel sample container, known fuel contamination etc. The 25micron main fuel filter element should be inspected, cleaned or replaced, and
reinstalled every 100 hours, when the red fuel bypass indicator button has
popped, or any time fuel system contamination is suspected. Refer to chapter 5
for main fuel filter servicing procedures.
*** WARNING ***
If the red fuel bypass indicator button has
popped out, determine and remove the cause of
the fuel obstruction before further flight.
Remove, inspect, clean or replace, and reinstall
the filter 25-micron element. You may then
reset the red bypass button by pressing it in with
finger pressure.
DEFUELING
During the defueling operation, jet fuel fumes are present; therefore, extreme caution
must be exercised to prevent fire hazards.
*** WARNING ***
Smoking on or around the aircraft is not
permitted during the defueling procedure. Fire
extinguishing equipment must be immediately
available.
A.
Ground aircraft and all defueling equipment or containers to the aircraft.
B.
Place a vented container of adequate capacity under each of the three drain
points. Verify that the containers are properly grounded to the aircraft.
C.
Open the drain valves and allow all fuel to drain.
Effective: 9/16/05
2-13

D.
Close the drain valves and move the fuel containers to a safe distance from the
aircraft.
E.
Verify that all the drain valves are closed.

INDUCTION SYSTEM
The prime difference between the agricultural and a normal installation is the air cleaning
system incorporated in the engine air intake system. The air filter is located below the
engine air inlet plenum between the center and rear fire seals and is a washable reusable
barrier type filter.POWER PLANT INTERNAL CLEANING
Refer to Pratt & Whitney Canada Maintenance Manual for proper internal cleaning.
** CAUTION **
Chemicals should not be allowed to remain in an engine any
longer than overnight, and a water wash should not be
performed any sooner than 45 minutes after shutdown. It
may be more convenient and practical to wash the engine
before working the next morning. This is acceptable if
extremely corrosive chemicals are not being used.

Check all gear assemblies for general cleanliness, security of mounting, and hydraulic
leaks at prescribed inspection intervals. Lubricate all lubrication points on main and tail
gear assemblies at prescribed intervals.
TIRES
Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread,
flat spots and exposed cord. Replace tire if there is any question of its reliability. Proper
inflation is necessary for maximum tire life. Maintain 29x11-10pr main wheel pressure at
a minimum of 40 psi to a maximum of 62 psi, depending on the load and runway
conditions. 6.00-6 8pr tail wheel tire pressure should be 55 psi maximum. The wheels
and tires are balanced assemblies. If tires are suspected of being out of balance, they
may be balanced on automotive type balancing equipment. If aircraft is out of service,
rotate tires every seven days to prevent flat spots from developing.
BRAKE BLEEDING
Brake bleeding should be performed when air is suspected of being entrapped in brake
lines. See Section Six for brake bleeding procedures.
INSPECTION
Only the items to be inspected are listed and details as to how to check or what to check
for are generally excluded. Those checks can be found in specified Section of this
manual.
2-14
Effective 05/25/05

INSPECTION CHECK LIST

A.
Movable parts are to be checked for lubrication, servicing, security of attachment,

binding, excessive wear, Safety, proper operation, proper adjustment, correct
travel, cracked fittings, security of hinges, defective bearings, cleanliness,
corrosion, deformation, sealing, and tension.
B.
Fluid lines and hoses are to be checked for leaks, cracks, dents, kinks, chafing,
proper radius, security, corrosion, deterioration, obstructions, and foreign matter.
C.
Metal parts are to be checked for security of attachment, cracks, and metal
distortion, broken spot welds, corrosion, condition of paint, and any other
apparent damage.
D.
Wiring is to be checked for security, chafing, burning, defective insulation, and

loose or broken terminals, heat deterioration, and corroded terminals.
E.
Bolts in critical areas are to be checked for correct torque, or when visual
inspection indicates the need for a torque check. See (Fig 2-7) Torque Chart.
F.
Filters, screens, and fluids are to be checked for cleanliness, contamination

and/or replacement at specified intervals.
This Manual contains information on aircraft systems and operating procedures required
for safe and effective maintenance. It shall not be used as a substitute for sound
judgment.
Clean the aircraft prior to performing any inspections on the airframe or engine. Before
removal of detachable skins, fairings, and cowlings wash all exterior surfaces of the
aircraft with plain water and any commercial soap or detergent. Soap and detergent are
organic chemicals and it is important that all traces be removed by flushing with plain
water.
*NOTE*
Certain chemicals cannot be removed
effectively by detergent solutions. Special
cleaning agents are available for that purpose. It
is suggested that the chemical suppliers be
contacted for cleaning agents that are suitable
for those special needs.
Inspection intervals are greatly influenced by particular operational priorities, operating
conditions, environment, and routine inspection results.
Perform the tasks shown in the following Inspection Chart at the prescribed intervals, or
more often if necessary.
Effective: 05/25/05
2-15

400
HRS
100
HRS
(Refer to Hartzell Manual #139 Propeller Owners Manual and

Logbook.)
50
HRS
PROPELLER
Daily
INSPECTION CHART
1.
Remove the spinner and check for cracks.
2.
Check the back plate for cracks and corrosion.
3.
Check for grease and oil leaks.
4.
Check the pitch rods and lock nuts
5.
Check the condition of the reverse return springs.
6.
Check the hub bolts and balance screws of the

blades for safety.
7.
Inspect the hub parts for cracks and corrosion.
8.
Lubricate the propeller with Aeroshell 6 grease

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

the Hartzell Manual #139.
*** WARNING ***
The propeller blades must be shot peened
between stations 7.0 and 30.0 on both
face and camber sides. Blades having
damage to the shot peened areas
exceeding 0.015 inch deep (including
material removal necessary to blend out
such damage) must be removed from
service and the reworked area shot
peened before further flight. NOTE: For
leading and trailing edge damage, a 0.250
inch deep rework limit applies before shot
peening is required.
9.
10.
Check counterweight bolts for safety.
2-16
Effective 05/25/05
11.
Check ring rod-end jam nuts.
12.
Re-install spinner. Rotate prop and check

alignment of low pitch stop collar. (.010 max.
runout)
400
HRS
100
HRS
(Continued)
50
HRS
PROPELLER
Daily

Check carbon block side clearance.

13.
New Block: .001 -.002 clearance
15.
Check fuel governor reset arm for hitting stop.
16.
Check prop governor control levers for hitting stop

in low and high pitch.
17.
Check reversing cable housing jam nuts and pins

for safety and condition of housing.
18.
Inspect overspeed governor.
ENGINE EXTERNALS
REFER TO THE ENGINES APPROPRIATE PRATT & WHITNEY
MAINTENANCE MANUAL FOR PERTINENT DETAILS ON
ENGINE INSPECTION
1.
2.
3.
Check the tubing, wiring, control linkages, and

hose assemblies for security of all the accessible
connections, clamps, and brackets.
Check tubing and hose assemblies for evidence of
wear, chafing, cracks, and corrosion.
Check the tubing, wiring, control linkages, and
hose assemblies for evidence of fuel and oil
leakage.
100
HRS
50
HRS
Check beta control valve clevis slot end for

alignment with face of cap nut.
Daily
14.
4.
Lubricate interconnecting rod ball ends, where

applicable.
5.
Check the air inlet screen area for cleanliness.
Effective: 05/25/05
400
HRS
Used Block: .010-max allowed
2-17
6.
Check the gas generator case for cracks,

distortion, and corrosion.
7.
Check the fire seals for cracks and security of

brackets and seals.
8.
Check the exhaust duct for cracks and distortion.
9.
Check the propeller shaft seal for oil leaks.
10.
Check security and condition of engine mounts.
11.
Check the security of the accessories.
12.
Check the security of accessory linkages.
13.
Check the security of pneumatic lines.
14.
Check for evidence of oil and fuel leaks in

accessory areas.
16.
Check security and mounting of starter/ generator.

Check brushes for wear.
400
HRS
100
HRS
50
HRS
ENGINE EXTERNALS (Continued)
Daily

ENGINE OIL SYSTEM

** CAUTION **
Do not mix different brands or types of oil when
changing oil or when replenishing the oil between
oil changes.
1.

every 400 hours.
Oil change recommended
* NOTE *
To avoid overfilling of oil tank, and high oil
consumption, an oil level check is recommended within
30 minutes after engine shutdown. Ideal interval is 15
to 20 minutes. If more than 30 minutes has passed,
and the dipstick indicates that oil is needed, start the
engine and run at ground-idle (low idle) for five
minutes, and recheck oil level.
2-18
Effective 05/25/05
2.
3.
Remove, inspect, clean, and reinstall oil filter in

accordance with instructions obtained in the
engines appropriate Pratt & Whitney maintenance
manual.
400
HRS
100
HRS
Check condition and security of oil filler cap.
50
HRS
ENGINE OIL SYSTEM (Continued)
Daily

*NOTE*
Do not clean ultrasonically. Elements must be
discarded after 1000 hours or after heavy
contamination.
2.
Ensure augmentation door opens and closes

properly without binding.
Inspect switch for proper operation switch turns
fan on when door is closed and turns fan off when
door is open.
Inspect oil cooler scoop inlet area to ensure good

airflow through cooler.
4.
Check door spring for proper operation and

general condition of spring and attachments.
5.
Inspect fan blower to ensure proper operation and

mounting hardware for security.
Check the fuel for presence of water.
2.
Check the fuel pump for security and fuel leakage.
3.
Inspect, clean and reinstall high pressure fuel

pump 74-micron inlet fuel filter.
100
HRS
1.
50
HRS
ENGINE FUEL SYSTEM
Daily
3.
Effective: 05/25/05
400
HRS
100
HRS
X
400
HRS
1.
50
HRS
OIL COOLER AUGMENTATION (GROUND)
Daily
4.
Check the chip detector for continuity using a

suitable ohmmeter. An open circuit condition must
exist which indicates no ferrous contamination at
pole tips.
2-19
400
HRS
100
HRS
50
HRS
ENGINE FUEL SYSTEM (Continued)
Daily

* NOTE *
On new aircraft, check the filter after each flight
until there is no evidence of contamination. Check
the filter after the first flight or ground run when
any upstream component is replaced.
4.
5.
At the fuel pump outlet, check the 10-micron filter

for foreign matter and/or distortion. Install new
filter every 100 hours or as service conditions
indicate.
Check the drain valve for security and leakage.
*NOTE*
When a engine problem is found, refer to the
appropriate section in the Pratt and Whitney
Maintenance Manual.
Check the fuel manifold and nozzle assemblies

with a functional test. For improved hot section
durability. It is recommended that the fuel nozzle
assemblies are inspected and functional tested in
accordance with time limits set forth in the engines
appropriate maintenance manual.
IGNITION SYSTEM
400
HRS
100
HRS
8.
Check the fuel control unit bearing for wash-out

which is indicated by blue dye grease and fuel
mixed at the FCU vent.
50
HRS
7.
Check the fuel control unit for security, linkages,

and pneumatic tubes.
Daily
6.
1.
Check the ignition exciter for security and

condition.
2.
Check the ignition cable for chafing, wear, and

security.
3.
Check the spark igniters for cleanliness and

erosion. Perform an operation test.
2-20
Effective 05/25/05
Clean the air compressor delivery filters (P3)

every 100 hours. The maximum interval is 1000
hours for the disposable type. For the metallic
cleanable type, return to an approved overhaul
shop for ultrasonic cleaning every 1000 hours.
After the cleaning, the element may be reused.
1.
2.
Remove, inspect, clean, and re-install the airframe

main 25-micron fuel strainer.
Drain wing tanks, header tank; vent system (2
ea.), gascolator bowl, and residue fuel reservoir
EPA tank. Check for any debris, sediment, or
water and take corrective action if any is found.
Turn the electric fuel pump on and check the fuel

lines for leaks.
4.
Inspect the fuel lines and supports for security and

signs of chafing.
5.
Check the fuel shutoff valve for leaks in the open

and close position.
Check the fuel tank gauges for proper operation.

Rock the wings to slosh the fuel to see that the
pointers are free.
400
HRS
3.
6.
400
HRS
100
HRS
100
HRS
50
HRS
AIRFRAME FUEL SYSTEM
Daily
1.
50
HRS
PNEUMATIC SYSTEM
Daily

*NOTE*
1.
Check the main landing gear bolts. Replace, if

worn.
2.
Check the tires and tubes, wheels, and brake

discs and lining for general condition.
3.
Check the spindle for straightness and tightness.
4.
Check, inspect, lubricate with MIL-G-81322

(Aeroshell 22) grease, and reassemble all wheel
bearings. (See chapter 6 for pertinent data.)
Effective: 05/05/04
400
HRS
100
HRS
50
HRS
MAIN LANDING GEAR
Daily
When a problem is found, refer to section 5.
2-21
Remove, clean, and inspect leaf spring forward

attach bolt P/N NAS6207-54D every 100 hours.
Upon reassembly lubricate bolt and leaf spring
hole with Snap-on General Purpose Antiseize or
equivalent or MIL-G-81322 (Aeroshell 22) grease.
Torque to specifications I/A/W Torque chart (figure
2-7). Replace MS24665-300 cotter pin each
inspection.
400
HRS
X
400
HRS
Check the operation and holding ability of the

pedal and parking brakes.
Bleed hydraulic
systems if required.
TAIL GEAR
1.
100
HRS
Check brake fluid level in each master cylinder

and top off with fresh MIL-H-5606 aviation
hydraulic fluid as required.
100
HRS
7.
50
HRS
6.
Check the master cylinders, parking brake valves,

brake lines, brake calipers, all brake fittings, and
brake bleeders for leakage, general condition, and
security.
Daily
5.
50
HRS
MAIN LANDING GEAR (Continued)
Daily

Inspect all bolts holes for elongation. As a general

rule, replace components with holes that are outof-round by 0.005 or more.
** CAUTION **
2.
Replacement of the leaf spring

forward attach P/N NAS6207-54D
bolt with a larger diameter is not
approved. The leaf spring may not
be drilled out for a larger bolt.
3.
Inspect main spring leaf for corrosion and cracks.

Replace leaf spring as needed.
4.
Inspect P/N 95434-11 Acetal (Delrin) lower

support block spacer for wear and cracks.
2-22
Effective 05/25/05
Inspect upper and lower leaf spring support

blocks, and attachment hardware for wear,
corrosion, and cracks. Ensure that the leaf spring
support blocks grips the leaf spring tightly to
prevent leaf spring movement fwd. and aft.
Ensure flexible sealant around contact edges of
support blocks, lower support block spacer and
leaf spring is intact to prevent collection of
potential corrosive material in this area. Lubricate
2 ea. Trunnion Zerk (grease) fittings with MIL-G81322 (Aeroshell 22).
Check locking cable for security and free

movement, grease cable and wheel with MIL-G81322 (Aeroshell 22) grease, and assure wheel
bearing is completely greased.
7.
Check for any loose play in tailwheel.
8.
Inspect the tire, wheel body and bearings, spindle,

and the fork for general condition
9.
Check the housing for cracks and corrosion.
10.
Check the taper bearings and spline-shaft for

corrosion and wear.
Inspect the lock pin and plate for wear at the ends
for correct operation. Check the lock pin cable
and spring for corrosion and correct operation.
5.
6.
11.
400
HRS
100
HRS
50
HRS
TAIL GEAR (Continued)
Daily

*NOTE*
After the components have been installed, seal
the contact edges where the spring P/N 94135-1,
upper support block P/N 94134-3, lower support
block P/N 94134-5 and spacer P/N 95434-11
come together with a high quality flexible silicone
sealant or fuel tank sealant CS3204 B (AMS-S8802 formerly MIL-S-8802) to help block the
collection of potential corrosive contaminants in
this area.
Effective: 05/25/05
2-23
Check the camloc receptacles for corrosion, wear,

and locking action.
HOPPER
2.
Check the hopper lid for condition of seal and

security of latches.
3.
Inspect the hopper for evidence of leaks and for

general condition.
4.
Check the gate for evidence of leaks and for

proper operation.
5.
Check the hopper vent tube for corrosion and

security.
6.
Check the gaskets on both the return and outlet

lines.
7.
Check the hopper gate handle and the push rod

for cracks around the welds. Check the condition
of the push rod boot.
8.
Check emergency shut-off valve for leaks and

proper operation
WINGS
X
100
HRS
50
HRS
Inspect the hopper baffles for security and

condition.
Daily
1.
1.
Inspect the aileron brackets for cracks and

security.
2.
Check the boots at the aileron push rod entrance

to the wing root for condition and security.
Check for deposits of chemicals around and

behind the wing center section and all attachment
fittings. Check closely for corrosion. Keep clean.
3.
2-24
400
HRS
400
HRS
2.
100
HRS
50
HRS
Inspect all panels and cowlings for cracks,

chaffing, and security of fasteners.
Daily
1.
400
HRS
100
HRS
50
HRS
FUSELAGE SKINS
Daily

Effective 05/05/04
Inspect the wing skins for cracks, loose rivets,

general condition of the paint, and corrosion.
5.
Inspect the front and rear spar flanges, ribs, and

other structures for cracks and corrosion.
6.
Check the spray booms attach points for security.
7.
Check the pitot line in the right wing for security

and for air leaks. Drain the low spots.
8.
Inspect the wing/fuselage attach angles for signs

of cracks and corrosion.
9.
Annually inspect the lower spar splice blocks (P/N

22508T001 upper half and P/N 22508T002 lower
half) as follows: Visually inspect splice blocks with
a 10X magnifying glass or dye penetrant. Inspect
for external cracks around the inch and 5/16
inch hole locations. If no cracks are detected this
portion of the wing inspection is complete. If
cracks are found remove the splice blocks before
next flight and inspect the lower spar cap for
cracks in accordance with Thrush Aircraft Inc.
Service Bulletin SB-AG-39. If cracks are found in
spar cap contact Thrush Aircraft Inc for possible
repair or replacement. If no cracks are found in
spar cap, replace the cracked splice blocks with
new units. Refer to Section VIII Wing Removal
for splice block removal and installation.
1.
2.
3.
4.
Inspect the fuselage tubing for signs of corrosion

or cracks, particularly around welds and in the
hopper area.
Check for elongated holes in the engine mount
fittings and bell cranks.
Inspect all spring gear attachment fittings, main
gear support beam, and beam end plates for
security, cracks, and corrosion.
Check the condition of the paint and refinish, if
necessary.
Effective: 05/05/04
400
HRS
100
HRS
50
HRS
Daily
FUSELAGE FRAME
Annually
4.
400
HRS
100
HRS
50
HRS
WINGS (Continued)
Daily

2-25
1.
Check all turnbuckles for corrosion and for proper

lock wiring.
2.
Inspect all cables and end fittings for wear. Check

for correct tension.
3.
Check all push rods for loose bearings, endplay,

straightness and paint condition.
4.
Check idlers and bell cranks for binding or for

slack.
5.
Inspect the rudder pedals and the support

brackets for general condition.
6.
Inspect the attachment of the control stick to the

main torque tube for slack and bearing wear.
7.
Check control stick to main torque tube bolt for

proper torque (65 to 70 in. lbs.)
8.
Check the aileron control stops for tightness and

for condition of fittings.
9.
Inspect all push-pull tubes rod-end jam nuts for

security. Inspect all witness/inspection holes with
a piece of .032 safety wire to insure that all rodends are screwed far enough onto the push-pull
tubes.
10.
Inspect the push rods for clearance to the

structure.
11.
Inspect the trim systems for correct operation and

for general condition.
12.
Remove control stick from main the torque tube

bolt, inspect and replace bolt as required.
2-26
400
HRS
100
HRS
50
HRS
CONTROL SYSTEMS
Daily

X
500
Hours
Effective 05/25/05
400
HRS
100
HRS
50
HRS
METAL EMPENNAGE
Daily

Check the travel of the movable surfaces.

Elevator up....................... 27 degrees 1 degree
1.
Elevator down.................. 17 degrees 1 degree
Rudder ............................. 22 degrees 1 degree

Tab up................................ 8 degrees 1degree
Tab down ......................... 22 degrees 1 degree
Inspect horizontal stabilizer V struts, fittings, and

hardware for security, cracks and corrosion.
4.
Inspect all hinges for wear. Replace sealed

bearings, if needed.
5.
Check security of all bolts.
6.
Check the external skins for general condition.
7.
Check the drain holes for obstruction.
AILERONS AND FLAPS
400
HRS
3.
100
HRS
50
HRS
Check for warped contours of the fixed surfaces

due to improperly tightened brace struts.
Daily
2.
Check the control movements.

1.
Aileron up......................... 21 degrees 1 degree

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

Aileron servo tabs
2.
a.
Check security of hinges
b.
Check for looseness of rod ends and bolts.
c.
Check for freedom of travel.
3.
Check the security of the counterweights, which

are installed in the leading edges of the ailerons.
4.
Inspect all hinges for wear. Replace sealed

bearings, if needed.
Effective: 05/05/04
2-27
6.
Check the external skins for general condition.
7.
Check the drain holes for obstruction.
8.
Inspect all the skins and ribs for cracks, loose

rivets, general condition, and corrosion.
9.
Inspect the flap push rods, mounting brackets,

torque tube, and bearing housings.
10.
Inspect the flap actuator motor and worm drive for

general condition and freedom of travel.
COCKPIT
100
HRS
50
HRS
Check security of all bolts.
Daily
5.
1.
Check the condition of the instrument markings

and the placards.
2.
Check the instrument lines for leaks, security, and

chafing.
3.
Check the hopper for leaks and security of

mechanism.
4.
Check the security and condition of the seat belts,

shoulder harness, and inertia reels.
5.
Check the seat for security and proper adjustment

operation. Check the seat fabric for general
condition.
400
HRS
6.
Check the windshield and windows for cracks,

crazing or scratches, and missing screws.
7.
Check the doors for security of hinges and for

correct operation of door locks.
8.
Check operation of flight & engine controls to

ensure proper operation and installation.
2-28
400
HRS
100
HRS
50
HRS
AILERONS AND FLAPS (Continued)
Daily

Effective 05/05/04
100
HRS
1.
Check the battery charge and water level.
2.
Check battery relays, spike diodes, regulator,

fuses, and switches for security.
3.
Check all wiring for chafing and clamping.
4.
Check all terminals for security and corrosion
Check the batterys vent hoses for security and

deterioration.
5.
400
HRS
50
HRS
ELECTRICAL SYSTEM
Daily

CORROSION CONTROL
The lower part of the aircraft is painted with ultra gloss polyurethane. The forward upper
glare shield part is painted with flat black polyurethane. The fuselage frame is painted
with a primer, and then painted with a gray ultrathane.
All repairs involving refinishing should be painted to the original specifications.
following procedures should be carried out step by step.
The
A.
Sand part to bare metal using 180 grit paper or finer. Avoid removal of cladding
with the Alclad parts, whenever possible.
B.
Thoroughly clean area with isopropyl alcohol, a solvent, or thinner. Allow time to
dry.
C.
Apply one thin spray coat of Epoxy primer with Epoxy hardener. Allow time to dry.
D.
Mix the required quantity of Polyurethane (follow the directions on the can) with
the prescribed amount of activator. Spray a smooth and even coat directly onto
the primed surfaces. Apply at least two coats and allow time for drying between
the coats.
* NOTE *
Certain chemicals cannot be removed effectively by
detergent solutions. Special cleaning agents are
available for that purpose. It is suggested that the
chemical suppliers be contacted for cleaning
agents that are suitable for those special needs.
A regular and thorough cleaning of both the interior and exterior of the aircraft is a major
part of corrosion control. All areas of the aircraft are accessible for cleaning by removal of
the panels. The cleaning procedure that follows is recommended for general purposes.
Effective: 05/05/04
2-29

A.
Wash all exterior surfaces of the aircraft with plain water and any commercial
soap or detergent. Soap and detergent are organic chemicals, and it is important
that all traces be removed by flushing with plain water.
B.
Detach all removable panels from the aircraft. Wash down the rear fuselage aft
of the wing trailing edge. Tube joints, skin bends, and so forth should receive
particular attention. Remove excess moisture after flushing.
C.
The forward fuselage and engine section should not be cleaned with water
unless close attention is made to avoid removal of lubricants and to avoid
possible rusting of components and hardware. A general purpose, non-corrosive
cleaning agent is preferred in those areas.
D.
Particular attention should be given to the wing center splice fittings and the
attachments of the oil cooler, hopper and engine mount.
E.
Hopper cleaning should be accomplished at the end of each working day. A

good commercial detergent should be used and followed by a thorough flush with
water. Leave the hopper door and gate open for thorough drying.
WINDSHIELD
An anti-static type of plastic cleaner, such as Mirror Glaze or equivalent, is recommended
for best cleaning. The side windshields are plastic and should not be cleaned with
gasoline, alcohol, acetone, and lacquer thinner, or window cleaning spray. Those fluids
will soften the plastic and cause crazing. Avoid rubbing the plastic surface with a dry
cloth, as that can cause scratches and build up an electrical charge (static) which will
attract dust particles. If scratches are visible after removing the dust accumulation, finish
the plastic with a quality grade of commercial wax. Apply the wax in a thin, even coat and
carefully buff out with a soft cloth. Do not buff or polish in one area for more than a brief
period of time. The heat generated by rubbing the surface may soften the plastic and
may produce visual distortion.
The middle section of the windshield is safety plate glass for better resistance to
scratching. It is enclosed in an aluminum frame.
HOPPER REPAIR
Hopper repair may be accomplished in accordance with the instructions contained in
Section 9.
FUEL TANK REPAIR

Fuel tank repair may be accomplished in accordance with the instructions contained in
Section 5.
BATTERY MAINTENANCE
The 24-volt batteries are installed in the engine compartment between the engine and
firewall. Access is gained to the batteries by removal of a cowling. Battery servicing
involves adding distilled water to maintain electrolyte level of 3/16 inch over the
separators, checking the cable connections, and neutralizing or cleaning any spilled
electrolyte or any corrosion. Use bicarbonate of soda and clean water to neutralize
corrosion. Follow with a thorough flushing of clean water and wipe dry. Clean the cable
2-30
Effective 05/05/04

and terminal connections with a wire brush and coat with petroleum jelly to minimize
corrosion.
** CAUTION **
Do not allow the bicarbonate of soda to enter
the battery filler openings, as it will neutralize
the electrolyte, which could permanently
damage the batteries.
A hydrometer test of the batterys solution should be made each 50 hours of operation, or
more often in hot weather. If the specific gravity tests 1.240, the battery should be
removed and recharged. The solution levels should be examined and, when necessary,
add distilled water to maintain the level of 3/16 inch over the separators. If distilled water
is added, do it just prior to recharging so that the added water mixes with the solution.
When the recharging is completed, the specific gravity should be between 1.275 and
1.300.
The battery should be checked for grounding to the case. A voltmeter can be used to
check between the positive cell and the case. A ground fault exists if there is a reading
on the voltmeter. A dated service record shall be attached or stamped on the terminal
side of the battery to indicate that the battery has been capacity tested. Refer to Section
10 for recharging procedures.
Effective: 05/05/04
2-31

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

Figure 2-2: Wing Fuel Fillers and Drains
Effective: 05/05/04
2-33

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

Figure 2-4: Fuel Filter Location

Effective: 05/05/04
2-35

LUBRICATION
For the lubrication requirements, refer to Figure 2-6: Lubrication Chart (8 sheets). Before
adding grease to fittings, wipe the fittings clean. Lubricate the fittings and wipe off the
excess lubricant. Lubricate the hinges with a squirt can or a brush moistened with oil.
Wipe off the excess oil to prevent accumulation of dirt and grit.
Figure 2-6: Lubrication Chart (Sheet 1 of 8)
** WARNING **
The drawings of Figure 2-6, sheets 1 thru 8, are for lubrication reference only.
They do not show proper assembly details and may not be used as assembly
reference. Refer to the appropriate parts manual for details concerning parts
assembly.
APPLICATION SYMBOL
SPECIFICATIONS AND TYPE OF LUBRICATION

MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE
HAND PACK
MIL-G-81322 (AEROSHELL 22) AIRCRAFT GREASE
LUBRICATION GUN
OIL CAN
MIL-L-22851 (AEROSHELL OIL W 15W50) OR

EQUIVALENT LUBRICATING OIL
* NOTE*
Use only Aeroshell 6 in propeller.
2-36
Effective 05/05/04

Figure 2-6
Lubrication Chart
(Sheet 2 of 8)
Effective: 05/05/04
2-37

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

Figure 2-6
Lubrication Chart
(Sheet 4 of 8)
Effective: 05/05/04
2-39

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

Figure 2-6
Lubrication Chart
(Sheet 6 of 8)
Effective: 05/05/04
2-41

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

Figure 2-6
Lubrication Chart
(Sheet 8 of 8)
Effective: 05/05/04
2-43

BOLTS
FINE
STEEL - TENSION
THREAD
STEEL - TENSION
STEEL - SHEAR
STEEL
AN 3 thru AN 20
SERIES
ONLY
MS 20004 thru MS 20024
NAS 333 - NAS 340
ANY
NAS 144 thru NAS 158
NAS 464
AN 73 thru AN 81
NAS 583 - NAS 590
AN 173 thru AN 186
NAS 1103 thru
AN 509 NK9
NAS 1120
NAS 6203 - NAS 6220
AN 42 thru AN 49
BOLTS
AN 525 NK525
MS 20033 thru MS 20046
NAS 172
MS 20073
NAS 174
MS 24604
NAS 517
MS 27039
NUTS
NUTS
STEEL - TENSION
STEEL - SHEAR
STEEL - TENSION
STEEL - SHEAR
AN 310
AN 320
AN310
AN320
AN 315
AN 364
AN315
AN364
AN 363
MS 17825
AN363
MS 17825
AN 365
MS 20364
AN365
MS 20364
MS 17829F
MS 21083N
MS18729F
MS 21083N
MS 20365
MS 21245
MS20365
MS 21245
MS 20500
NAS 679
MS20500
NAS 679
MS 21042
NAS 1022N or A
MS21042
NAS 1022N or A
MS 21044N
NAS 1291
MS21044N
NAS 1291
MS 21045
MS21045
NAS 1021
NAS 1021
Torque Limits, in# Torque Limits, in# NUT/BOLT

SIZE
Min.
Max.
Min.
Max.
Torque Limits, in#

Min.
Max.
MS17826
Torque Limits, in#

Min.
Max.
+/- 5%
12
15
7
9
-----8-36
20
25
12
15
25
30
15
20
16
10-32
50
70
30
40
80
100
50
60
35
1/4-28
100
140
60
85
120
145
70
90
70
5/16-24
160
190
95
110
200
250
120
150
100
3/8/24
450
500
270
300
520
630
300
400
180
7/16-20
480
690
290
410
770
950
450
550
240
1/2-20
800
1,000
480
600
1,100
1,300
650
800
320
9/16-18
1,100
1,300
660
780
1,250
1,550
750
950
480
5/8-18
2,300
2,500
1,300
4,500
2,650
3,200
1,600
1,900
880
3/4-16
2,500
3,000
1,500
4,800
3,550
4,350
2,100
2,600
1,500
7/8-14
3,700
4,500
2,200
3,300
4,500
5,500
2,700
3,300
2,400
1-14
5,000
7,000
3,000
4,200
6,000
7,300
3,600
4,400
4,000
1 1/8-12
9,000
11,000
5,400
6,600
11,000
13,400
6,600
8,000
5,600
1 1/4-12
CAUTION: Torque values are for dry threads. If oil contamination is suspected, clean threads with acetone.
NOTE: Tension nuts may be used on shear bolts, but shear nuts may not be used on tension bolts.
FIGURE 2-7: Torque Chart
2-44
Effective 9/16/05

Figure 2-8: Engine Oil Servicing
Effective: 05/05/04
2-45

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

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

SECTION 4
POWERPLANT AND PROPELLER

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

BETA & REVERSE LOCKOUT ............................................................................. 27
FUEL SHUTOFF LOCKOUT ................................................................................. 27
1600 RPM Np TORQUE SETTING ....................................................................... 27
ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION .......... 28
Figure 4-0a: PT6 Engine Assembly.................................................................. 30
Figure 4-0b: PT6 Engine Assembly.................................................................. 31
Figure 4-1: Prop Pitch Mechanism ................................................................... 32
Figure 4-2: Propeller Reversing Linkage .......................................................... 33
Figure 4-3: Engine Controls ............................................................................. 34
Figure 4-4: Engine Control Quadrant ............................................................... 35
Figure 4-5: Torque Conversion Chart............................................................... 36
Figure 4-6: Beta Feedback Mechanism ........................................................... 37
Figure 4-7: Fuel Control Unit ............................................................................ 38
Figure 4-8: Vibration Isolators .......................................................................... 39
Figure 4-9: Propeller Angle Guide.................................................................... 40
4-2
Effective: 9/16/05

POWERPLANT AND PROPELLER

GENERAL DESCRIPTION
The Turbo Thrush S2RHG-T65 agricultural airplane utilizes a Pratt & Whitney Aircraft
Canada PT6A-45A, -45B, -45R, PT6A-60AG, or PT6A-65AG, -65AR, or -65B turboprop
gas turbine engine. The dual cockpit version is approved with the PT6A-60AG engine
only at this time.
AIR CLEANING SYSTEM

The prime difference between the agricultural application and a normal installation is the
air cleaning system incorporated in the engine air intake system. The lower cowl forms
the inlet to the engine. The air filter panel is a K & N cleanable barrier filter. It provides
high efficiency, maximum reliability, long service life and low overall cost.
The barrier filter unit is made of a cotton mesh with a light coat of K&N special red oil to
assist in collecting dust. The filter can be removed, cleaned and reserviced I/A/W
cleaning instructions from K & N P/N 99-5000 (aerosol) or P/N 99-5050 Recharger filter
care service kit, obtained locally.
POWERPLANT
DESCRIPTION AND OPERATION
The PT6A-45A, -45B, -45R, PT6A-60AG, and PT6A-65AG, -65AR, -65B (See Figure 40) series power plant is a lightweight free turbine engine. The engine utilizes two
independent turbine sections: one driving the compressor in the gas generator section
and the second driving the propeller shaft through a reduction gearbox. The engine is
self-sufficient, since its gas generator driven oil system provides lubrication for all areas
of the engine, pressure for the torque meter and power for propeller pitch control.
Inlet air enters the engine through an annular plenum chamber, formed by the
compressor inlet case where it is directed forward to the compressor. The PT6A-60AG
and PT6A-45A, -45B, -45R compressor consists of three axial stages combined with a
single centrifugal stage, assembled as an integral unit. PT6A-65AG, -65AR, 65B has
four axial stages combined with a single centrifugal stage, assembled as an integral
unit.
The engine is equipped with a wash ring at the compressor air inlet screen. A line
running from this wash ring to a port on the outside of the cowling gives the capability to
cleanse the compressor section without engine cowling removal.
A row of stator vanes, located between each stage of compression, diffuses the air,
raises its static pressure and directs it to the next stage of compression. The
compressed air passes through diffuser tubes, which turn the air through ninety degrees
in direction and convert velocity to static pressure. The diffused air then passes through
straightening vanes to the annulus surrounding the combustion chamber liner assembly.
The combustion chamber liner is an annular, heat resistant alloy; domed at the front end
where it is supported inside the gas generator case by the 14 fuel manifold adapter
sheaths and both igniters. The rear end of the combustion chamber is open and is
supported by the large and small exit ducts. The liner assembly has perforations of
Effective: 9/16/05
4-3

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

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

B.
Remove the engine mounts from the old engine and install on the new engine,
using the same bolts, washers, and gaskets. Torque the bolts to 250-325 inch
pounds and secure with safety wire. Figure 4-8, #2
* NOTE *
If the engine mounts are removed for replacement, they must
be all the same part numbers. Torque the engine mount to
engine mount truss bolts to 480-600 inch-pounds. See Figure
4-8, #4 & #10
C.
Remove the exhaust stacks from the old engine and install on the corresponding
(left or right) exhaust ports of the new engine. Torque the bolts to 50-70 inchpounds.
ENGINE REMOVAL
A.
Preliminary steps:
** CAUTION **
To prevent damage to internal mechanisms, engines
expected to be idle for more than seven days, due to
maintenance or other reasons, should be preserved in
accordance with the engine manufacturer's recommendations
as outlined in the Engine Maintenance Manual.
B.
Turn fuel shut off handle to close fuel shut off valve.
C.
Make sure all electrical power to the aircraft is disconnected.
D.
Provide suitable containers under the engine to catch fuel and oil spillage.
E.
Remove engine cowlings.
F.
Disconnect battery.
G.
Remove propeller.
H.
Remove exhaust ducts.
I.
Remove cannular inlet cover (3 places) from compressor inlet.
J.
Securely cover the engine compressor inlet screen to prevent entry of foreign
material.
K.
Disconnect the following tube and hose assemblies at the locations noted:
4-6
Effective: 5/05/04

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

reading Tq gauge.).
Effective: 05/05/04
4-7

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

* NOTE *
Tag and retain all attaching control cable parts for engine
installation. Note clamp locations to facilitate control cable
installation.
1.
Disconnect the propeller control rod end at the propeller governor control
lever and remove the cable from the forward fire seal.
2.
Remove the prop cable from the forward fire seal.
3.
Disconnect the condition lever control push-pull tube rod end at the lever on
the start control unit.
4.
Disconnect the power control cable rod end at the power-input lever.
N.
Remove engine mount cuffs at aft fire seal (8 locations).
O.
Remove forward and rear fire seals.
P.
Remove forward engine mount basket assembly.
Q.
Remove the engine unit from the aircraft as follows:
R.
4-8
1.
Attach the engine sling to the engine hoisting lugs. Position a suitable hoist
directly over the engine and attach to the engine sling.
2.
Raise the hoist sufficiently to take the weight of the engine.
3.
Remove the cotter pins and attaching hardware, which attaches the engine
vibration, mounts to the mounting, trusses.
4.
Remove the bolts and washers attaching the mounts to the engine mount
truss.
Hoist the engine unit clear of the fuselage nose section and install in a suitable
stand. Remove the engine sling.
Effective: 5/05/04

** CAUTION **
Before hoisting the engine unit clear of the fuselage nose
section, check that all wiring, cables, and tube and hose
assemblies are disconnected and free from snagging.
ENGINE INSTALLATION
A.
B.
Install the engine unit in the aircraft as follows:

1.
Attach the engine sling to the engine hoisting lugs. Position a hoist directly
over the engine and attach to the engine sling.
2.
Remove the engine from the stand and carefully position in the engine
mount.
3.
Align the bolt holes of the engine vibration mounts with those of the engine
mounts. Install the attaching hardware. Torque the bolts to 480-600 inchpounds and install cotter pins.
4.
Install forward engine mount basket assembly.
5.
Install forward and rear fire seals.
6.
Install engine mount cuffs at aft fire seal (8 locations).
7.
Seal all mating joints to assure proper sealing of cannular inlet and filter
area with RTV sealant.
Connect the following tube and hose assemblies at the locations noted:
1.
Oil cooler augmentation lines and hoses.
2.
Gas generator case front drain valve hose.
3.
Torque system lines at forward fire seal.
4.
Gas generator case rear drain valve line.
5.
Fuel inlet, outlet hoses, and vent line (three places) at the engine driven fuel
boost pump.
6.
Oil cooler hoses (2) at the engine.
7.
Compressor wash ring tube assembly at the union forward of aft fire seal.
8.
Fuel inlet manifold adaptor dump tube at front fire seal.
9.
Fuel inlet hose at the oil-to-fuel heater.
10.
Fuel purge hose at the start control unit.
11.
Oil pressure line at engine.
12.
Engine overboard breather hose at engine.
13.
High-pressure fuel pump drain.
14.
Fuel pressure line from rear of oil to fuel heater.
15.
Torque indicating systems hoses at aft fire seal.
Effective: 05/05/04
4-9

C.
Connect the electrical leads and connector plugs at the locations noted:
1.
Engine ground cable to rear of engine-driven boost pump.
2.
Fuel flow transducer (if equipped).
3.
Starter/generator terminal block.
4.
Ignition leads at exciter box.
5.
Oil temperature-sending unit.
6.
Ng tach generator.
* NOTE *
Route forward electrical harness through forward close out.
Install grommet in slot provided. Secure harness to basket
structure as previously noted. Connect harness to items as
follows.
7.
Tq pressure transmitter (if equipped).
8.
Np tach generator.
9.
Prop beta micro switch.
10.
Over speed governor prop test solenoid (Be sure to install the two ground
wires on the mounting stud.)
11.
ITT harness at the T5 terminal block.

* NOTE *
Clean terminal ends and torque the ITT harness connections
in accordance with the Engine Maintenance Manual.
D.
Connect the engine controls.

1.
Attach the propeller control cable housing to the forward fire seal and
connect the propeller control rod end to the propeller governor control lever.
2.
Connect the fuel condition control cable rod end at the FCU condition lever.
3.
Connect the power control cable rod end at the FCU power input lever.
E.
Install the propeller.
F.
Rig the engine controls.
G.
If necessary, refer to the Engine Maintenance Manual for depreservation of the

engine oil and fuel systems.
H.
Service the engine oil system.
I.
Remove the cover from the compressor inlet screen.
J.
Install the engine cowling.
4-10
Effective: 5/05/04

K.
Perform the engine ground test and checks. (Refer to procedures outlined later
in this section and Pratt & Whitney Maintenance Manual.)
** CAUTION **
Prior to engine run-up, ensure the engine air inlet plenums are
free of foreign objects.
PROPELLER
DESCRIPTION AND OPERATION
This section describes the function of the following:
- Propeller and Beta Feedback Mechanism
- Constant Speed Unit (CSU)
- Propeller Over speed Governor
- Engine Power and Propeller Controls (FCU)
- Propeller Speed Select and Feathering Control
- Propeller Settings
*NOTE*
The Fuel Control Unit (FCU) is not included, as it is covered in
the Engine Maintenance Manual
PROPELLER AND BETA FEEDBACK MECHANISM

The propeller has five blades mounted on a hollow hub, in the front end of which is a
servo-piston that moves forward under servo-oil pressure or rearward under feather
return spring pressure (See Figure 4-1). There are five links from the servo-piston.
One goes to each blade root, and these links transmit forward motion of the servopiston to the blade roots and pivot the blades in the decrease pitch direction. When
servo-piston pressure is relieved, the servo-piston moves rearward under feather return
spring pressure and pivots the blades in the increase pitch direction. This action is
assisted by centrifugal force of the counterweight on each blade root.
Servo-oil is supplied from the constant speed unit (CSU). It flows through oil passages
in the engine reduction gear case through a transfer tube between the reduction gear
case and propeller oil transfer housing; then via the propeller oil transfer housing, the
engine shaft, the hollow hub, and the internal oil ports in the servo-piston. Refer to
Figure 4-1.
The beta feedback mechanism has three low pitch stop rods (Fig. 4-1) that are screwed
into the propeller feedback ring (Fig. 4-1). These three rods slide fore and aft in small
bushings mounted in a flange integral with the hollow hub.
Near the forward end of each low stop rod is a beta nut (Fig. 4-1). Ahead of these is the
Effective: 05/05/04
4-11

ring rod end (Fig. 4-1) which steadies the low stop rods. As the servo-piston moves
forward, it picks up on the beta nuts at a certain preset blade pitch. From that instant
the propeller feedback ring (Fig. 4-1) moves forward with the servo-piston. As it moves,
the reverse return springs (Fig. 4-1) are compressed. During the return motion, when
the servo-piston moves rearward, the reverse return springs maintain contact between
the beta nuts (Fig. 4-1) and the servo-piston by pushing aft on small plates attached to
each low stop rod.
This forward and reverse movement of the propeller feedback ring is used to monitor
blade pitch change during beta and reverse. The motion is transmitted to the beta
control valve in the CSU via the carbon block (Fig. 4-2, #4) and the propeller reversing
lever (Fig. 4-2, #2).
As the propeller reversing lever pivots back and forth, it opens or closes the beta control
valve (Fig. 4-2, #3) which is attached to the middle of the propeller reversing lever.
The beta feedback mechanism has two uses.
A.
It enables the aircraft pilot to select blade angle directly during beta and reverse.
B.
It allows provision of a hydraulic low pitch stop during flight.
CONSTANT SPEED UNIT (CSU)

For clarity and ease of understanding, the CSU is described in five different sections:
A.
A.
Servo-oil Supply
B.
Constant Speed Section
C.
Power Turbine Governing Section
D.
Beta Control Valve Section
E.
Feathering
Servo-oil Supply
The servo-oil that is used to vary the propeller blade angle is supplied by the CSU.
Refer to Figure 4-2. An oil pump in the base of the CSU boosts the engine oil pressure
to approximately 385-PSI. The oil is then routed past a pressure relief valve through the
beta control valve port to a chamber formed by the hollow drive shaft (Fig. 4-1) and the
lower part of the pilot valve plunger. Here it is ready for delivery to the propeller servopiston. Excess oil pressure and flow is bypassed via the relief valve back to the pump
inlet.
During normal constant speed operation the beta control valve port is always open. The
beta control valve plays no part on the propeller blade angle control.
B.
Constant Speed Section
The constant speed section maintains constant propeller speed during takeoff, climb,
and cruise by controlling the flow of servo-oil to and from the propeller servo-piston.
A hollow drive shaft (Fig. 4-1) is driven by a bevel gear on the engine propeller shaft.
On top of the drive shaft there are two rotating flyweights that pivot outward. This action
provides an upward force proportional to propeller RPM. The feet of the flyweights tend
4-12
Effective: 5/05/04

to lift the pilot valve plunger and the force of the speeder spring tends to push the pilot
valve plunger down. The interaction of these two forces controls the propeller speed.
The lower end of the pilot valve plunger covers the ports in the hollow shaft in the CSU
body. This mechanism directs the servo-oil to the propeller. When the upward force of
the flyweights equals the downward force of the speeder spring, the ports are covered
and no servo-oil flows to or from the propeller. The propeller blades remain at constant
pitch. This is termed "on speed" condition.
The operator may select the propeller RPM at on speed condition. He may vary the
downward force on the speed spring by actuating the speed select lever (Fig. 4-2, #9)
which is connected to the propeller control lever on the throttle quadrant.
If the operator selects a low speeder spring force, it follows that only a low flyweight
force is needed to lift the pilot valve plunger into the "on speed" condition. This is
achieved at low flyweight and low propeller RPM. The converse occurs if the operator
selects high speeder spring force.
The CSU maintains selected propeller RPM automatically and compensates for "over
speed" and "under speed". When the propeller RPM is higher than the selected speed,
the "over speed" condition occurs. The "under speed" condition results when the
propeller RPM is lower than the selected speed. These conditions are described in
detail below.
C.
1.
If the propeller RPM drops below the selected speed, the flyweight force
decreases and the force of the speeder spring pushes the pilot valve
plunger down. This process provides oil to the propeller servo-piston. The
servo-piston moves forward, which fines out the blades. The propeller RPM
will then increase. As the propeller RPM reaches the selected speed, the
flyweight force lifts the pilot valve back to the "on speed" condition.
2.
If the propeller RPM rises above the selected speed, the flyweight force
increases and overcomes the force of the speeder spring to lift the pilot
valve. The oil is dumped from the propeller, which causes the blades to
coarsen pitch. The propeller RPM will then decrease. As the propeller
RPM reaches the selected speed, the speeder spring force pushes the pilot
valve back to the "on speed" condition.
Power Turbine Governing Section
The Nf governor or fuel-topping governor of the power turbine governing section of the
CSU has two functions in the propeller speed control.
1.
The first function is during the constant speed operation of takeoff, climb,
and cruise when it acts as a safety in the "over speed" condition only. If a
malfunction occurs which allows the propeller RPM to exceed selected
RPM by 6%, the Nf governor bleeds Py air from the fuel control unit (FCU)
to limit power.
2.
The second function is during reverse propeller control when it will start to
bleed Py air from the fuel control unit (FCU) to keep the propeller and
therefore the Nf power turbine from over speeding. This will limit propeller
RPM 4% - 6% below the propeller RPM selected on the speeder spring
which is 1700 RPM, because the propeller control lever is still in full forward
position. This will in turn limit max reverse propeller RPM. During beta
Effective: 05/05/04
4-13

operations the propeller control lever on the throttle quadrant is at the max
RPM (full forward position). The speeder spring is exerting its maximum
downward force so that it will always exceed the upward force of the
flyweights in order to keep the pilot valve plunger down at all times during
the beta and reverse. The oil passages to the propeller will then be wide
open, and only the beta control valve now controls the oil flow, which is
upstream of the pilot valve plunger.
D.
3.
The components used in the Nf governor include the reset arm (Fig. 4-2,
#13), the under speed adjustment eccentric (Fig. 4-2, #15), and the fuel
governor interconnect rod (Fig. 4-2, #14).
4.
If a malfunction causes propeller "over speed" that cannot be controlled by

the CSU constant speed section during the constant speed operation of
takeoff, climb, and cruise; then the top of the pilot valve plunger lifts the air
bleed lever. The air bleed lever tilts and allows the orifice lever to bleed Py
air from the FCU. The governing action begins when the propeller RPM is
approximately 106% Np (1802 Np Maximum) or 6% above that selected on
the speeder spring. In this phase of the operation the fuel governor reset
arm (Fig. 4-2, #13) is against the maximum stop. (Figure 4-2, #12)
5.
During beta and reverse the pilot valve plunger is always in a lowered
position. Therefore, in order that the air bleed lever can contact the pilot
valve plunger, the fulcrum point of the air bleed lever is lowered by lowering
the rest. This action is performed by the Nf governor reset arm. As the
aircraft operator commands the beta operation, the fuel governor reset arm
moves off the maximum stop by the fuel governor interconnection rod. This
action continually lowers the reset post to lower the RPM from its normal
over speed protection duty of being set at 106% Np to a setting of 96% Np.
This will keep the propeller from never exceeding 96% Np (1632RPM) as
the aircraft operator chooses beta and reverse operations by bleeding Py
pressure (pneumatic governor servo pressure). This causes a decrease in
Py pressure at the computing section of the FCU (fuel control unit), causing
the fuel metering valve to move in a closing direction, thus reducing fuel
flow and consequently Ng and Nf speeds.
Beta Control Valve Section
The beta control valve (Fig. 4-2, #3) performs two functions in the propeller control.
1.
The first function during takeoff, climb, and cruise is to act as a hydraulic
low pitch stop by limiting the finest blade angle possible in flight to the low
blade angle. As power is reduced, the constant speed section maintains
selected propeller speed by fining the propeller blade angle until the servopiston picks up the beta nuts. The beta feedback mechanism starts to
close the beta control valve by moving it forward. As the blades fine out
further, the valve closes completely at the low blade angle. Because the
beta control valve is upstream of the pilot valve plunger, the constant speed
section can no longer select finer blade angles because its supply is cut off.
Except for a malfunction, the hydraulic low pitch stop is normally achieved
in descent only. It is available only as a safety during takeoff, climb, and
4-14
Effective: 5/05/04

cruise. Normally in those configurations the blades are much coarser than
the angle at which the servo-piston picks up the beta nuts.
2.
E.
The second function of the beta control valve is to enable direct control of
the propeller blade angle in beta and reverse. After the hydraulic low pitch
stop is reached, finer blade angles through flat pitch to reverse can be
selected by the aircraft operator after landing. If the beta control valve is
opened again by rearward movement, the servo-oil flows to the propeller
and moves the blades to a finer angle. This can be continued to the
maximum reverse blade angle. The beta feedback mechanism will limit the
blade angle reached in beta or reverse to that desired by the aircraft
operator. It does this by reclosing the beta control valve.
Feathering
Feathering is accomplished by raising the override rod. This pulls the pilot valve
plunger up to dump the servo-oil from the propeller. The blades feather automatically
under the action of the counter-weights and feather springs.
PROPELLER OVERSPEED GOVERNOR

The propeller over speed governor is installed in parallel with the propeller governor and
mounted at the approximate 10 o'clock position on the front case of the reduction
gearbox. The governor is incorporated to control any propeller over speed condition by
immediately bypassing pressure oil from the propeller servo to the reduction gearbox
sump. The governor consists of conventional type flyweights mounted on a hollowsplined shaft and driven by the accessory drive gear shaft. The hollow shaft embodies
ports, which are normally closed by a pilot valve installed in the shaft centerbore and
held in position by the governor speeder spring. The spring tension acts in opposition to
the centrifugal force of the rotating flyweights.
When a propeller over speed condition occurs, the increased centrifugal force sensed
by the governor flyweights overcomes the speeder spring tension and lifts the pilot valve
to bypass propeller servo oil back to the reduction gearbox sump via the governor
hollow drive shaft. This allows the combined forces of the blade counterweights and the
return springs to move the propeller blades toward a coarse pitch position, thereby
absorbing engine power and reducing propeller rpm. A solenoid-operated valve is
incorporated to facilitate functional testing of the over speed governor. When operated,
the valve resets the governor below its normal over speeds setting. (See over speed
governor check later in this section.)
ENGINE POWER AND PROPELLER CONTROLS (FCU)

The cockpit power lever is connected to the engine power lever (Fig. 4-3, #3). This
operates the cam follower pin as shown in Figure 4-3, #12.
Connected to the beta control cam (Fig. 4-3, #2) is the push-pull control cable which
runs forward on the engine to connect to the top end of the propeller reversing lever
(Fig.4-2, #2), via the fuel governor interconnection rod (Fig. 4-2, #14), and connects to
the fuel governor reset arm. Figure 4-2.
The FCU is operated by the FCU actuating lever (Fig. 4-3, #11), the FCU control rod
(Fig. 4-3, #6), and the FCU arm (Fig. 4-3, #10).
Effective: 05/05/04
4-15

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

B.
Cruise Power . . . Approximately +35 @ 42 inch station
C.
Full Feathered Angle . . . 79.0 0.5 @ 42 inch station
D.
Mechanical Reverse Pitch Stop . . . -11 0.5 @ 42 inch station
E.
Angle at which servo piston just touches the three low pitch stop rod beta nuts
(which move the propeller beta feedback ring) is 10.0 .1 when blades are held
toward decrease position at the 42 inch station. The hydro-mechanical low pitch
stop occurs at a blade angle of approximately 11 when the propeller dome has
traveled sufficiently to fully close the beta valve and shut off the oil flow to the
propeller.
F.
The specific low-pitch blade-angle determined through aircraft flight and ground
test, during which the controllability of the aircraft is checked, is approximately
11 for the Hartzell propeller installed on the Turbo Thrush.
G.
The way to set the specific low-pitch blade-angle is to adjust the hydraulic low
pitch stop. This is accomplished by proper adjustment of the three beta nuts, by
using the 1600-RPM Np Torque Setting Chart (Figure 4-5).
PROPELLER MAINTENANCE
PROPELLER REMOVAL
A.
Remove the forward cowl from the engine.
B.
Remove the spinner dome by removing the attaching screws from around the
rear circumference.
C.
Disconnect the front fork-end from the propeller-reversing lever. Disconnect the
pivot bolt securing the reversing lever to the propeller governor actuating lever
and lift the reversing lever free of the collar prior to pulling the low pitch stop
collar fully forward.
** CAUTION **
The procedures in the step above must be accomplished to
avoid damaging the propeller governor.
D.
Install the feedback ring-puller and pull the low pitch stop collar fully forward.
** CAUTION **
Make sure that the tool is not cocked to avoid damaging the
propeller. Take the precautions necessary to avoid bending
or otherwise damaging the three spring-loaded rods and the
beta feedback ring.
Effective: 05/05/04
4-17

* NOTE *
Mark propeller hub flange and the engine shaft flange so that
the propeller can be reinstalled in its original position. This
will prevent disturbing the propeller/engine combination
dynamic balancing if the same propeller is to be reinstalled.
E.
Remove the safety wire from the propeller mounting bolts. Using a 5/8" box head
wrench, remove the eight bolts securing the propeller in place and remove the
propeller from the airplane.
PROPELLER INSTALLATION
A.
Place the new O-ring seal over the engine shaft.
B.
Pull the beta ring fully forward with the puller.

** CAUTION **
Make sure the tool is not cocked to avoid damaging the
propeller. Take the precautions necessary to avoid bending
or otherwise damaging the spring-loaded rods and the beta
feedback ring (brass ring).
C.
Install the propeller on the engine by inserting the two dowel pins on the propeller
flange in the appropriate holes on the propeller shaft flange.
* NOTE *
The propeller will fit on the engine in two positions, 180 from
each other. Either position is permissible to use. If the same
propeller is being reinstalled, install in the original position as
previously marked.
This will prevent disturbing the
propeller/engine combination dynamic balancing.

D.
After assuring that complete and true surface contact between the flanges has
been established, apply (MIL-PRF-83483, Hartzell P/N A-3338-1 or latest
upgrade) antiseize compound to mounting bolt threads and washer surfaces (and
remainder of bolt if desired). For the HC-B5MP-3 ( ) propeller install eight (8)
P/N B-3339 bolts and eight (8) A-2048-2 washers through engine flange into the
propeller flange.
*** WARNING ***
Chamfer of washer must face bolt head at installation.
4-18
Effective: 5/05/04

E.
Using (Hartzell P/N AST-2877) special torquing adapter and a standard torque
wrench, torque all eight bolts according to instructions as outlined in the latest
edition of Hartzell Propeller, Inc. Owner's Manual & Log Book No. 139.
F.
Safety all mounting bolts in an airworthy manner with .032-inch minimum

diameter stainless steel wire.
G.
Remove the feedback ring puller and connect the propeller reversing lever to the
propeller control linkage.
** CAUTION **
With the carbon block assembly held against one side of the
beta feed back ring, check the side clearance (Refer to Figure
4-6). Clearances can be established by dressing the block(s)
side(s) as required.
H.
Check the propeller reversing linkage on the front end of the engine for proper
rigging.
I.
Reinstall the spinner dome and engine cowling.
J.
Perform the necessary engine run-up checks.

* NOTE *
Thrush Aircraft Inc. recommends that the propeller be
dynamically balanced to the engine whenever a new propeller
or an overhauled propeller is installed, or any time there is a
question of the propellers balance. Following the instruction
of the propeller balancing equipment (Chadwick Helmuth
Vibrex or equivalent equipment), set the amplitude of vibration
given in IPS (inches per second) on the balancer's meter to a
level of .2 or less at 1,500 rpm Np by adding weights to the
light blade(s) or spinner bulkhead in accordance with Hartzell
Propeller Owners manual P/N 139 chapter 6.
* NOTE *
Do not add more than four (4) balance weights (P/N A-1305)
in any one stack. A maximum total of eight (8) weights are
allowed on any one clamp half.
CONSTANT SPEED UNIT (CSU) REMOVAL
A.
Remove the forward engine cowling.
Effective: 05/05/04
4-19

B.
Remove bolt that secures the propeller control cable to the governor's speed
select lever.
C.
Remove the cotter pin, castellated nut, and washer and bolt securing the Nf
governor-interconnecting rod to the Nf governor reset arm.
D.
Remove the cotter pin, castellated nut, washer, bolt and spacer securing the front
clevis end to the propeller-reversing lever.
E.
Remove the cotter pin, washer, clevis pin and bushing securing the propellerreversing lever to the beta valve. Remove reversing arm.
F.
Disconnect coupling nut of pneumatic (Py) front tube from straight nipple on
propeller governor.
G.
Remove the four nuts and washers anchoring the governor to the mounting pad
on the reduction gearbox case.
H.
Remove governor and governor mounting pad gasket.
I.
If CSU is to be replaced by a new or overhauled unit, remove the straight nipple

from Py port on governor. Remove "O" ring and retain nipple for reuse on the
replacement unit.
CONSTANT SPEED UNIT (CSU) INSTALLATION
A.
Install a new gasket over the four studs on the governor-mounting pad.
** CAUTION **
Make sure the gasket is placed on the mounting pad with the
raised side of the screen up so that it will fit into the recess on
the base of the governor.
B.
C.
If a new or overhauled propeller governor is to be fitted, install straight nipple as

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

65 to 70 lb. in.
Lightly coat the splined shaft of the governor with clean engine oil.
** CAUTION **
Ensure drive splines are completely engaged by checking that
flange of governor rests squarely on gasket with no gap.
Rotate propeller to assist engagement, if necessary.
D.
Position the governor on the mounting pad and secure it in place with the four
attaching washers and nuts. Torque the nuts to 125 to 135 inch-pounds.
E.
Secure the propeller-reversing lever to the beta valve with the attaching bushing,
clevis pin, washer and cotter pin.
4-20
Effective: 5/05/04

F.
Secure the front clevis end to the propeller reversing lever with the attaching
spacer, bolt, washers, castellated nut and cotter pin.
G.
Secure the Nf governor-interconnecting rod to the Nf governor reset arm with the
attaching bolt, washer, castellated nut and cotter pin.
H.
Secure the governor speed select lever to the propeller speed control cable with
the attaching bolt, washer and nut.
I.
Ensure the governor's stop plate contacts both the high RPM stop screw and the
feathering stop screw, when the propeller control lever in the cockpit is operated.
Ensure that there is sufficient cushion at both positions on quadrant. If linkage will
not allow proper travel, adjust the control linkage at either rod end or move speed
select lever on the governor to obtain necessary travel.
J.
Connect coupling nut of the pneumatic (Py) front tube to propeller governor.
Tighten nut; torque to 90 to 100 lb. in., and lock wire.
K.
Check engine front linkage rigging.
L.
Accomplish propeller governor operational checks in accordance with the

appropriate Pratt & Whitney Maintenance Manual.
M.
Install the forward engines cowling.

PROPELLER CSU HIGH RPM ADJUSTMENT
If a high RPM adjustment is required, turn the high RPM stop screw on the governor
head clockwise to decrease or counter clockwise to increase RPM as required to obtain
1,700 RPM propeller speed (NP). After adjustment, ensure there is sufficient cushion at
both the feathered and high RPM positions at the propeller lever on the throttle
quadrant. Lock wire the high RPM stop screw after adjustment.
PROPELLER OVERSPEED GOVERNOR REMOVAL
A.
Remove the forward engines cowling.
B.
Remove the safety-wire and disconnect the electrical plug from the governor
solenoid valve.
C.
Remove the four self-locking nuts and plain washers securing the governor and
remove the governor from the left side of the reduction gear housing.
PROPELLER OVERSPEED GOVERNOR INSTALLATION
A.
Install a new gasket on the mounting pad.
B.
Apply clean engine oil to the governor splined drive.
C.
Position the governor on the mounting pad and install the four plain washers and
self-locking nuts. Apply a torque of 125 to 135 inch-pounds to the mounting nuts.
(Make sure you have the two ground wires under one of the nuts.)
D.
Connect the electrical plug to the governor solenoid valve.
E.
Reinstall the forward cowling.
F.
Perform over speed governor check (prop test).
Effective: 05/05/04
4-21

ENGINE CONTROLS
RIGGING INSTRUCTIONS
The following instructions will produce nominal settings of the engines operating
parameters. If an engine is installed, fuel control, propeller or propeller governor
replaced or any time the adjustment of these units is disturbed, the engine controls
rigging should be checked.
AIRFRAME CONTROL LINKAGES
Proper engine/airframe control system rigging is a prerequisite in order to achieve
satisfactory engine operation. The airframe control system will provide the required
throws, travel limits, and etc. necessary for the engine controls operation.
PROPELLER REVERSING INTERCONNECT LINKAGE
Details for assembly and disassembly of engine push-pull cable are contained in the
Engine Maintenance Manual.
** CAUTION **
Never attempt to move the power lever into reverse with
engine shutdown without first removing the pin at the rear
clevis. (Refer to Figure 4-3, item #1)
FRONT LINKAGE
A.
Propeller in FEATHER
B.
Align rig pin holes in propeller cambox and install pin (Fig. 3, See Rig Pin Hole. A
#41 drill bit can be used as a rig pin. This setting is a rigging datum point.
C.
Detach front clevis (Fig. 4-2, #6) at propeller reversing lever (Fig. 4-2, #2) by
removing retaining pin. Do not lose spacer.
D.
Connect push-pull cable rear clevis (Fig. 3, Item 1) to center hole of propeller
cam (Fig. 3, Item 2).
E.
Disconnect fuel governor interconnect rod (Figure 4-2, #14) from fuel governor
reset arm (Figure 4-2, #13) by removing retaining bolt.
F.
Position rear of clevis slot on beta valve Fig. 4-2, # (3) flush with front surface of
conical cap (1) on propeller governor (see rigging datum).
G.
Apply forward tension on push-pull cable and while maintaining rigging datum
setting in step F, adjust clevis (Fig. 4-2, #6) so that retaining pin is easily installed
at clevis and reversing lever (Fig. 4-2, #2) interconnect. Ensure there is no slack
in the push-pull cable. If necessary, adjust length of cable on ball terminal ends
and on lever prior to completing connection and check clevis ends for safety;
cable must be of sufficient length to prevent the passage of lock wire through the
witness holes.
4-22
Effective: 5/05/04

H.
With beta valve set at the rigging datum position, set fuel governor reset arm
(Fig. 4-2, #13) on its MAX stop (Fig. 4-2, #12). Align holes in terminal end of
interconnect rod (Fig. 4-2, #14) with the outer hole of the rest arm so that the
retaining bolt can be easily installed. Shorten the length of interconnect rod (Fig.
4-2, #14) by one-half turn on the terminal end.
I.
When rigging is complete, check all cotter pins for correct installation, safety
wiring complete and all clevis ends, nuts, etc., are in safety and secured.
REAR LINKAGE
A.
Disconnect power lever control cable (Fig. 4-3, #4) at input lever (Fig. 4-3, #3).
B.
Disconnect push-pull cable (Fig. 4-3, #1) from propeller cam (Fig. 4-3, #2) by
removing retaining pin.
C.
Align rigging holes in propeller cambox and install rig pin. This setting is a rigging
datum point.
D.
Set condition lever (Fig. 4-3, #5) at LO-IDLE and install rig pin. This setting is a
rigging datum point.
E.
Set FCU arm (Fig. 4-3, # 10) on FCU speed setting shaft (Fig. 4-7) maintaining
an angle of 45 degrees as shown.
F.
Adjust interconnect rod (Fig. 4-3, # 6) to length of 8.25 +/- .0625 inches between
terminal end centers and using the outboard hole in FCU arm (Fig. 4-3, # 10) and
2nd hole down from the top of FCU actuating lever (Fig. 4-3, # 11), install
interconnect rod.
G.
Place power control lever (Fig. 4-3, # 7) at Beta and reverse lockout stop and
install rig pin into FCU actuating lever (Fig. 4-3, #11) with cambox input lever
(Fig. 4-3, # 3) slightly forward of vertical, connect power lever control cable (Fig.
4-3, #4) to inboard hole on cambox input lever (Fig. 4-3, #3).
H.
Remove the rig pin from the cambox (Fig. 4-3, #2) and operate the power control
lever (Fig. 4-3, #7) throughout its forward operating range. Observe that the FCU
hits the FWD MAX STOP and returns to the ground idle position when the power
control lever is fully advanced with FCU on FWD MAX STOP, ensure that:
1.
Cam follower pin is clear of bottom of cam track.
2.
FCU reaches FWD MAX STOP before cockpit power lever reaches its
forward extremity of control quadrant travel. There should be a slight
cushion at the end of lever travel.
I.
Select MAX REVERSE with power control lever (Fig. 4-3, #7) and verify that FCU
MAX REVERSE STOP (Fig. 4-7) is contacted before power lever reaches
rearward extremity of control quadrant travel. Allow slight cushion at the end of
lever travel.
J.
To check dead band, place protractor on cambox input lever (Fig. 4-3, #3).
K.
Retard power lever (Fig. 4-3, #7) into REVERSE range as far as necessary in
order to get the FCU lever (Fig. 4-3, #10) to move off of the dead band stop.
Slowly move the power lever (Fig. 4-3, #7) forward until the dead band
adjustment screw (Fig. 4-7) hits the stop. The screw should be against the stop
Effective: 05/05/04
4-23

until a piece of paper between the screw and the stop is held tightly and a further
motion in the REVERSE direction will release the paper.
L.
Measure the angle of the cambox input lever (Fig. 4-3, #3).
M.
Push the power lever (Fig. 4-3, #7) forward to the point where the stop screw is
about to lift-off of the stop, but will slightly still grip the piece of paper tightly.
N.
Measure the cambox input angle. The difference between the two angle
measurements should be 11 to 12 degrees. Adjust the dead band stop screw
(Fig. 4-7) to obtain the desired dead band travel. One full turn out of the dead
band adjustment screw will widen the dead band 1.32 degrees.
O.
Check that the dead band adjusting screw (Fig. 4-7) first contacts the stop at, or
slightly forward of the idle detent and the adjusting screw begins to lift-off the
stop at, or slightly aft of the ground idle detent.
P.
The dead band travel can be repositioned by adjusting the serrated washer (Fig.
4-7) on the speed setting shaft. A movement of one serration will result in 0.6degree change in position of the FCU arm (Fig. 4-3, #10). Fine adjustments of
the dead band position may be made by adjusting the length of the interconnect
rod (Fig. 4-3, #6).
Q.
Connect the push-pull cable (Fig. 4-3, #1) to the propeller cam Fig. 4-3, #2).
R.
When rigging complete, check all cotter pins for correct installation, safety wiring
complete and all clevis ends, nuts, etc. are in safety.
CONDITION LEVER LINKAGE
With the condition lever placed in LOW-IDLE, install rig pin. This is the datum setting
point.
A.
Place the condition control lever (Fig. 4-3, #8) in LOW-IDLE detent on cockpit
control quadrant.
B.
Align cable terminal with 3rd hole from the top in FCU condition lever (Fig. 4-3,
#5) and connect.
C.
Operate the condition control lever (Fig. 4-3, #8) on the cockpit control quadrant
throughout its full range to ensure freedom of movement and check the following:
1.
When OFF, the FCU cut-off stop (Fig. 4-7) is contacted and the pump offload set screw (Fig. 4-7) fully depresses the pump unloading valve plunger
(Fig. 4-7).
2.
When control lever selected to LOW-IDLE, the FCU condition lever (Fig. 43, #5) rig pin can be inserted and withdrawn freely.
3.
When selected to HIGH-IDLE, the FCU reset lever contacts the HIGH-IDLE
stop (Ref. Fig. 4-7).
PROPELLER RIGGING
A.
Move propeller control lever (Fig. 4-3, #9) fully forward and check that the skirt
below the propeller governor speed set lever (Fig. 4-2, #9) contacts the
maximum speed stop (Fig. 4-2, Item 10).
4-24
Effective: 5/05/04

B.
Move the propeller control lever in the cockpit to FEATHER and ensure that the
skirt below the governor speed set lever (Fig. 4-2, Item 9) fully depresses the
feathering valve plunger.
Upon completion of rigging and prior to engine running, a functional check of the
systems operation should be carried out. This check should include the operation of all
controls throughout their entire operating range and checking for freedom of all
movement, freedom from binding, security and safety.
ENGINE RIGGING CHECKS AND ADJUSTMENTS

This section details various engine and propeller functional checks, which are
performed after engine control rigging and engine run up.
GROUND IDLE ADJUSTMENTS (Ref. Fig. 4-7)
A.
Run engine to bring oil temperature within normal operating ranges (38 C
minimum).
B.
Set condition lever to LOW-IDLE. and power control lever in IDLE. Check Ng
tachometer for a reading of 59% Ng for PT6A-45A, -45B, -45R and PT6A-65AG, 65AR, -65B or 62% Ng for PT6A-60AG. If it is not, proceed as follows:
1.
Loosen FCU lever clamp screw (Detail A) then loosen the upper low idle
adjustment screw and tighten the lower low idle screw by an equal number
of turns to INCREASE idle speed. One flat allen head screw will change idle
speed 4%.
2.
Tighten the FCU lever clamp screw.

*NOTE*
After adjusting idle, MAX FORWARD and MAX REVERSE
settings may require readjustment.
FLIGHT IDLE ADJUSTMENTS
A.
Set condition lever to HIGH-IDLE. Condition lever (Fig. 4-3, #8) must contact
HIGH-IDLE stop screw (Fig. 4-7). An angle of 42 degrees 4 degrees
represents the angle formed between the CUT-OFF and HIGH-IDLE positions at
the lever.
B.
Set HIGH-IDLE to 69% Ng. For the PT6A-60AG, adjustments can be made by
turning nuts on the cam follower assembly (Fig. 4-7). Adjusting the nuts out will
rotate the FCU lever (Fig. 4-3, Item 10) in a clockwise direction and increase Ng
and conversely, turning the nuts in will rotate the FCU lever in a counterclockwise
direction and decrease Ng. Turning the nut one turn will increase or decrease
HIGH-IDLE speed by 1.5%. (Note: PT6A-45A, -45B, -45R and PT6A-65AG, 65AR, -65B High-Idle is adjusted by turning High-Idle Stop in to increase, out to
decrease RPM.)
PROPELLER GOVERNOR CHECK
A.
Set power lever to IDLE.
Effective: 9/16/05
4-25

B.
Feather propeller.
C.
Ng should not change more than 100 RPM.

MAX PROPELLER SPEED CHECK
A.
Set propeller control lever to obtain 100% Np or 1700 RPM
B.
Adjust MAX SPEED stop adjuster screw (Figure 4-2, item 10) as necessary.
OVERSPEED GOVERNOR CHECK
The over speed governor is set to govern at 104% Np or approximately 1768 RPM and
should not normally require re-adjustment. To check:
A.
Move the propeller control lever to MAX INCREASE.
B.
Increase power to obtain 1600 RPM.
C.
Do not exceed engine torque limit during this check.
D.
Hold propeller test switch in PROP GOV TEST.
E.
Advance power control lever until RPM stabilizes. Over speed governing should
hold stable rpm indication of 1598 20 RPM.
F.
Return power lever to IDLE and release the propeller test switch.
FEATHERING CHECK
A.
Set propeller control lever to MAX INCREASE.
B.
Set power control lever at IDLE.
C.
Set condition lever at LOW IDLE.
D.
Pull propeller power control lever aft., past the GROUND OPERATION
PROPELLER PITCH STOP detent, to the after most position and observe that
the propeller begins to feather.
REVERSE MAX POWER CHECK (Figure 4-4)
A.
Fuel Condition Lever HIGH IDLE
B.
Propeller Control Lever MAX INCREASE
C.
Power Lever - Pull slowly from IDLE to REVERSE.
D.
Propeller speed rises to and steady between 1580 and 1650 RPM.
E.
Torque should be in the range of 8.5 to 9.5 psi.

GROUND OPERATION PROPELLER PITCH STOP
Provides positive method to keep out of the propellers ground operation RPM
restrictions. (NOTE: This stop is adjusted at the factory by controlling the length of the
latchs pawl and should not require field adjustment. If adjustment is necessary, file the
end of the pawl to adjust length, to obtain below said specifications.)
For PT6A-45A, -45B, -45R, -60AG, -65AG, -65AR, -65B engines with model HC-B5MP3C/M10876AS or ANS propellers adjust the ground operation propeller pitch stop to
4-26
Effective: 9/16/05

restrict propeller rpm to 1170 or below.
*NOTE*
A.
1170 to 1400 RPM Np is prohibited on Ground.
B.
Stabilized operation below 900 RPM Np is prohibited

Except in feathered operation from 0 to 400 RPM Np.
BETA & REVERSE LOCKOUT
Provides a positive lock to prevent unintentional movement of the power lever into beta
or reverse mode.
FUEL SHUTOFF LOCKOUT
Provides a positive lock to prevent unintentional movement of fuel control lever to the
fuel cut off position.
1600 RPM Np TORQUE SETTING
The 1600 Np torque setting is adjusted using the three beta nuts on the propeller. Refer
to Figure 4-5 when following the steps below.
*NOTE*
It is not necessary to cap the bleed air line when checking the
1600 RPM torque setting
A.
Record the stabilized outside air temperature accurately and set the altimeter
window to 29.92. Record the pressure altitude.
B.
Start the engine and allow the instruments to stabilize.
C.
With the propeller lever full forward, advance the power lever until 1600 RPM
propeller speed is obtained.
D.
Record the engine torque which is indicated on the torque meter.
E.
F.
Refer to chart in Figure 4-5 and read the desired engine torque for the prevailing
ambient conditions.
G.
Ensure that the beta valve clevis slot is flush with the beta valve cap nut.
Remove the propeller spinner and adjust the beta nuts, if necessary, to obtain
the desired engine torque. To facilitate the adjustment of the beta nuts, scribe a
line on the beta nuts and the low-pitch stop rods as shown in Figure 4-5. Use the
reference line to ensure that each nut is adjusted the same number of flats.
Turning the nuts six flats will provide approximately one (1) PSI change in the
engine torque. Standing in front of the propeller and facing the dome, make the
adjustments: to increase turn clockwise and to decrease turn counter-clockwise.
The torque meter should be within +/- one (1) psi of the predetermined value.
Effective: 9/16/05
4-27

**CAUTION**
It is important that each nut be moved the same amount to
ensure that the nuts are not moved out of the relationship with
each other.
**CAUTION**
Do not perform ground testing of the propeller if the wind
exceeds 5 MPH. If any wind at all is present, head the aircraft
to a crosswind.
ENGINE DATA PERTINENT TO THRUSH AIRCRAFT INC INSTALLATION

Low (Ground) Idle
-60AG ...........................62.5% +1%, -0% NG

-45A, -45B, -45R ................... 59% 1% NG
-65B, -65AR, -65AG ............... 59% 1% NG
High (Flight) Flight Idle
69% Ng
Fuel Boost Pump Pressure

(Electric & Engine Driven)
20 +/-1 psig
Max Reverse
8-10 psi
Prop Test (O/S Governor)
1,598 20 RPM
Max Propeller RPM
1,700 RPM
Hydraulic Low Pitch Stop
Check in accordance with 1600 RPM NP
ENGINE LIMITS CHART (PT6A-65AG SHOWN), for pertinent engine instrument

marking see chapter 8, Figure 1a through 1d.
POWER SETTING
SHP
TORQUE ITT
(PSI) ** (C)
OIL
(%)
NP
PRESSURE
NG (RPM)
(PSIG)
OIL
TEMP.
(C)
Takeoff
1300
48.03
810
***
104
1700
90 to 135
0 to 110
Max. Continuous
1220 45.07
810
****
104
1700
90 to 135
0 to 110
60 minimum
-40 to 110
200 maximum
-40
minimum
1870
40 to 200
-40 to 110
*****
1650
90 to 135
0 to 110
******
Minimum Idle
750
56
*******
Starting
1000*
Acceleration
(Transient)
Maximum Reverse
4-28
60.98
900
870*
760
104
Effective: 5/05/04

LEGEND:
1050 SHP -60AG; 1050 SHP -45A, -45B, -45R; 1100 SHP 65B
1050 SHP -60AG; 1020 SHP -45A, -45B, -45R; 1100 SHP 65B
38.8 PSI -60AG; 38.8 PSI -45A, -45B, -45R; 43.34 PSI 65B
37.7 PSI -60AG; 37.7 PSI -45A, -45B, -45R; 43.34 PSI 65B
Transient Engine Limits are limited to 5 seconds for starting and 20 seconds
during acceleration.
**
The Torque Pressure Limits listed above are for NP = 1700 RPM only.
***
-45A, -45B & -45R = 800; -60AG = 820; -65B = 820; - 65AR = 855
**** -45A, -45B & -45R = 800; -60AG = 775; -65AR = 840
***** -45A, -45B & -45R = 99to 110; -60AG = 0 to 110
****** -60AG = 0 to 104; - 65B = 0 to 99; -65AR = 10 to 105
******* -65B = 700; -65AR = 715
For PT6A-45A, -45B, -45R, -60AG and -65AG, -65AR, -65B with HC-B5MP3C/M10876AS or ANS propeller the following applies:
A.
1170 to 1400 RPM Np is prohibited on Ground
B.
Stabilized operation below 900 RPM Np is prohibited Except in feathered

operation from 0 to 400 RPM Np.
Effective: 9/16/05
4-29

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

Figure 4-0b: PT6 Engine Assembly

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
INLET SCREEN
P2.5 CABIN BLEED
FIRESEAL FRONT
FUEL NOZZLE ADAPTER
PY AIR LINE
DATA PLATE POWER SECTION
PROPELLER GOVERNOR (CSU)
PROPELLER SHAFT
PROPELLER OVERSPEED GOVERNOR
PAD
TORQUE OIL PRESSURE PORT
REDUCTION GEARBOX STATIC
PRESSURE PORT.
Effective: 5/05/04
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
IGNITER PLUG
ENGINE MOUNT PAD
P3 CABIN BLEED PORT
OIL SCAVENGE TUBES
IGNITION CABLES
EXCITER BOX
WASH SPRAY RING
OIL LEVEL SIGHTGLASS
REAR FIRESEAL
OIL FROM AIRFRAME COOLER
4-31

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

Figure 4-2: Propeller Reversing Linkage

Effective: 5/05/04
4-33

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

Figure 4-4: Engine Control Quadrant
Effective: 5/05/04
4-35

TORQUE PRESSURE (PSI) AT 1600RPM

PRESSURE ALTITUDE ANDTEMPERATURE CONVERSION CHART
Pressure Altitude
(Ft.)
Temp. (0
Degrees C)
50
40
30
20
10
-10
-20
10
10
10
11
11
12
12
2000
10
10
10
11
11
4000
10
10
10
6000
10
8000
Figure 4-5: Torque Conversion Chart
4-36
Effective: 5/05/04

Figure 4-6: Beta Feedback Mechanism
Effective: 5/05/04
4-37

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

Figure 4-8: Vibration Isolators
Effective: 5/05/04
4-39

Figure 4-9: Propeller Angle Guide

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

SECTION 5
FUEL SYSTEM
TABLE OF CONTENTS
FUEL SYSTEM ............................................................................................................... 2
GENERAL DESCRIPTION ....................................................................................... 2
MAINTENANCE PRECAUTIONS ............................................................................ 3
SUB-SYSTEMS AND COMPONENTS ..................................................................... 3
FUEL QUANTITY INDICATING SYSTEM ........................................................... 3
FUEL QUANTITY INDICATOR ............................................................................ 3
TRANSMITTER ................................................................................................... 4
REMOVAL ...................................................................................................... 4
INSTALLATION .............................................................................................. 4
CALIBRATION ............................................................................................... 4
CAPACITY (U.S. GALLONS) .............................................................................. 5
AUXILIARY ELECTRIC FUEL PUMP .................................................................. 5
AUXILIARY ELECTRIC FUEL PUMP REMOVAL .......................................... 5
AUXILIARY ELECTRIC FUEL PUMP INSTALLATION .................................. 6
ENGINE-DRIVEN FUEL PUMP ........................................................................... 6
FUEL FILTER ...................................................................................................... 6
AIRBORNE 1J18 FUEL FILTER SERVICE INSTRUCTIONS ........................ 6
OPTIONAL FUEL FLOW ..................................................................................... 7
FUEL LINE MAINTENANCE ............................................................................... 8
SEALING COMPOUNDS ......................................................................................... 8
LEAK SEALING ................................................................................................... 9
RESEALING AFTER COMPLETE SKIN REMOVAL ........................................... 9
TROUBLESHOOTING ........................................................................................... 10
FUEL SYSTEM TROUBLE SHOOTING CHART .............................................. 10
ACTIVATING HOPPER (FERRY) FUEL SYSTEM ................................................ 12
OPERATING INSTRUCTIONS FOR THE P/N 60167 FERRY FUEL SYSTEM 13
FIGURE 5-1: FUEL SYSTEM, FIREWALL AFT .......................................... 14
FIGURE 5-2: FIREWALL FUEL FILTER ..................................................... 15
FIGURE 5-3: HOPPER FERRY FUEL SYSTEM ........................................ 16
Effective: 9/16/05
5-1
THRUSH AIRCRAFT INC MODEL S2RHG-T34 TURBO THRUSH

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

fuel should be drained from each wing tank drain, the header tank drain, and the firewall
fuel filter until all signs of water are gone.
MAINTENANCE PRECAUTIONS
The establishment of safe maintenance procedures is necessary to ensure safety of
personnel and prevent damage to the aircraft when performing fuel system maintenance.
The principle precautions that should be enforced are enumerated as follows:
A.
Perform fuel system maintenance in an approved work area.
B.
Ground aircraft and maintenance stands to a common ground; ground- attaching

surfaces must not be painted.
C.
Remove external power sources and disconnect batteries.
D.
Suspend all maintenance except fuel system maintenance, unless area is declared
safe from explosive vapors.
E.
Assure that fire-extinguishing equipment is readily available.
F.
Use air-driven power tools only.
G.
Use explosive-proof electric lights or flashlights.
H.
Wear cotton clothing to avoid possible static electricity discharge.
I.
Service, defuel, and refuel aircraft as outlined in Section II.
J.
Do not remove components from the fuel system until replacement components or
covers are available for exposed openings.
K.
Always replace O-rings, seals, etc. when re-installing fuel system components.
SUB-SYSTEMS AND COMPONENTS

FUEL QUANTITY INDICATING SYSTEM
The fuel quantity indicating system consists of a fuel quantity indicator, located in the left
instrument panel and electrically connected to a fuel quantity transmitter installed in each
fuel tank. The fuel quantity indicating circuit is provided with variable resistors within the
transmitters. These resistors vary the current flow through the indicating circuit. As the
current flow varies, the needle on the fuel quantity indicator will indicate the level of fuel
sensed by the fuel quantity transmitter.
FUEL QUANTITY INDICATOR
One fuel quantity indicator is installed in front of the pilot in the left instrument panel. This
instrument is a single reading indicator that serves either the left of right fuel tank by
operation of an electric fuel tank-selector switch on the left instrument panel. A
transmitter installed in each fuel tank sends input signals to the indicator that gives the
proper level of fuel in each tank. The instrument face is marked in increments from empty
to full. Refer to Section 8 for additional information.
Effective: 9/16/05
5-3

TRANSMITTER
The fuel quantity transmitters are installed in the inboard aft corner of the wing fuel tanks.
Access to the transmitter is gained by removing the inboard cover plate. As the fuel level
increases, the float arm is repositioned. This produces a minimum resistance through the
transmitter, permitting maximum current flow through the fuel quantity indicator and
maximum pointer deflection. As the fuel level is lowered, resistance in the transmitter is
increased, producing a decreased current flow through the fuel quantity indicator and
consequently a smaller pointer deflection on the fuel quantity indicator.
Removal
Removal of the fuel quantity transmitter can be accomplished through the inboard cover
plate on the upper surface of the wing.
A.
Defuel aircraft as outlined in Section 2.
B.
Remove inboard cover plate.
C.
Disconnect electrical leads at the transmitter.
D.
Remove attaching screws, washers and bushings, and carefully remove

transmitter assembly.
Installation
The transmitter can be installed by reversing the removal procedures. Do not damage
float or bend float arm when placing the transmitter into the tank or incorrect readings will
result.
Calibration
The fuel quantity transmitter and indicator have been calibrated at the factory and should
not require recalibration. However, if for some reason the system requires recalibration,
the electrical system should be carefully checked prior to recalibration. When necessary,
the fuel quantity indicating system is calibrated as follows:
A.
Defuel aircraft as outlined in Section 2.
B.
Connect an APU (auxiliary power unit) to the external power connector.
C.
Turn APU on and adjust to 27.5 volts.
D.
Turn battery switch ON. Readjust APU to 27.5 volts, if necessary.
E.
Place fuel quantity switch to L.H. MAIN tank.
F.
With the transmitter float resting on the bottom of the fuel tank, set indicator needle
to the empty mark by adjusting the screw on front of indicator.
G.
Raise float to touch top of fuel tank and set indicator needle to the full mark by
adjusting trimmer screw on back of indicator.
H.
Place fuel quantity switch to R.H. MAIN tank.
I.
Repeat steps F and G for right fuel tank.
J.
Turn battery switch OFF.
K.
Turn APU OFF.
5-4
Effective: 5/05/04

L.
Level aircraft as outlined in Section 2.
M.
Disconnect right fuel tank fuel lines to header tank at wing outlet ports. Cap fuel
tank fittings and disconnected fuel lines.
N.
Fill header tank and lines with fuel.
O.
Add one (1) U.S. gallon of fuel to each wing tank.
P.
Turn APU ON.
Q.
Turn Battery switch ON.
R.
Check fuel quantity indicator for correct reading of each tank. Indicator should
read empty (O) at one gallon.
S.
Complete the calibration (see Table below).
T.
After completion of the preceding steps, the calibration should be correct. If not,
check transmitter float arm for correct down (empty) position and correct by
bending float support arm as needed. Recalibrate system and check for correct
reading.
U.
If the system is still out of calibration, remove and replace the transmitter and/or
the indicator.
V.
Turn off and disconnect APU.
W.
Turn battery OFF.
X.
Restore the fuel system to its original configuration.

CAPACITY (U.S. GALLONS)
GAUGE READING
EMPTY
1/2 FULL
40 (-3, +5)
FUEL IN TANK
1 Gallon
Gallons
82
82 (-0, +8)
ABOVE 82
Ungauageable
Per Tank
AUXILIARY ELECTRIC FUEL PUMP
The auxiliary fuel pump is installed on the underside, left side of aircraft cockpit aft of the
fuel header tank. A two-position switch labeled AUX FUEL PUMP on the switch panel
electrically controls this pump. The pump is a positive displacement vane type with a
balanced-type relief valve, and provides a fuel pressure of 20 1psi. This pump provides
positive fuel pressure for engine starting and may be used for continuous engine
operation in the event of engine-driven fuel pump failure. Maintenance and disassembly
of this pump is not authorized. Therefore, the servicing is limited to the removal and
replacement of the pump.
AUXILIARY ELECTRIC FUEL PUMP REMOVAL
A.
Close fuel shutoff valve.
Effective: 9/16/05
5-5

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

threads.)
C.
Pull filter bowl (Item 2) straight off filter housing stud.
D.
Using one thin open end wrench, hold filter retaining nut (Item 3) while
loosening jam nut (Item 4) with second wrench.
5-6
(Right hand
Effective: 5/05/04

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

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

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

LEAK SEALING
Determine the approximate location of the leak by visual inspection through the cover
plates in the lower surface of the wing. After leak area is determined, drain all fuel from
affected tank. See Section II for defueling procedures.
A.
Remove the cover plates on upper surface of wing to repair the tank leak. Sealing
can be accomplished through these openings.
**CAUTION**
Assure that the leak is not being caused by structural cracks,
loose seams or any source other than a pinhole from around
a properly installed fastener.
B.
Clean the general area of the leak with clean paper towels. Apply an even coating
of CS 3204 A2 with a stiff clean brush. Catalyst is furnished and should be
carefully mixed according to instructions on the container.
C.
Allow the sealer to dry overnight.
D.
After drying, the sealer should be checked for air bubbles or thin spots. Additional
sealer should be applied where necessary.
E.
Reinstall the cover plates on wing upper surface.

RESEALING AFTER COMPLETE SKIN REMOVAL
To reseal the fuel tanks after removing or repairing the wing skin, proceed as follows:
A.
Prior to installing the wing tank skin, all surfaces that will receive sealant shall be
cleaned and etched.
B.
Apply CS 3204 B2 mixed compound to all areas of contact between the skin and
rib structure.
C.
Rivet the wing tank skin in place and allow the sealer to dry until tacky to the touch.
D.
After adequate drying, the sealer should be checked for air bubbles or thin spots.
Apply additional CS 3204 A2 sealer as necessary.
E.
Reseal cover plates and fuel quantity transmitter mounting with CS 3204 B2.
F.
Vacuum tank area thoroughly to remove all particles of dried sealant, dirt or other
foreign matter.
Effective: 5/05/04
5-9

G.
Allow the sealant to cure for 16 hours or more.
H.
Pressure check fuel tank from 38 to 44 inches of water-manometer, for 3 (+1)

minutes.
**CAUTION**
Do not attempt to apply pressure to the tank without first
sealing off all lines and vents, and without an adequate
regulator to control pressure. Do not pressurize the tank in
excess of 1.589 psig (44.0 inches of water-manometer) or
damage may occur.
I.
To prevent water and chemical entry into wing and empennage skin joints and
edges, make fillets by applying a small bead of CS 3204 B2 to all skin edges,
joints, and overlaps. The fillets can be painted after sealer has dried.
TROUBLESHOOTING
The trouble-shooting figure in this section discusses symptoms, which can be diagnosed
and interprets the results in terms of probable causes and the appropriate corrective
remedy to be taken. Review all probable causes given and check other listings of
troubles with similar symptoms. Items are presented in sequence, but not necessarily in
order of probability.
FUEL SYSTEM TROUBLE SHOOTING CHART
PROBLEM
No fuel quantity
indication.
5-10
PROBABLE CAUSE
REMEDY
Fuel tanks empty.
Check fuel quantity. Service with proper

grade and amount of fuel.
Fuel quantity indicator

circuit breaker open or
defective.
Check visually. If not open, check

continuity. Reset. Replace if defective.
Defective fuel quantity

indicator or transmitter.
Disconnect wire from transmitter at

indicator not registering and attach it to
an indicator that is registering. If
indicator does not register, transmitter is
defective. If the new indicator registers,
the existing indicator is defective.
Replace defective transmitter or
indicator.
Loose connections or
open circuit.
Check connections and wiring. Tighten

connections; repair or replace wiring.
Effective: 05/25/05

PROBLEM
No fuel quantity
indication.
(Continued)
PROBABLE CAUSE
REMEDY
Left and right fuel

quantity indicator switch Check continuity and replace if defective.
defective.
No power to gauge.
Check power to gauge. If no power,

check for defective circuit breaker.
Power, ground and

transmitter checks
good.
Circuit board on rear of gauge defective.

(Replace board) or entire gauge.
Fuel indicated
full at all times.
Open ground between

gauge and transmitter.
Check ohms to transmitter. Check for

broken wire. Transmitter should read 0
ohms when fuel tank is empty and 33
ohms when fuel tank is full.
No fuel flow to
engine-driven
fuel pump.
Fuel tanks empty.
Check fuel quantity. Service with proper

grade and amount of fuel.
Fuel line disconnected

or broken.
Inspect fuel lines. Connect or repair fuel

lines.
Header tank outlet fuel

strainers plugged.
Disconnect fuel lines from tank outlets.

No fuel indicates plugged strainers.
Remove and clean strainers and flush
out tanks.
Fuel filter element

plugged.
Inspect filter element. Clean or replace

filter element.
Fuel line plugged.
Starting at fuel pump inlet, disconnect

fuel lines successively until plugged line
is located. Clean out or replace fuel line.
Fuel starvation
after starting.
No fuel flow
when auxiliary
pump is turned
on.
Effective: 5/05/04
Use the preceding isolation procedures,

Partial fuel flow from the
checking for sufficient rate of flow. Using
preceding causes.
the preceding remedies.
Malfunction of enginedriven fuel pump.
Check pump outlet during starting.

Replace fuel pump. See Section IV.
Fuel vents plugged.
Pressure check each vent line. Clean or

replace vent line.
Defective electric
auxiliary fuel pump
switch.
Check continuity of switch. Replace

defective switch.
5-11

PROBLEM
PROBABLE CAUSE
No fuel flow
when auxiliary
pump is turned
on. (Continued)
REMEDY
Open or defective
circuit breaker.
Check visually. If not open, check

continuity. Reset. Replace if defective.
Loose connections or
open circuit.
Check connections and wiring. Tighten

connections; repair or replace wiring.
Defective auxiliary fuel

pump.
Disconnect outlet line. With proper fuel

supply to pump, fuel under pressure
should flow from outlet. Replace
defective pump.
Defective engine-driven
fuel pump by-pass
valve.
Check pump outlet during starting. See

Section IV and replace fuel pump if bypass valve is defective or installed
backwards.
Fuel flow
indicator
inoperable.
No voltage to indicator.
Check voltage and ground wire. If

voltage is present and ground is good,
replace indicator, maintaining the same K
factor.
Indicator comes
on but will not
show fuel flow.
To check transducer, remove four screws

holding wire housing to flow vane
housing. With battery power on, pass
Bad wires to transducer
screwdriver back and forth over wire
or defective transducer.
housing pickups. You should get a
reading on indicator. If no reading,
replace units.
*NOTE
Any time you have to replace either the fuel flow indicator or
the transducer, you must be sure to have unit calibrated to
same K factor as set by manufacturer. It will cause bad
indications if mismatched K factors are installed together.
ACTIVATING HOPPER (FERRY) FUEL SYSTEM

(ref. Fig. 5-3)
A.
Remove spray pump and spray pump discharge line to spray valve. Tie-rap any
wires or cables to upper portion of pump mount.
B.
Open hopper gate box dump gate.
C.
Assure hopper has been cleaned thoroughly and there is no presence of water or
chemicals.
5-12
Effective: 05/05/04

D.
Assure side loading plumbing has been cleaned and there is no presence of water
or chemicals.
E.
Install the 2" camloc female cap on the spray valve return inlet fitting located inside
the hopper gate box left hand side and lock wire.
F.
Install cap on hopper outlet fitting and lockwire.
G.
Hook up fuel line from cap to fuel selector valve. Make sure that the fuel line is
secured to aircraft structure and will not foul any moveable controls.
H.
Service hopper with approved fuel.

** CAUTION **
Operation instructions must be followed to operate aircraft
using ferry fuel system.
OPERATING INSTRUCTIONS FOR THE P/N 60167 FERRY FUEL SYSTEM
A.
Securely attach these instructions in the cockpit on the hopper, directly in front of
the pilot's face at the time of installation of the ferry fuel system.
B.
In the United States, an aircraft with this ferry fuel system installed and connected
to the normal fuel system must be operated on a special flight authorization (ferry
permit) regardless of whether the ferry fuel system is actually used on any
particular flight.
C.
Due to vapor lock considerations, use of aviation gasoline as an alternate fuel is

prohibited in either the wing tanks or the hopper.
D.
Do not use hopper fuel for takeoff, landing, or flight at low altitude.
E.
Use hopper fuel only for level cruising flight above 3000 feet above ground level.
Always operate the electric fuel pump and the ignition switch while changing the
fuel selector in flight. Always switch fuel at or below cruise power settings.
F.
Except in emergency, do not dump hopper fuel in flight or on the ground with the
engine running.
G.
Drain the hopper sump and all other normal fuel system sumps prior to flight.
** CAUTION **
With the ferry fuel selector in hopper position, drain all
trapped air from the hopper fuel line by operating the fuel
filter drain located on L/H shin skin forward of firewall (see
Fig. 5-1).
Unless this procedure is followed after each
refueling, the engine may flameout when hopper fuel is

selected in flight.
H.
Never use the hopper as a fuel tank unless it is completely clean and dry.
Effective: 9/16/05
5-13

I.
Remove these instructions from the cockpit only after removal of the ferry fuel
system from the aircraft.
Figure 5-1: Fuel System, Firewall Aft
5-14
Effective: 5/05/04

Figure 5-2: Firewall Fuel Filter

Effective: 5/05/04
5-15

Figure 5-3: Hopper Ferry Fuel System
5-16
Effective: 9/16/05

SECTION 6

TABLE OF CONTENTS
LANDING GEAR, WHEELS AND BRAKES ..................................................................... 3
MAIN LANDING GEAR .................................................................................................. 3
MAIN LANDING GEAR REMOVAL ......................................................................... 3
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR .................................... 3
TAIL LANDING GEAR.................................................................................................... 3
REMOVAL ...............................................................................................................4
CLEANING, INSPECTION AND REPAIR OF TAIL GEAR ...................................... 4
DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY ........................................... 5
CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING
ASSEMBLY. ............................................................................................................ 5
INSTALLATION .......................................................................................................6
TAIL GEAR RIGGING .............................................................................................6
TAIL WHEEL REMOVAL AND DISASSEMBLY ............................................................ 7
INSPECTION OF TAIL WHEEL ASSEMBLY .......................................................... 7
TAIL WHEEL REASSEMBLY AND INSTALLATION (6.00 - 6 8pr) ......................... 8
WHEELS AND BRAKES ................................................................................................ 9
MAIN WHEEL REMOVAL AND DISASSEMBLY..................................................... 9
INSPECTION OF MAIN WHEEL ASSEMBLY....................................................... 10
REASSEMBLY AND INSTALLATION ................................................................... 11
SERVICING ..................................................................................................................12
MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES.................... 12
REMOVAL OF LININGS FROM CALIPERS.......................................................... 13
REPLACEMENT OF ORGANIC LININGS............................................................. 13
REASSEMBLY OF ORGANIC LININGS TO CALIPER ......................................... 13
REPLACEMENT OF METALLIC LININGS ............................................................ 14
REASSEMBLY OF METALLIC LININGS TO CALIPER ........................................ 14
BRAKE LINING CONDITIONING PROCEDURES................................................ 15
THRUSH METALLIC LININGS.............................................................................. 15
THRUSH NON-ASBESTOS ORGANIC LININGS ................................................. 16
BRAKE REMOVAL AND DISASSEMBLY ............................................................. 16
(Cleveland Disc Type, See Figure 6-7).................................................................. 16
BRAKE REASSEMBLY AND INSTALLATION ...................................................... 18
REMOVAL OF BRAKE MASTER CYLINDERS..................................................... 18
DISASSEMBLY AND REPAIR .............................................................................. 18
INSTALLATION .....................................................................................................18
BRAKE BLEEDING ............................................................................................... 19
LANDING GEAR TROUBLESHOOTING CHART........................................................ 20
Figure 6-1: Tailwheel Assembly ....................................................................... 22
Figure 6-1a: Tail Leaf Spring Support .............................................................. 23
Figure 6-2: Organic Linings Wear Limits .......................................................... 24
Effective: 9/16/05
6-1

Figure 6-2a: Metallic Lining Wear Limits ......................................................... 25
Figure 6-3: Brake Disc Coning Limits............................................................... 26
Figure 6-4: Organic Brake Linings.................................................................... 27
Figure 6-4a: Metallic Brake Linings .................................................................. 28
Figure 6-5: Brake Master Cylinder ................................................................... 29
Figure 6-6: 29-11 Main wheel........................................................................... 30
Figure 6-7: Cleveland Brakes........................................................................... 31
6-2
Effective: 9/16/05

LANDING GEAR, WHEELS AND BRAKES

MAIN LANDING GEAR
The main landing gear consists of two interchangeable spring steel gear assemblies
and two wheel and brake assemblies. A common center beam supports each gear half.
A dowel pin and clamp is used to hold the gear in place. The beam is mounted to left
and right plates, both of which are bolted to the lower forward fuselage frame. All
landing gear attach points should be carefully inspected for wear and damage during
landing gear checks. Always place the aircraft on jacks prior to performing any
maintenance procedures on the landing gear system.
MAIN LANDING GEAR REMOVAL
A.
Jack aircraft as outlined in Section 2.
B.
Remove fuselage skins as required.
C.
Disconnect flexible hydraulic brake line and plug to prevent leakage and
contamination.
D.
Remove the outboard saddle clamps from end-pieces.
E.
Remove inboard clamp bolts.

**CAUTION**
The gear is extremely heavy and needs to be handled
accordingly to prevent personnel injury and/or damage to the
gear.
F.
With the gear supported, lower it down off and away from the dowel pin. It may
be necessary to pry the gear apart.
CLEANING, INSPECTION AND REPAIR OF MAIN GEAR
A.
Clean all parts with a suitable type cleaning solvent.
B.
Inspect all bolts, bearings and bushings for excess wear, corrosion and damage.
C.
Check all welds for cracks at fuselage support brackets.
D.
Repair of the landing gear is limited to reconditioning of parts, such as replacing

components, bearings and bushings, smoothing out minor nicks and scratches
and repainting areas where paint has chipped or peeled.
TAIL LANDING GEAR

The tail landing gear consists of a 1-inch thick alloy steel spring, tail gear sub-assembly,
fork assembly and wheel assembly. The tail wheel is a locking type and is actuated
from the elevator bell crank by a cable. Centering springs align the tail wheel, and a pin
engages and locks the wheel in the trailing position. Pushing the control stick fully
forward disengages the locking pin and the wheel is free to caster for taxiing.
Effective: 05/05/04
6-3

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

removing attach bolt.
* NOTE *
Do not alter lock cable or elevator travel stops. Alteration of
tail gear lock cable or elevator travel stops will require rerigging of tail wheel locking system.
G.
If disassembly of tail wheel/tire assembly is necessary, follow steps highlighted

on page 6-5 and 6-6.
H.
Remove main leaf spring assembly by removing NAS6207-54D (inspect every

100 hours) bolt holding spring to trunnion assembly. Remove two-(2) each
NAS6606-54 bolts that holds the lower spring support block to upper support
block. Note how many 90056-26 washers were located on each side between
support blocks. (See Figure 6-1a)
I.
Remove trunnion assembly from fuselage by removing trunnion attach shaft.

CLEANING, INSPECTION AND REPAIR OF TAIL GEAR
A.
B.
Remove, clean, and inspect leaf spring forward attach P/N NAS6207-54D bolt
every 100 hours. Upon reassembly lubricate bolt and leaf spring hole with Snapon General Purpose Antiseize or equivalent or MIL-G-81322 (Aeroshell 22)
grease. Torque to specifications I/A/W Torque chart (figure 2-7). Replace
MS24665-300 cotter pin each inspection.
C.
Inspect all bolts holes for elongation. As a general rule, replace components with
holes that are out of round by 0.005 or more.
*** WARNING ***
Replacement of the leaf spring forward attach bolt, P/N
NAS6207-54D, with a larger diameter bolt is not approved.
The leaf spring may not be drilled out for a larger bolt.
6-4
Effective: 9/16/05

D.
Inspect main spring leaf for corrosion and cracks.

needed.
Replace leaf spring as
E.
Inspect spindle housing assembly welds for cracks.
F.
Inspect spindle housing assembly for cracks and corrosion.
G.
Inspect lock pin and upper and lower lock plates for wear, corrosion, cracks, and
proper operation.
H.
Inspect centering springs for corrosion, wear at ends, and for correct operation.
I.
Inspect lock pin flexible cable and spring for corrosion and correct operation.
J.
Inspect P/N95207-1 Acetal (Delrin) lower support block spacer for wear and
cracks.
K.
Inspect upper and lower leaf spring support blocks, and attachment hardware for
wear, corrosion, and cracks. Ensure that the leaf spring support blocks grips the
leaf spring tightly to prevent leaf spring movement fwd. and aft. Ensure flexible
sealant around contact edges of support blocks, lower support block spacer and
leaf spring is intact to prevent collection of potential corrosive material in this
area. Lubricate 2 ea. Trunnion Zerk (grease) fittings with MIL-G-81322
(Aeroshell 22).
L.
Repair of the tail landing gear is limited to replacement of component parts,

bearings, bushings, smoothing out minor nicks and scratches, repainting chipped
or peeled areas.
DISASSEMBLY OF SPINDLE HOUSING ASSEMBLY
(See Figure 6-1)
M.
If desired, remove bolts, nuts and washers that bolt tail wheel fork to spindle.
N.
Remove bolts, nuts, and washers that bolt centering arm to top of spindle and
remove centering arm. Note orientation for proper reassembly.
O.
Remove red plastic cap plug (dustcover).
P.
Remove cotter pin, castellated nut, tongue washer, grease cup washer, and cone
bearing.
Q.
Remove spindle assembly and thrust washer from spindle housing. Do not
remove upper bearing cup or bottom bronze bushing unless replacement is
indicated by inspection.
CLEANING, INSPECTION AND REPAIR OF TAIL GEAR SPINDLE HOUSING
ASSEMBLY.
A.
B.
Inspect all bolts, bearings and bushings for excessive wear, corrosion and
damage.
C.
Inspect spindle assembly for cracks, excessive wear, corrosion and damage.
D.
Inspect spindle housing for cracks, excessive wear, corrosion and damage.
Effective: 9/16/05
6-5

E.
Inspect lock pin lower plate and lock pin top plate assembly for cracks, corrosion
and damage.
F.
Repair of tail gear sub-assembly is limited to reconditioning of parts such as

replacing bearings and bushings, smoothing out minor nicks and scratches,
repainting chipped or peeled areas and replacement of component parts.
INSTALLATION
(See Figures 6-1 & 1a)
The tail gear may be installed by reversing the removal procedures. Ensure that
trunnion is straight down (6 Oclock position) and that leaf spring support blocks grips
the leaf spring tightly to prevent movement fwd. or aft. (Add or subtract P/N 90056-26
washers/spacers (.063) between upper and lower support blocks to achieve a tight grip
of leaf spring after bolts are properly torqued.) All bolts shanks and bolt holes are to be
coated with Snap-on General Purpose Antiseize lubricant or equivalent before
installation. Lubricate all bearings, bushings, and Zerk (grease) fittings with MIL-G81322 (Aeroshell 22) grease. Torque all hardware in accordance with TORQUE CHART
(figure 2-7) with the exception of the top spindle castellated nut and wheel/tire axle
castellated nut, which should be torqued as follows:
A.
While manually rotating spindle, torque spindle castellated nut to 20 inch-pounds,

continue rotating spindle and back off to zero inch-pounds. While manually
rotating spindle, torque nut to 10 inch pounds. If not in locking position, advance
nut to next position, not to exceed 30, and install cotter pin. Bend ends of cotter
pin around spindle castellated nut. Note: Spindle must rotate freely without
perceptible play.
B.
For tail wheel axle castellated nut: While manually rotating wheel/tire, torque axle
castellated nut to 80 inch-pounds, continue rotating wheel and back off to zero
inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch pounds.
Rotate axle castellated nut (clockwise or counterclockwise) to nearest slot and
cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle nut.
Note: Wheel/tire must rotate freely without perceptible play.
C.
After the components have been installed, seal the contact edges where the
spring P/N 94135-1, upper support block P/N 94134-3, lower support block P/N
94134-5 and spacer P/N 95434-11 come together with a high quality flexible
silicone sealant or fuel tank sealant CS3204 B2 (AMS-S-8802 formerly MIL-S8802) to help block the collection of potential corrosive contaminants in this area.
D.
Carefully lower aircraft to ground and remove Jack.
E.
Recheck tire inflation pressure (6.00-6 8pr is 55psi) and install dust cover
(hubcap).
TAIL GEAR RIGGING
Rigging will be required if lock cable or elevator travel stops have been altered in any
way. Rig as follows:
A.
Place elevator in a 17 (1) degrees down position.
B.
Connect lock cable to pivot arm.
6-6
Effective: 9/16/05

C.
Assure lock pin is flush with bottom of lock pin cylinder when making final
adjustment to lock cable turn barrel.
D.
Adjust top plate as required to assure straightforward travel of aircraft tail wheel
when tail gear is locked.
TAIL WHEEL REMOVAL AND DISASSEMBLY

To remove and disassemble tail wheel/tire, proceed as follows: (See Figure 6-1)
A.
Using a suitable Jack. Jack and secure tail of aircraft, using provided jackpoint.
B.
Remover dustcover (hubcap) and deflate tire by depressing the schrader valve
stem plunger until air can no longer be heard escaping from the tire.
C.
Remove schrader valve core.
D.
Remove cotter pin and axle castellated nut. Rock wheel/tire slightly, then remove
wheel/tire assembly from axle, and be sure to capture the two- (2) P/N95435-11
spacers, located on each side of wheel assembly.
E.
From each side of wheel; carefully remove snap ring, felt grease seal retainer,
felt grease seal, grease seal ring and cone bearing. Store the cone bearings.
Label the bearings for reinstallation into position from which it was removed.
F.
With the tire completely deflated, removing the wheel through-bolts will separate
the wheel halves. Pull the wheel halves from the tire by removing the wheel half
opposite the valve stem first. Mark wheel halves to note relationship to each
other for reassembly.
INSPECTION OF TAIL WHEEL ASSEMBLY
A.
Visually check all parts for cracks, corrosion, distortion, defects and excessive
wear.
B.
Inspect felt grease seals. Replace if surface is hard or contaminated, or shows

evidence of excessive wear. Lightly saturate grease seal felts with SAE 10wt. Oil
(3-in-ONE oil) (do not soak).
C.
Inspect tire for cuts, anomalies, internal damage and deterioration.
D.
Inspect inner tube for cuts, wrinkles, anomalies and deterioration. Note: Do not
use a used inner tube with a new tire. Tubes grow in service, taking a permanent
set of about 25% larger than original size. This makes a used tube too large to
use in a new tire, which could cause a wrinkle and lead to tube failure.
E.
Inspect wheel bearing grease for contamination and solidification at each

periodic inspection. Repack bearings with MIL-G-81322 (Aeroshell 22) or
equivalent grease. Note: Do not exceed 500 wheel miles or on annual inspection
whichever comes first between repacking intervals.
F.
Clean and inspect bearing cups and cones. Note: Do not spin dry bearings or
handle bearing components with bare hands. The bearing cup should not be
removed except when replacement is necessary due to scratches, nicks, pitting,
spalling, corrosion, brinelling, or evidence of overheating. Note: If bearing cup is
replaced, its companion bearing cone must also be replaced.
Effective: 5/25/05
6-7

G.
1.
Bearing cup removal: Heat wheel half in an oven not exceeding 212F
for 15 minutes. Remove wheel half from heat source and immediately
remove bearing cup by carefully tapping out evenly from the inside with a
fiber drift.
2.
Bearing cup installation: Place wheel half in oven not exceeding 212F
for 15 minutes. Chill new bearing cup in an atmosphere of -25F to -65F
for no less than 4 hours. Chilling can also be accomplished by placing the
bearing cup in dry ice for a minimum of 15 minutes. Dry cup thoroughly
and installed chilled bearing cup into bore of heated wheel half using a
thin coat of zinc chromate primer as a lubricate/protectant. Tap gently into
place with fiber drift making sure bearing cup is evenly seated against
shoulder of wheel half. Avoid cocking bearing cup during installation. If
bearing cup will not seat properly in wheel half, repeat above said
procedures or replace wheel half assembly.
Replace any wheel casting that is distorted, corroded, or has visible cracks.
TAIL WHEEL REASSEMBLY AND INSTALLATION (6.00 - 6 8pr)
To assemble and reinstall tail wheel, refer to Figure 6-1 and proceed as follows:
A.
Wipe tire and tube (serviceable or new) with denatured alcohol, followed by soap
and water, then dry thoroughly.
B.
Inflate the inner tube just enough to round it out, dust tube lightly with tube talc.
* NOTE *
Tires and tubes are balanced as individual units and marked
at time of manufacture. The tire balance mark is a red dot.
The tube balance mark is a yellow stripe on the base of the
tube. Always assemble tire and tube with marks aligned.
C.
Place tube in tire and align balance marks. If tube has no balance mark, place
valve stem adjacent to tire balance red dot.
D.
Install tire and tube on the wheel half containing the valve stem hole and then the
opposite.
E.
Install the wheel through-bolts with bolt heads opposite valve stem side, tighten
nuts evenly and torque to 150 inch-pounds.
*** WARNING ***
Uneven or improper torque may cause a bolt or wheel
failure. Inflate tire until tire beads are sealed, remove
schrader valve core, and allow tube to completely deflate.
Install the valve-core and inflate 6.00-6 8pr tire to 55 psi.
Assure schrader valve does not leak before replacing valve
cap.
6-8
Effective: 5/25/05

F.
Repack bearing cones with MIL-G-81322 (Aeroshell 22) grease or equivalent.
G.
On each side of wheel; apply a thin coating of grease on bearing cups, installed
freshly repacked bearing cones, install flat grease seal ring, install felt grease
seal retainer with felt seal installed Note: Lightly saturate grease seal felts with
SAE 10wt. Oil (3-in-ONE oil) (do not soak), and carefully install snap ring. Install
the two- (2) P/N95435-11 spacers, one on each side of wheel assembly.
H.
Install dust cover with center hole on opposite valve stem side of wheel.
I.
Inspect tail wheel axle for anomalies, then apply a light coating of grease.
J.
Install tail wheel/tire assembly onto tail wheel axle with valve stem side facing
outboard.
K.
Install tail wheel axle castellated nut: While manually rotating wheel/tire, torque
axle castellated nut to 80 inch- pounds, continue rotating wheel and back off to
zero inch-pounds. While manually rotating wheel/tire, torque to 30 to 40-inch
pounds. Rotate axle castellated nut (clockwise or counterclockwise) to nearest
slot and cotter pin hole, and insert cotter pin. Bend ends of cotter pin around axle
nut. Note: Wheel/tire must rotate freely without perceptible play.
L.
Carefully lower aircraft to ground and remove Jack.
M.
Recheck tire inflation pressure (6.00-6 8pr is 55psi) and install dust cover
(hubcap).
WHEELS AND BRAKES

The divided type wheels (including tail wheel) are machined castings, consisting of two
sections called wheel halves. The wheel halves, which are secured together by bolts
and nuts, are interchangeable, and the complete wheel assemblies are interchangeable
according to wheel size. The wheels operate on tapered roller bearings that rotate in
hardened steel races pressed into each wheel half. A brake disc assembly is bolted to
the wheel and turns with the wheel. Applying pressure to the rudder-brake pedals
individually controls the hydraulic brakes attached to the main landing gear. Movement
of a rudder-brake pedal operates the corresponding master brake cylinder, attached to
the aft side of the rudder pedals, and applies pressure to the appropriate brake. The
brakes are self-adjusting, easily checked for wear, and can be quickly overhauled by
field activities.
MAIN WHEEL REMOVAL AND DISASSEMBLY
DIVIDED TYPE WHEEL (Cleveland)
To remove and disassemble a main landing gear wheel, proceed as follows:
A.
Jack aircraft as outlined in Section 2.
B.
Remove valve-core and deflate tire completely.
C.
Remove bolts and washers from back plates of brake assembly and remove
back plates.
D.
Remove hubcap snap ring, hubcap, cotter pin, nut, washer, bearing and wheel
assembly from landing gear.
E.
Break tire bead from wheel by using a mallet (do not use tire irons).
Effective: 5/25/05
6-9

F.
Remove bolts, washers and nuts and separate wheel halves. Guard valve stem
to avoid damage while removing tire and tube.
G.
Remove brake disc from brake side of wheel. If disk sticks, pry out disc using
non-metallic instrument.
H.
Remove bearing retainer snap ring, grease seal ring, and grease seal, spacer
and bearing cone from inboard side of wheel.
* NOTE *
Wheel halves can be replaced individually. Wheel sets no
longer have to be replaced as match pairs.
INSPECTION OF MAIN WHEEL ASSEMBLY
(Cleveland Divided Type, See Figure 6-6)
A.
Clean all parts in cleaning solvent and dry thoroughly. A soft bristle brush may
be used to remove hardened grease, dust or dirt.
*** WARNING ***
Cleaning solutions are toxic and volatile.
Use in a well-
ventilated area. Avoid contact with skin or clothing. Do not

inhale vapors.
B.
Inspect bearing cones for nicks, scratches, water staining, spalling, heat
discoloration, roller wear, cage damage, cracks or discoloration.
C.
Inspect wheel-bearing grease for contamination and solidification (see Inspection

Intervals Chart in Section II). When repacking wheel bearings, use MIL-G-81322
(Aeroshell 22).
D.
Inspect wheel halves for cracks, corrosion and other damage. A cracked or
badly corroded casting should be replaced. Small nicks scratches or pits can be
blended out using fine 400-grit sandpaper.
E.
Inspect snap rings and grease seals for distortion or wear. Replace parts, if
damage or deformed. Saturate grease seal felts with SAE 10 oil (do not soak).
F.
Inspect bearing cups for looseness, scratches, pitting, corrosion, or evidence of

overheating. The bearing cups are pressed into the wheel halves and should not
be removed unless replacement is necessary due to the above conditions. If
replacement is necessary, proceed as follows:
1.
Insert wheel half into boiling water for one (1) hour or place it in an oven at
250 degrees Fahrenheit for 30 minutes.
2.
Remove wheel half from source of heat and invert wheel half. If bearing
cup does not drop out, tap the bearing cup evenly from the axle bore with
a fiber drift pin or suitable arbors press.
6-10
Effective: 5/05/04

3.
When replacing a bearing cup, repeat step 1., and chill bearing cup in dry
ice for a minimum of 15 minutes.
4.
Remove wheel half from source of heat and bearing cup from the dry ice.
5.
Dry the chilled bearing cup and coat its contacting surfaces with zinc
chromate primer.
6.
Install the chilled bearing cup into the bearing bore of the heated wheel
half. Tap bearing cup gently and evenly into place, using a fiber drift pin
or suitable arbor press.
G.
Inspect wheel brake disc assembly for cracks, excessive wear or scoring, rust
and corrosion. Remove corrosion and blend out small nicks using fine (400 grit)
sandpaper. Replace brake disc if worn below wear limit of .395 inch (see Fig. 62). Coning of disc in excess of 0.015 inch is cause for replacement of disc (see
Fig. 6-3).
H.
Inspect self-locking nuts for self-locking feature. Replace nuts if they can be
turned onto the bolt past the self-locking section by finger.
REASSEMBLY AND INSTALLATION
(Cleveland Divided Type)
Tires and tubes are balanced as individual units and marked at the time of manufacture.
The tire balance mark is a red dot. The tube balance mark is a yellow stripe on the
base of the tube. The following procedure is suggested as a guide for mounting the
tires in balance and installing the wheels.
A.
Reassemble cone bearings, grease seals, felts and snap ring into the proper
wheel halves. Lubricate bearings. See Inspection of Main Wheel Assembly.
B.
Inflate tube sufficiently to round it out.
C.
Dust tube with a small amount of tube talc.
D.
Insert tube into tire so that balance mark (yellow or white band) is radically
aligned with the tire balance mark (red dot).
E.
Place outer wheel half into tire and pull tube valve stem through valve hole.
F.
Turn tire and wheel half over and place inner wheel half into the tire and align the
bolt holes with the outer wheel half.
G.
Place brakes discs into the inner wheel half and align bolt holes.
H.
Install bolts through the inner wheel half and washers and nuts on the outer
wheel half.
I.
Tighten nuts evenly and torque to 150 inch-pounds.

*** WARNING ***
Uneven or improper torque may cause Bolt or wheel failure.
J.
Inflate tube until beads seat on wheel flanges. Remove valves core and allow
tube to deflate.
Effective: 5/05/04
6-11

K.
Install valves core and inflate tires from 40 to 60 psi. Check to assure valve stem
does not leak before installing valve cap.
L.
Lubricate washer and axle nut (see Section II Servicing). Install wheel assembly
on axle and secure with washer and axle nut.
M.
While manually rotating wheel, torque axle nut to 80 inch-pounds, continue

rotating wheel and back off to zero inch-pounds. While manually rotating wheel,
torque to 40-inch pounds. If nut is not to locking position, advance to next
position, not to exceed 30 degrees, and install cotter pin.
N.
Install hubcap and hubcap retaining ring.
O.
Install brakes back plate assembly and torque bolts to 60 inch-pounds. These
bolts are self-locking and should be inspected for the self-locking feature.
Replace bolts if the self-locking feature is damaged or destroyed.
P.
Wheels may be repainted if the parts have been repaired and thoroughly
cleaned. Paint exposed areas with one coat of zinc primer and one coat of
aluminum lacquer.
* NOTE *
Do not paint working surfaces of the bearing cups.
SERVICING
MEASURING BRAKE LINING WEAR AND BRAKE LINING TYPES
(See latest edition of Cleveland Manual number AWBCMM0001-5 for pertinent details.)
Metallic or Non-asbestos Organic brake linings are used in different brake assemblies
on the Turbo Thrush. The minimum wear thickness for replacement of both metallic and
organic linings is 0.100 inch (2.54 mm) (refer to Fig. 6-2 & 2A). Note: Metallic and
Organic brake linings are not interchangeable, see next two paragraphs to properly
identify the two different type brake linings.
The metallic brake lining is a sintered metal composition and is attached by torque pins
which press fit into the back surface (steel carrier plate) of the lining. The holes for the
pins are not visible on the lining surface unless the lining is worn beyond its wear limit
(refer to Fig. 6-2a). Metallic brake linings are used with P/N 164-22202 brake disk that
are .562 nominal new, .537 minimum (worn out), this disk can be easily recognized by
it having 6 each out-gassing slots around its periphery.
The non-asbestos Organic brake lining is identified by its semi hard composition and
rivets used to attach the lining to the pressure plate or back plate. The rivet holes are
visible on the lining. (Refer to Fig. 6-2a) Organic brake linings are used with P/N 16405806 brake disk that are .425 nominal new, .395 minimum (worn out), this disk can
be easily recognized by it being a solid disk.
Once it is determined which type lining is being replaced, follow the appropriate
instructions listed below.
6-12
Effective: 5/25/05

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

REPLACEMENT OF ORGANIC LININGS
A.
Old organic linings may be removed by using a small drift pin or carefully drilling
out the rivets with a 1/8-inch diameter drill. Use care to prevent elongating the
rivet holes. Deburr the surface adjacent to the lining to allow lining to set flush.
B.
Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing
new linings.
C.
Inspect pressure plate and back plate for excessive corrosion, visible damage, or
excessive warping.
Straighten pressure plate too less than 0.010 inch
(0.254mm) flatness.
D.
Align new factory authorized replacement lining segments on pressure plate/back

plates and install P/N 105-0200 rivets, using Clevelands rivet set, P/N 199-1, or
appropriate riveting tool.
E.
Check to be sure lining is tight and movement free with no distortion of parts.
F.
With tubular rivets, splits may result from the clinching operation. Refer to rivet
sketch (figure 6-4) for acceptance criteria.
REASSEMBLY OF ORGANIC LININGS TO CALIPER
A.
Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of
piston extending beyond cylinder face, and push piston back into cylinder.
B.
Slide pressure plate with new lining over anchor bolts and install brake caliper
into torque plate. For equipment that is operated in an amphibious environment,
or in extremely wet climates, lubricate the anchor bolt with Lubriplate. For
equipment used in a non-amphibious environment, or in extremely wet climates,
lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE
GREASE OR OIL. These materials will attract dirt enhance the wear of the
anchor pins.
C.
Install back plate attachment bolts and washers in brake caliper.
D.
Install insulator shims (typically used with metallic lining) and spacers as
applicable.
E.
Slide back plates between brake disc and wheel/tire and install back plate
attachment bolts and washers into back plates.
F.
Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different
types of back plate tie bolts are used. The patch lock bolt (nylon material
embedded in threaded end) will required replacement 6 to 8 installations or
whenever the bolts can be run in past the locking feature by use of fingers only.
Bolts
with
drilled
heads
require
safety
wire
after
torquing.
Effective: 5/25/05
6-13

REPLACEMENT OF METALLIC LININGS
A.
Pry off old lining using a screwdriver.
B.
Clean pressure plate and back plate surfaces of dirt, grease, etc. before installing
new linings.
C.
C.
Inspect pressure plate and back plates for excessive warping. Straighten
pressure plate too less than 0.010 flatness.
D.
D.
Check lining attachment pins for mushroomed heads or other visible
damage. Damaged pins may be replaced by carefully drilling out the pins (refer
to Fig. 6-4a).
Install replacement pin in holes in pressure plate or back plate with tail of pin sticking
out the counter bore side of the part.
Hole locations in pressure plates / back plate should allow installation of lining after pin
upset.
Place pins and pressure plate or back plate on a flat metal surface.
Using Clevelands 199-1 Rivet Set Kit orbital or screw type press, install pins on
pressure plate or back plate.
Check to be sure pins are tight and movement free with no distortion of parts.
Refer to (Fig. 6-4a) for Pin installation acceptance criteria.
E.
Apply a light film of spray adhesive (3M Super 77 or equivalent) to metal backing
of lining and install lining segments onto pins. Check to insure metal backing is
tight against the pressure plates / backing plates.
* NOTE *
The adhesive is used to maintain position of lining until the
brake is assembled onto disc, and will be burned off in the
first few stops. Lining will remain in place on assembly
trapped between the brake disc and pressure / back plates.
REASSEMBLY OF METALLIC LININGS TO CALIPER
A.
Carefully wipe dirt, grease, etc. from cylinder, pressure plate, and portions of
piston extending beyond cylinder face, and push piston back into cylinder.
B.
Slide pressure plate with new lining over anchor bolts and install brake caliper
into torque plate. For equipment that is operated in an amphibious environment,
or in extremely wet climates, lubricate the anchor bolt with Lubriplate. For
equipment used in a nonamphibious environment, or in extremely wet climates,
lubricate the anchor bolt with a dry film lubricant (silicon spray). DO NOT USE
GREASE OR OIL. These materials will attract dirt enhance the wear of the
anchor pins.
C.
Install back plate attachment bolts and washers in brake caliper.
6-14
Effective: 5/25/05

D.
Install insulator shims (typically used with metallic lining) and spacers as
applicable.
E.
Slide back plates between brake disc and wheel/tire and install back plate
attachment bolts and washers into back plates.
F.
Torque brake assembly back plate tie bolts to 60 inch-pounds. Two different
types of back plate tie bolts are used. The patch lock bolt (nylon material
embedded in threaded end) will required replacement 6 to 8 installations or
whenever the bolts can be run in past the locking feature by use of fingers only.
Bolts with drilled heads require safety wire after torquing.
BRAKE LINING CONDITIONING PROCEDURES
When new linings have been installed, it is important to condition them properly to
obtain the service life designed into them.
THRUSH METALLIC LININGS
A.
Perform two (2) consecutive full stop braking applications from 35 to 40 mph (30
to 35 knots). Do not allow the brake discs to cool substantially between the stops.
B.
Allow the brakes to cool for 10 15 minutes.
C.
Apply brakes and check for restraint at high static throttle. If brakes hold,
conditioning is complete.
D.
If brakes cannot hold aircraft during static run-up, allow brakes to completely
cool, and repeat steps 1 through 3.
*** WARNING ***
Due to the efficiency of these brakes, extremely hard braking
on aircraft with tail wheels could result in lifting the tail from
the ground, creating a nose over condition.
*** WARNING ***
Use extreme caution to prevent aircraft from nosing over
when running engine at high static throttle (power lever)
settings, hopper and fuel system should be full to help keep
aircraft from nosing over.
This conditioning procedure will wear off high spots and generate sufficient heat to
create a thin layer of glazed material at the lining friction surface. Normal brake usage
should generate enough heat to maintain the glaze throughout the life of the lining.
Effective: 5/25/05
6-15

Properly conditioned linings will provide many hours of maintenance free service. A
visual inspection of the brake disc will indicate the lining condition. A smooth surface,
one without grooves, indicates the linings are properly glazed. If the disc is rough
(grooved), the linings must be reglazed. The conditioning procedure should be
performed whenever the rough disc condition is observed. Light use, such as in taxiing,
will cause the glaze to be worn rapidly.
THRUSH NON-ASBESTOS ORGANIC LININGS
A.
Taxi aircraft for 1500 feet with engine at 1700 rpm applying brake pedal force as
needed to develop a 5-10 mph taxi speed.
B.
Allow the brakes to cool for 10 15 minutes.
C.
Apply brakes and check for restraint at high static throttle.

conditioning is complete.
D.
If brakes cannot hold aircraft during static run-up, allow brakes to completely cool
and repeat steps A through C.
If brakes hold,
*** WARNING ***

Due to the efficiency of these brakes, extremely hard braking
on aircraft with tail wheels could result in lifting the tail from
the ground, creating a nose over condition.
*** WARNING ***
Use extreme caution to prevent aircraft from nosing over
when running engine at high static throttle (power lever)
settings, hopper and fuel system should be full to help keep
aircraft from nosing over.
This conditioning procedure will wear off high spots and generate sufficient heat to
create a thin layer of glazed material at the lining friction surface. Normal brake usage
should generate enough heat to maintain the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A
visual inspection of the brake disc will indicate the lining condition. A smooth surface,
one without grooves, indicates the linings are properly glazed. If the disc is rough
(grooved), the linings must be re-glazed. The conditioning procedure should be
performed whenever the rough disc condition is observed. Light use, such as in taxiing,
will cause the glaze to be worn rapidly.
BRAKE REMOVAL AND DISASSEMBLY
(Cleveland Disc Type, See Figure 6-7)
A.
Release parking brake.
B.
Jack aircraft as outlined in Section II.
6-16
Effective: 9/16/05

C.
Disconnect and cap brake hydraulic supply line at brake housing.
D.
Remove back plate assemblies from calipers.
E.
Remove caliper assemblies.
F.
Remove pressure plate assembly.
G.
Clean all metal surfaces with denatured alcohol and dry thoroughly. All 0 rings
are to be replace. Remove pistons by injecting air into the caliper ports (15 to 20
psi) maximum pressure.
*** WARNING ***
Use caution when blowing pistons out the caliper cylinders
with air, as pistons could fly out at high velocity.
It is
suggested that the caliper be turned over so that pistons

face table working surface.
Use a rag to cushion piston
contact with table surface to prevent piston damage. Make

sure to wear all applicable personal protective safety
equipment.
* NOTE *
The brake caliper pistons on the Turbo Thrush are equipped
with a friction spring (drag ring) on the piston tail.
It is
recommended that this ring NOT be removed unless it is

damaged or corroded.
H.
Inspect brake cylinders for cracks, nicks, corrosion and damaged threads.
Inspect inlet and outlet hydraulic ports for foreign contaminates. Examine
cylinder walls for scoring or excessive wear. Blend and polish light scratches in
piston cavities with fine emery cloth, 600 grit. Castings that are cracked or have
damaged threads should be replaced.
I.
Inspect anchor bolts for cracks, corrosion, permanent set and excessive wear.
Replace bolts that are bent, cracked or severely corroded.
J.
Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and
blend out nicks, using fine emery cloth 600 grit, and clean thoroughly.
K.
Inspect pressure plate assembly for cracks, damaged pins and excessive warped
contours. Replace pressure plate if cracked or severely deformed. Replace
cracked or deformed pins.
L.
Inspect brake cylinder bolts for cracks, damaged threads, and self-locking feature.
Replace bolts that are cracked, bent or have damaged threads.
M.
Inspect brake linings for cracks, edge chipping, and surface deterioration.
Linings should be replaced when worn to a thickness of 0.100 inch.
Effective: 05/05/04
6-17

*NOTE*
Clean outside of pistons before inserting pistons into brake
caliper housing assembly.
N.
Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brine ling
in bolt holes. Replace torque plate if cracked or severely deformed.
O.
Clean repaired surfaces and areas of the brake assembly from which paint has
been removed.
P.
Paint exposed areas with one coat of zinc primer and one coat of aluminum
lacquer.
** CAUTION **
Do not paint pistons or piston bores in the brake housing.
Keep paint off of brake linings.
Q.
Check the wheel brake disc. See procedures under Inspection of Main Wheel
Assembly.
BRAKE REASSEMBLY AND INSTALLATION
(Cleveland Disc Type)
A.
Install friction spring on piston assembly (if removed).
B.
Lubricate large O-ring with MIL-H-5606 hydraulic fluid and install in groove in
brake housing bore area.
C.
Install piston assembly in brake housing.
D.
Install pressure plate assembly on anchor bolts.
E.
Install brake assembly to torque plate.
F.
Install back plate assemblies with bolts and washers. Torque bolts to 60 inchpounds.
REMOVAL OF BRAKE MASTER CYLINDERS
A.
Disconnect and cap hydraulic lines.
B.
Remove master cylinder retaining bolts.
C.
Remove master cylinder.

DISASSEMBLY AND REPAIR
Repair is limited to replacement of parts, cleaning and adjustment. Use clean hydraulic
fluid MIL-H-5606 as a lubricant during re-assembly of the cylinders (see Fig. 6-5).
INSTALLATION
To install the brake master cylinders, reverse the removal procedures and fill and bleed
6-18
Effective: 5/05/04

brakes as outlined in this section.
BRAKE BLEEDING
To bleed the brakes proceed as follows:
A.
Place parking brake control in OFF position.

* NOTE *
Keep master cylinder reservoir full of the proper type fluid
throughout bleeding operation.
B.
Prepare a piece of 5/32 clear plastic (preferred) or rubber (any color) tubing at
least 12 inches long. Remove bleeder screw dust cap. Install one end of hose
onto bleeder screw.
C.
Place free end of hose in a clean glass receptacle containing enough hydraulic
fluid to cover end of hose. End of bleeder hose must be submerged at all times
to properly check for air bubbles and prevent entry of air into hydraulic system.
D.
Apply brake pressure and open bleeder screw approximately 1/3 to turn, close
bleeder screw before releasing brake pressure to avoid reentry of air into brake
system. Repeat this procedure until system is free of air.
E.
Tighten bleeder screw, remove rubber hose and replace dust cap.
F.
Repeat bleeding procedure for opposite brake.
Effective: 05/05/04
6-19

LANDING GEAR TROUBLESHOOTING CHART
PROBLEM
Tail wheel shimmy.
PROBABLE CAUSE
Worn or loose wheel

bearings.
Tire imbalance.
Excessive/uneven tire
wear.
Incorrect tire pressure.
Tail gear sub-assembly

bearings worn or loose.
Tail wheel fails to lock or
unlock.
Main landing gear

shimmy.
Jack tail, remove wheel

and inspect bearings.
Replace with new
lubricated bearing if
necessary.
Jack tail and remove tire
for balance check.
Rebalance.
Pressure check tire.
Inflate to recommended
pressure.
Jack tail; remove tail
gear sub-assembly.
Repair or replace as
required.
Lock cable out of

adjustment or broken.
Adjust or replace as
required.
Lock pin or lock pin

spring broken or
damaged.
required.
Tire imbalance.
Worn or loose wheel

bearings.
Dragging brakes.
Parking brake valve

holding.
INTENTIONALLY
LEFT
6-20
REMEDY
Jack aircraft and remove

tire for balance check.
Rebalance.
Jack aircraft and check
wheels for end play.
Replace with new
lubricated bearings if
necessary.
Check parking brake
valve. Release parking
brake valve.
BLANK
Effective: 5/05/04

PROBLEM
Dragging brakes
(continued)
Brakes are spongy or

fail to operate.
PROBABLE CAUSE
REMEDY
Restriction in hydraulic
lines or restriction in
parking brake valve.
Have someone apply

and then release
brakes. Wheel should
rotate freely as soon as
brake is released. If
wheel fails to rotate
freely, loosen brake line
at brake housing to
relieve any pressure
trapped in line. If wheel
now turns freely, the
brake line is restricted.
Drain all brake lines and
clear the inside of brake
line. If cleaning the lines
fails to give satisfactory
results, the parking
brake valve may be
faulty and should be
repaired.
Worn, scored or warped

brake disc (see Fig. 6-2
and 6-3).
Visually check disc.

Replace brake disc and
lining if required.
Damage or accumulated
dirt restricting free
movement of wheel
brake parts.
Check parts for freedom

of movement. Clean
and repair or replace
parts as necessary.
Leak in system.
Check entire hydraulic

system for leaks. If
hydraulic reservoir,
parking brake valve, or
wheel brake assemblies
are leaking, they must
be repaired or replaced.
Air in system.
Lack of fluid in brakes.
Brake assemblies
defective.
Effective: 05/05/04
Bleed system.
Check hydraulic
reservoir fluid level. Fill
and bleed if necessary.
required.
6-21

Figure 6-1: Tailwheel Assembly
6-22
Effective: 9/16/05

Figure 6-1a: Tail Leaf Spring Support

Effective: 05/25/05
6-23

ORGANIC BRAKE LININGS. Organic brake linings are used with P/N 164-05806 brake disk [.425
nominal new, .395 minimum (worn out)], this disk can easily recognized by it being a solid disk.
Figure 6-2: Organic Linings Wear Limits
6-24
Effective: 5/25/05

METALLIC BRAKE LININGS. Metallic brake linings are used with P/N 164-22202 brake disk [.562
nominal new, .537 minimum (worn out)], this disk can easily recognized by it having 6 each out-gassing
slots around its periphery.
Figure 6-2a: Metallic Lining Wear Limits
Effective: 05/25/05
6-25

Figure 6-3: Brake Disc Coning Limits
6-26
Effective: 5/25/05

Rivet Acceptance Criteria
1 The split shall not occur inside the crest of the clenched surface.
2 No more than two splits shall occur in a 90 area.
3 A total of no more than three splits shall be allowed.
Figure 6-4: Organic Brake Linings
Effective: 05/25/05
6-27

Figure 6-4a: Metallic Brake Linings
6-28
Effective: 5/25/05

Figure 6-5: Brake Master Cylinder
Effective: 05/25/05
6-29

Figure 6-6: 29-11 Main wheel
6-30
Effective: 9/16/05

Figure 6-7: Cleveland Brakes
Effective: 9/16/05
6-31

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

WINGS........................................................................................................................13
WING REMOVAL .................................................................................................. 13
WING INSTALLATION .......................................................................................... 15
MODIFIED WING INSTALLATION PROCEDURE FOR S2R AIRCRAFT WHICH
HAVE TO HAVE THE WING ATTACH ANGLES REPLACED. ............................. 18
CONTROL SYSTEM TROUBLESHOOTING CHART................................................ 20
AILERON SYSTEM ............................................................................................... 20
FLAP SYSTEM...................................................................................................... 20
RUDDER SYSTEM ............................................................................................... 21
ELEVATOR SYSTEM............................................................................................ 22
ELEVATOR TRIM SYSTEM .................................................................................. 23
Figure 7-1: Control Stick Installation ................................................................ 24
Figure 7-2: Aileron Control System .................................................................. 25
Figure 7-3: Rudder-Aileron Interconnect Springs ............................................. 26
Figure 7-4: Flap Actuator Motor ....................................................................... 27
Figure 7-5: Flap Actuating Mechanism............................................................. 28
Figure 7-6: Flap Down-stop Installation............................................................ 29
Figure 7-7: Rudder Pedal Installation............................................................... 30
Figure 7-8: Rudder Control System.................................................................. 31
Figure 7-9: Rudder Control Rigging ................................................................. 32
Figure 7-10: Elevator control System ............................................................... 33
Figure 7-11: Elevator Trim Tab Linkage ........................................................... 34
Figure 7-12: Horizontal Stabilizer Attachment .................................................. 35
Figure 7-13: Empennage Attachment .............................................................. 36
Figure 7-14: Wing Attach Angle Attachment to Spar........................................ 37
Figure 7-15: Wing Spar Center Splice.............................................................. 38
Figure 7-16: Wing Splice Attachment to Fuselage Frame ................................ 39
Table 7-1: Wing Splice Fittings Torque Chart................................................... 40
Figure 7-16: Attaching Wing Attach Angles to Fuselage Frame....................... 41
FLIGHT CONTROL STATIC BALANCE LIMITS ....................................................... 41
TABLE 7-2: Static Balance Limits .................................................................... 42
7-2
Effective: 9/16/05

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

Special care must be exercised when performing control system maintenance. Emphasis
shall be given to security of attachments, correct alignment of rod ends, use of correct
hardware, and proper safetying of materials. Control cables must be free of kinks and
pulleys must be aligned with the cables. Position cable pulleys and route cables to avoid
contact with the aircraft structure. Inspect work areas for mislaid tools or parts with could
foul the controls, and perform a functional check of the controls prior to replacement of
access covers. It is recommended that a test flight be accomplished before the aircraft is
released for routine operation when a control system component has been replaced or
aircraft rigging has been altered. Re-rigging the control systems will seldom be
necessary if correct maintenance technique is employed when system components are
removed and replaced. Do not disturb position of rod end fittings when control system
components are removed, unless absolutely necessary. When deemed necessary,
record the amount of change required. This is to be able to return the fittings to original
their original position when the maintenance or repair action is complete. When control
system components are being removed, carefully note location and position of attaching
parts and hardware and return to original location or position when installing new
components and parts. Rigging instructions are provided in succeeding paragraphs for
the empennage and each flight control system. Read these instructions carefully before
starting the rigging operation. Select and accomplish only those rigging steps applicable
to the job requirement. The following procedures should be followed when rigging control
cables.
Rigging should be accomplished in a hangar. When necessary to rig aircraft in the open,
it should be accomplished during coolest part of the day with tail of the aircraft pointing
toward sun. If aircraft is moved into a hangar for rigging, allow 90 minutes for control
cables to adjust to hangar temperature.
The ailerons, elevators, and rudder are all balanced control surfaces and their static
balance must be checked in accordance with the limits show in table 7-19 after repaint or
repair.
Effective: 05/05/04
7-3

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

CONTROL STICK
The control stick, which is supported by bushings and bearings, is attached to the torque
tube located on top of the cockpit floor. A series of push tubes, push rods and bell cranks
form solid connections between the control stick and the ailerons. The control stick
activates the elevators through push tubes, bell crank, idler and elevator horns. The
control stick forks and torque tube may be removed for replacement of bearings and
bushings.
REMOVAL OF BEARINGS FROM CONTROL STICK, FORK AND TORQUE TUBE
Remove the control stick dust cover base assembly and the side skins under the cockpit.
Use the following procedures to replace the bearings.
A.
Disconnect the aileron push rods and elevator push tube.
B.
Remove the attaching hardware securing the control stick fork to the torque tube.
C.
Withdraw controls stick and fork from aircraft.
D.
Remove the bolts securing the torque tube to the pillow blocks. (See Figure 7-1)
E.
Remove the torque-tube from aircraft.

INSTALLATION OF BEARINGS IN THE CONTROL STICK FORK AND ON THE
TORQUE TUBE
A.
Install bearings on the torque tube and in the control stick forks as required.
B.
Install torque-tube in the pillow blocks.
C.
Tighten pillow block hardware per torque values in Section II.
D.
Install control sticks fork on torque tube and tighten hardware per torque values in
Section II.
E.
Check freedom of movement on control stick and torque tube.
F.
Lubricate bearings per Section II of this manual.
G.
Connect the elevator push-tube and aileron push-rods and check for proper
operation of control system.
H.
Replace control stick dust cover base assembly and aircraft side skins.
AILERONS
An all-metal aileron is installed outboard of each wing flap. Each aileron operates on
7-4
Effective: 05/05/04

bearing hinges and is attached to the aft wing spar at three points. One balance weight is
installed in the outboard leading edge of each aileron to prevent flutter.
* NOTE *
The left and right ailerons are not interchangeable. There is
a female locating slot approximately 25 inches from the
counterweight leading edge that must align with a male
located tab in the aileron bay.
The aileron control is driven by a single push rod from the control stick torque tube to a
vertical bell crank at the right side of the fuselage (See Figure 7-2). A short push rod
connects the bell crank to a vertical idler in the left side of the fuselage. In each wing, the
inboard push tubes connect between the bell crank and idler in the fuselage to the aft side
of a bell crank near the inboard end of the aileron. From the forward side of this bell
crank, the outboard push tube connects to the forward arm of the drive bell crank located
at the aileron mid span. The short arm of the drive bell crank is connected to a push rod
that drives the aileron. The ailerons are also connected to the rudder controls by springloaded cables that enable the ailerons to be activated in conjunction with the rudder. This
provides a safety factor. In case the aileron system becomes inoperative, the rudder
system will lift the aileron. (Fig. 7-3)
AILERON REMOVAL
A.
Disconnect push rod at aileron. Do not change position of rod end on push rod.
B.
Remove aileron hinge bolts.
C.
Remove aileron from aircraft.

AILERON INSTALLATION
Installation of the aileron is the reverse of the removal procedure. In the event push rod
length has been altered, streamline trailing edge of opposite aileron with trailing edge of
wing and flap and secure with a temporary lock. Adjust push rod length to align attaching
bolt hole with hole in aileron hinge fitting, when aileron is in neutral position. Recheck
aileron rigging.
AILERON RIGGING
Assure the ailerons are attached and the system push tubes are assembled, except for
the two lateral push rods in the fuselage. Ensure that flaps have been rigged. Rig the
ailerons as follows:
A.
Clamp the ailerons at the trailing edge of the wing tip in the neutral position.
Ailerons are in neutral when ailerons are 1/8" below flap trailing edge.
B.
Adjust the length of the push rod from aileron outboard wing bell crank until
inboard wing bell crank is perpendicular to the rear spar, both sides. This can be
checked through the inspection holes just forward of the rear spar.
Effective: 05/05/04
7-5

C.
Attach the lower, lateral fuselage push rod between the left fuselage idler bell
crank and the right fuselage bell crank, adjusting the length of the rod to fit those
items.
D.
Install the upper, lateral fuselage push rod from right fuselage bell crank to control
stick torque-tube fitting. Adjust the length of this push rod to center the control
stick.
E.
Clamp control stick in center position and free clamps on aileron. Set trailing
edges of ailerons 0.125-inch below trailing edge of flap trailing edge by lengthening
push rod from aileron to outboard wing bell crank.
F.
Adjust and lock the aileron stops, accessible through the inspection holes forward
of the aileron, for the required travel. Aileron up travel should be 21 (1) degrees
and down travel should be 17 (1) degrees.
G.
Go back through system and lock all check nuts.
H.
To adjust the springs in the rudder-aileron interconnect system, clamp the rudder
and ailerons in the neutral position and adjust the turnbuckles until the springs are
the same length.
AILERON SERVO TRIM TABS
A variable position trim tab is attached to each aileron. A wing high attitude of either wing
may be corrected by adjusting the applicable trim tab down. Adjusting the tab up will
correct a low wing attitude. Begin with both tabs in neutral position (straight with trailing
edge of aileron).
A.
Electric Aileron Trim Tabs. Thrush Aircraft Inc has made available an electric
aileron trim tab normally installed on left aileron. Initially, the tab is rigged the
same as servo-trim tabs, then the tab can be electrically adjusted to obtain level
flight. Compensating for the wind and in normal turns, the tab will act as a servotab.
WING FLAPS
Wing flaps installed on the S2RHG-T65 are of an all-metal construction and hinged on
ball bearings. Each flap extends outboard from the fuselage to the aileron and is
attached to the aft wing spar by four (4) stainless steel hinges. A switch located on the aft
of the throttle quadrant electrically controls the flap operation. Movement of the flaps is
by a torque tube located below the cockpit floor and rotated by an electric motor-driven
jackscrew. Push rods attached to the arms of the torque tube moves the flaps to the
desired position. The flaps have been completely sealed against chemical spray.
FLAP JACKSCREW REMOVAL
A.
Remove left side fuselage cowling under cockpit door and hopper.
B.
Remove wing root fairings to gain access to the flap push road and jackscrew
attach bolts.
C.
Disconnect each flap from the push rod and allow flap to swing and hang under
wing.
7-6
Effective: 05/05/04

D.
Disconnect the electrical connections, connecting the micro-switches and motor.

Identify the wires and locations for installation reference (See Figure 7-4).
E.
Remove one attach bolt at the motor end, loosen the other bolt slightly and remove
the four bolts connecting the jackscrew to the flap torque tube.
F.
Install new flap jackscrew assembly into fuselage and connect with hardware
which was removed or new hardware. NOTE: Rigging must be checked after
installation of new jackscrew or pushrods. Refer to flap rigging.
G.
Reconnect the electrical wires and test flap motor for proper operation.
H.
Connect pushrods and after flaps are rigged properly ensure that all bolts are tight
and wires are tied off.
I.
Reinstall fairings and cowling.

FLAP REMOVAL
A.
Disconnect flap push rod at flap. Do not change position of rod end on push rod.
(See Figure 7-5)
B.
Remove flap hinge bolts.
C.
Remove flap from aircraft.

FLAP INSTALLATION
Installation of the flap is the reverse of the removal procedure. In the event push rod
length has been altered, the flap will have to be completely re-rigged.
FLAP RIGGING
A.
With the master switch ON, fully retract the flaps (up flaps) with the flap switch.
B.
Disconnect the flap push pull rods at the torque tube arms.
C.
Hold a straight edge on the wing lower surface at wing station 49.0 (approximately
24 inches outboard of the fuselage side). In the properly rigged flap up position,
the straight edge should contact the lower surface of the wing, front spar, the flap
trailing edge and the lower surfaces.
D.
Adjust the flap push-pull rods to the proper length and connect them to the torque
tube arms.
E.
Shorten the length of the maximum travel limit bolt located on the right side of the
fuselage adjacent to the torque tube.
F.
With the flap switch, lower the flaps to the fully extended position.
G.
Using a propeller protractor or equivalent instrument to measure the flap angular

travel, adjust the down micro-switch located on the vertical shaft adjacent to the
jackscrew to achieve 15 (+/-1) degrees. Retract and extend the flaps after each
adjustment to verify proper adjustment.
H.
With the flaps in the fully extended position, adjust the maximum travel stop bolt so
that there is a 0.060 to 0.100 gap between the bolt head and the stop pad (See
Figure 7-6).
Effective: 05/05/04
7-7

I.
Retract the flaps with flap switch and turn the master switch OFF.
J.
Tighten and torque all hardware to the specifications called out in Section II of this
manual.
RUDDER
The metal-covered rudder is attached to the vertical stabilizer at three hinge points. The
rudder control cable is connected directly from the rudder horn to the rudder pedal
adjustment channels. The left and right rudder cables route from the adjustment
channels aft around pulleys where they pass through the fuselage side skins and attach
to adjustment straps on the rudder horn. A spring-loaded balance cable is routed
between the pedal adjusting channels and forward around pivoted pulleys located on the
hopper rear wall. The rudder controls are interconnected by springs to the aileron system
so that a wing may be lifted with rudder alone. This feature provides a convenience
during cross-country flight and is an added safety feature in case the aileron system
becomes inoperative. (Fig. 7-3)
RUDDER REMOVAL
A.
Disconnect rudder cables from rudder horn.
B.
Remove attaching hardware from rudder hinge points.
C.
Remove the rudder from the aircraft.

RUDDER INSTALLATION
A.
Place rudder on hinge points.
B.
Install the hardware in the hinge.
C.
Attach rudder cables to rudder horn.
D.
Check rudder operation to determine that no friction or binding is evident.
E.
Readjust control cables and rudder stops as required per rigging instructions.
RUDDER PEDAL REMOVAL
Use Figure 7-7 as a guide when removing or installing rudder pedals.

CONTROL CABLES REMOVAL
A.
Disconnect the aft cables from forward side of shackles.
B.
Remove skins from side of fuselage.
C.
Disconnect cables at turnbuckles.
D.
Remove all cable guards from the rudder cable pulleys and disconnect the aft
cables from rudder horn. The cables from the turnbuckles aft are free for removal.
E.
Disconnect cables from adjustment channel. The cables from the turnbuckles
forward to the pedals are free for removal.
F.
Remove the balance cables.
G.
Remove rudder-aileron cable from aileron vertical bell crank.
7-8
Effective: 05/05/04

CONTROL CABLES INSTALLATION
(See Figure 7-8)
A.
Install the cables in reverse order of the removal procedures.
B.
Check rigging per rigging instructions.
C.
Assure all cables, cable guards and turnbuckles are installed properly and safety
wired. Replace all skins removed for access.
RUDDER RIGGING
A.
Position the rudder pedals at mid-adjustment position in the adjustment channel.
B.
Center and lock the rudder.
C.
Adjust the turnbuckles in each rudder cable, at fuselage station 175.12, to bring
the rudder pedals approximately 11.00 inches from the back of the hopper.
* NOTE *
If the turnbuckles run out of adjustment, relocate adjustment
strap on rudder horn to shorten cable.
D.
Safety-wire the turnbuckles with 0.041 stainless steel wire.
E.
Adjust and lock the rudder stop bolts, located at the base of the rudder post, to
limit the travel of the rudder to 22 (1) degrees left and right of center. (See
Figure. 7-9)
RUDDER TRIM TAB
A fixed-position trim tab is attached to the lower edge of the rudder. An out-of-trim rudder
can be trimmed by bending the metal trim tab. Use forming blocks when bending tab and
do not bend more than 0.50 inch deflection in either direction.
BALANCE CABLE RIGGING
(See Figure 7-3)
The Thrush incorporates a rudder-aileron balance cable/spring system. The cables are
attached to the rudder pedals and routed out of the cockpit and to the spring which is
attached to the opposite aileron bell crank. Adjustments are accomplished with the
turnbuckles located on each cable. The system is correctly adjusted when the rudder and
ailerons simultaneously align in the neutral position. Ensure there is no contact between
balance springs.
ELEVATORS
Each elevator is attached to the rear spar of the horizontal stabilizer at three hinge points.
The control stick is connected to the elevators through the use of a bell crank, idler, push
tubes and elevator horn. The right and left elevators are attached to a common elevator
horn. (Fig. 7-10)
Effective: 9/16/05
7-9

ELEVATOR BALANCE SPRING
The elevator system has a balance spring attached to the forward elevator bell crank with
a cable on top and spring on the other end attached to bell crank support bracket. The
cable and spring are connected with a turnbuckle for final adjustments. With the flaps up
and the elevator in neutral and the forward stand assembly is clamped on flap transfer
tube at 48 from center on fwd side. Rig the cable to obtain a spring length of 39". The
dual cockpit elevator balance spring is connected to the lower portion of the forward
elevator bell crank and to the left lower longeron fuselage station 193.43 inches with a
turnbuckle for adjustment. With flaps up and elevator neutral, rig spring to 36 inches in
length.
ELEVATOR REMOVAL
A.
Disconnect aft push tube from elevator horns.
B.
Disconnect the trim tab push rod at elevator trim-tab.
C.
Remove hardware attaching both of the elevators horns together.
D.
Remove all hinge bolts from leading edge of elevator.
E.
Remove the elevator from aircraft.

ELEVATOR INSTALLATION
A.
Position elevator on aircraft.
B.
Attach the elevator to the horizontal stabilizer.
C.
Bolt the two elevator horns together.
D.
Connect aft push tube to elevator horns.
E.
Connect trim-tab push rod at elevator trim.

ELEVATOR RIGGING
The aft push tube will have to be disconnected from elevator horns for adjustment.
A.
Set the forward stop on the control stick so the stick is approximately seven inches
from the hopper when in full forward position.
B.
Set the elevator to its full down travel of 17 (1) degrees and adjust the aft end of
push tube at the elevator horn to match that position. Connect push tube to
elevator horn.
*NOTE *
Assure the inspection hole in the rod end is covered by the
push tube threads. It may be necessary to let the control
stick come back slightly to achieve coverage.
7-10
Effective: 05/05/04

** CAUTION **
Rigging of the elevators will require that tail gear be checked
for proper operation. See Section 6, Landing Gear.
C.
Set the elevator at the full up travel of 27 (1) degrees and adjust the aft stop on
the control stick to match this position.
D.
Tighten the lock nut against the rod end bearing at the elevator horn.
ELEVATOR TRIM TABS

Controllable trim tabs, located on the inboard trailing edge of each elevator, are operated
by an elevator trim tab control lever located on the left side of the cockpit. Linkage
between the elevator trim tab control lever and the elevators consists of push rods bell
cranks and fairleads. The push rod leading from the trim tab control lever to the trim tab
assembly runs along the left side of the fuselage and is guided at intervals by four
fairleads. The aft end of this push rod attaches to a bell crank. This bell crank has arms
at each end permitting two short push rods to be routed back to bell cranks located on the
inboard side of the horizontal stabilizer. A short push rod leads from these bell cranks to
horns on the trim tabs. (See Figure 7-11)
ELEVATOR TRIM TAB REMOVAL
A.
Disconnect push rod from trim tab.
B.
Remove rivets attaching trim tab hinge to elevator and remove trim tab.
ELEVATOR TRIM TAB RIGGING
A.
Place the trim tab control lever in cockpit in the neutral position.
B.
Adjust push rods to position both the aft fuselage and stabilizer bell cranks in a
center (neutral) position.
C.
Place elevator in neutral position. Adjust the length of push rod, between the two
bell crank assemblies.
D.
Tighten all bolts.
E.
Loosen bolts attaching trim control lever stop and adjust the stop to provide proper
trim tab travel. The trim tab travel should be 8 (1) degrees up and 22 (1)
degrees down.
*NOTE *
When measuring trim tab travel, the elevator should be in
the neutral position.
F.
Measure free-play of the tab at the trim tab horn attaching point. The total
maximum free play should not exceed 0.125-inch.
Effective: 05/05/04
7-11

EMPENNAGE
The vertical stabilizer, rudder, horizontal stabilizer and elevators are constructed of Alclad
aluminum. All stabilizers are connected to the fuselage structure by bolts and supported
by adjustable struts. Rudder and elevators are attached to the stabilizers by hinges
containing sealed bearings.
EMPENNAGE REMOVAL
A.
Remove rudder and elevators from stabilizer as outlined in this section of the
manual.
B.
Remove horizontal struts, being sure to mark left and right. (The top of the struts
can be identified by a small rectangular section of weld line at the V-end of the aft
tube.)
** CAUTION **
The forked ends of the struts are torqued to align with
horizontal attachments. Movement of the fork will require retorquing as outlined in the installation instructions.
EMPENNAGE INSTALLATION
A.
Install horizontal stabilizer with AN6-46A bolts on forward attaches with one each
bushing (P/N 9040-018) (9/16 long) between horizontal stabilizer and forward
fuselage attach fitting. Place one each bushing (P/N 9040-108) (1 long)
between the aft stabilizer attach fitting and the fuselage fitting and install AN6-44A
bolts. Torque bolts to 350-380 inch-pounds of torque. Check that the cord line of
the horizontal stabilizer is -0.50 .25 (this means nose-down) relative to the
leveling longeron used for weight and balance (under the cockpit) (see figure 712). Use up to 3 ea. AN960-616 washers under either the fwd or aft bushings to
achieve the required incidence angle.
B.
Install left and right struts using the strut/plates and AN5-6A bolts on lower attach
(strut to fuselage) and AN6-12A bolts on upper attach (strut to horizontal). Install
rudder lock plate on left lower strut attach; tighten all bolts and nuts.
When installing a new strut or new strut parts, accomplish as follows:
With new strut(s) adjust fork ends as required to bring the strut as close as
possible to lower fuselage attach without touching. The strut should be centered
fore and aft with fork ends. The forks should be shimmed with a P/N 40024-3
spacer and P/N 21194 washers as required (different thicknesses are available)
and at least one P/N 21194-C copper crush washer. Then torque to 160 - 190
inch-pounds and align with attach points simultaneously. The lower strut/plates
can now be trimmed to fit if needed and drilled with a .312 (5/16") drill bit and
bolted into place using AN5-6A bolts. If only re-torque is required and torque
cannot be achieved with old shims, the replacement of the copper crush washer
only should be sufficient to regain correct torque (100-140 inch-pounds) and
proper angle for alignment.
7-12
Effective: 9/16/05

C.
Install left and right elevator using P/N 40065-1 spacer, AN4-12A bolt and AN411A bolts in center and outboard hinges. Connect elevator control arm and check
travel 27 1 up and 171 down.
D.
Connect elevator trims tabs and check for proper travel.
E.
Vertical Stabilizer: Install forward attachment loosely with NAS6207-68 bolt. Using
either no shims (normal) or if a gap exist, use one or more of the following P/N
21209T001 (.125) and/or P/N 21209T002 (.250) shim(s) at upper attach and P/N
21208T001 (.125) and/or P/N 21208T002 (250) shim(s) at lower attach. Install
hardware upper and lower and navigation light ground wire (lower attach); tighten
all vertical fin hardware per torque table (See Figure 2-7). Using a string pulled
tight through upper rudder hinge and lower rudder hinge, check hinges for
alignment fore, aft, left and right. It is permissible to add (1) P/N 40207T005
(.050) or 40207T007 (.063) between the center hinge bearing housing and
vertical fin rear spar to achieve proper alignment.
*NOTE *
A TAPERED shim(s) P/N 90220T001 (.125 to .080) upper
attach shim or P/N 90221T001 (.100 to .075) lower attach
shim may be required on top and/or lower attach to properly
align hinges during the string alignment check.
F.
Install the wire deflector cable and allow sufficient turnbuckle travel to permit
tensioning of the deflector cable. Attach and tension cable to 35 3 Lbs.
G.
Install the rudder using AN4-11A bolts; connect navigation light ground wire to
rudder horn bolt, and connect navigation light power wire. Install rudder cables
and check travel 221 left and right from center.
WINGS
WING REMOVAL
(See Figures 7-14 & 7-15)
A.
Park the aircraft in a closed door hangar and secure the aircraft for maintenance.
B.
Disconnect the batteries and external power sources.
C.
Gain access to the wing splice area by removing the wing root fairings and the
necessary aircraft side and belly panels. Disconnect the electrical, fuel, spray and
flight control systems at points appropriate for wing removal. Remove the spray
pump and bracket.
D.
Support the weight of the wings at the jack points located approximately eight feet
from the wing tips and under various wing ribs to prevent wing movement when
the attach bolts are removed.
E.
Remove the bolts holding the rear spar to the fuselage, one place on each wing.
Effective: 9/16/05
7-13

F.
Remove the inch bolts securing the left and right wing, inboard and outboard
attach angles to the spar webs, 12 places on each wing.
G.
Back the locknuts off of the NAS bolts in the splice fittings far enough to conceal
the end of the bolt threads. Spray the bolt shanks with WD-40 or an equivalent
lubricant.
H.
Remove the eight each inch bolts securing the two each U-shaped Clevis (part
number 22506-11) to the tube nuts and remove the two clevises (See Figure 716). Loosen the lower splice fitting tube nuts. As the nuts are loosened, the bolts
will back out of the holes. Once the tube nuts are off of the lower bolts, loosen the
upper tube nuts to back them out of the holes. If one of the bolts does not move,
rethread the tube nut onto this bolt and place a spacer between the opposite end
of the tube and the spar cap (or NAS bolt). Proceed, once again, to loosen the
tube nut and back the bolt out of the hole. Remove tube nuts after obtaining
sufficient clearance.
** CAUTION **
Observe extreme care to avoid damaging the spar cap and
the surface finish of the holes through the spar cap.
*NOTE *
Adjusting the angle of the wings with the wing jacks may
assist in wing bolt removal.
I.
Place an aluminum block on the smallest nut and with a 4X rivet gun, drive the nut
flush to the lower splice fitting. Proceed in a similar manner with the remainder of
the bolts working from the smallest to the largest.
J.
Remove all of the nuts and tube nuts from the lower NAS bolts. Place the
aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun,
drive it flush with the lower splice fitting. Proceed in a similar manner with the
remainder of the bolts working from the smallest to the largest.
K.
Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the lower
splice fittings and lower spar cap with a 2X rivet gun working from smallest size
bolt to largest size.
L.
Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic
or aluminum wedges between the lower splice fitting and the lower spar cap.
Remove the lower half of the lower splice fitting. In a similar manner, remover the
upper half of the lower splice fitting.
M.
Place the aluminum block on the threaded end of the smallest bolt in the upper
splice fitting and with a 4X rivet gun, drive it flush with the spar cap. Proceed in a
similar manner with the remainder of the bolts working from the smallest to the
largest.
7-14
Effective: 9/16/05

*** WARNING ***
Under no circumstances should the bolts be turned while the
threads are in the spar cap. This could damage the hole
surface finish which could result in a stress concentration.
N.
Remove all of the nuts and tube nuts from the upper NAS bolts. Place the
aluminum block on the threaded end of the smallest bolt and with the 4X rivet gun,
drive it flush with the upper splice fitting. Proceed in a similar manner with the
remainder of the bolts working from the smallest to the largest.
O.
Using a suitable phenolic or soft metal drift, drift out the NAS bolts from the upper
splice fittings and upper spar cap with a 2X rivet gun working from smallest size
bolt to largest size.
P.
Pry the lower half splice fitting off the NAS bolts by tapping phenolic, hard plastic
or aluminum wedges between the lower splice fitting and the upper spar cap.
Remove the lower half of the upper splice fitting. In a similar manner, remover the
upper half of the upper splice fitting.
Q.
Remove the bolts securing the center wing splice plate to the right wing. The
splice plate will remain attached to the left wing.
R.
Slide the wings directly away from the fuselage lifting the wing roots sufficiently to
clear the fuselage lower longerons.
S.
Discard all used nuts, bolts and washers.

WING INSTALLATION
(See Figures 7-14, 7-15, 7-16 & Table 7-1)
To install the wings, proceed as follows using all new nuts, tube nuts, bolts and washers:
* NOTE *
All bolt shanks and bolt holes are to be coated with SnapOn General Purpose Antiseize lubricant or equivalent
before installation.
A.
If the landing gear is not installed, support the fuselage at a convenient height
using jacks at the landing gear attach points, left and right, and at the aft jack point.
B.
On the left wing, install the outboard wing attach angle on the main spar web with
NAS1104-16 bolts, inch AN960 and MS20002C washers and MS21042 nuts.
Torque the MS21042 nuts per Table 7-1, six places.
Effective: 9/16/05
7-15

** CAUTION **
On all NAS bolts described hereinafter, insure that at least
two bolt threads are showing beyond the edge of the fiber
locknut and that the nut has not bottomed out on the bolt
threads.
C.
On the left wing, install the center splice plate if removed, to the spar web and
install the 3/16 and bolts and c/s screws, AN960 and MS20002C washers and
MS21042 nuts per Figure 7-15. Torque the MS21042 nuts per Table 7-1, 39
places.
D.
Elevate the left wing and place it in position. Butt the wing attach angle squarely
against the fuselage vertical wing attach tube assembly. Locate the rear spar
fitting into the fuselage attach fitting and install the 7/8 bolt, AN960 washers and
MS21044N nut. Bring nut up snug but not to final torque.
E.
Support the wing at the wing jack point on the front spar, approximately 8 feet
inboard of the wing tip.
F.
Rest the inboard end of the main spar on the lower longeron with a inch
temporary spacer between.
G.
Install the left wing inboard attach angle on the main spar web with NAS inch
bolts, AN960 and MS20002C washers and MS21042 locknuts (See Figure 7-16).
Torque the locknuts per Table 7-1, 6 places.
H.
Align the bolt holes in the wing attach angles with the holes in the fuselage vertical
wing attach tube. Install one AN 5/16 bolt in the top hole and secure with an
AN960 washer and AN365 locknut. Install locknut finger tight.
I.
On the right wing, install the outboard wing attach angle on the main spar web with
NAS inch bolts, AN960, and MS2002C washers, and MS21042 locknuts.
Torque the MS21042 nuts per Table 7-1, 6 places.
J.
Elevate the right wing and place in position with the 1/2 inch temporary spacers as
was done with the left wing. Align the holes in the right wing spar web with the
holes in the center splice plate. Install the 3/16 and bolts and nine each
countersunk screws with heads forward and secure with AN960 and MS20002C
washers and MS21042 locknuts. Bring the nuts up snug and torque only those
which will be inaccessible when the splice fittings are installed.
K.
Install the right wing inboard attach angle on the main spar web with NAS inch,
AN960 and MS20002C washers and MS21042 locknuts. Torque the locknuts per
Table 7-3, six places.
** CAUTION **
Be sure to orient the MS20002C washers such that each
countersink is mated with the radius in the underside of the
NAS bolt heads.
7-16
Effective: 5/05/04

L.
Lubricate the 12 NAS wing splice attach bolts and the holes in the upper splice
fittings, (top and bottom halves) with Antisieze. Position the upper plate part
number 20242-2 on top of the top splice fitting and insert the two large NAS bolts
with MS20002C countersunk washers. Be sure to mate the countersunk portion of
the washer with the head of the bolt. Insert the remaining 10 NAS bolts with their
respective holes and position all 12 bolts flush with the bottom of the fitting.
** CAUTION **
Use extreme care to avoid damaging the spar cap and the
surface finish of the holes through the spar cap.
M.
Apply Antiseize to the matching holes in the upper spar cap and place the top
splice fitting into position. Move the wings as required and press the bolts through
the holes in the upper spar cap.
N.
Place the upper splice fitting (bottom-half) into position and press it upward over
the bolts. Install MS20002 (no countersink) washers (12 places) and bring the
22506-7 tube nuts (two places) and the MS21044N nuts (10 places) up snug but
not to full torque.
** CAUTION **
Use extreme care to avoid damaging the spar cap and the
surface finish of the holes through the spar cap.
O.
Correctly position the lower plate part number 22514-1 on bottom of lower splice
fitting (bottom) and insert two large one inch NAS bolts with MS2002C
countersunk washers with chamfer towards the bolts hexagonal head. Place
(upper) lower splice fitting on top of lower spar cap. Push lower bottom splice
fitting with large bolts until flush with lower wing spar and through upper splice
fitting. Install and snug tube nuts but not full torque. Install the remaining NAS
bolts in the lower splice fittings starting with the largest bolts working to the
outboard
P.
Align the holes in the wing attach angles (left and right wings) with the holes in the
fuselage vertical wing attach tubes and install the remaining seven AN 5/16 inch
bolts with AN960 washers and MS21044N nuts. Bring the locknuts up snug but
not to full torque.
Q.
Torque all locknuts on the NAS inch bolts through the spar web and splice
plates per Figure 7-3, 39 places.
R.
Torque the tube nuts and the MS21044N locknuts on the NAS bolts through the
upper and lower splice fittings per table (Figure 7-3), four places and 24 places,
respectively.
S.
The upper and lower tube nuts are joined together by u-shaped clevises (part
number 22506-11). The tube nut connection will require the use of Thrush Aircraft
Inc tool part number ESK681-1 or equivalent in drilling and locating the .25
diameter holes. After drilling deburr all holes, and install clevises with eight each.
Effective: 5/05/04
7-17

NAS1104-26 bolts, MS20002C4 chamfered washers, under the head, AN-960-416
washers, and MS21044N4 locknuts. Torque locknuts per table 7-3.
T.
Remove the temporary spacers from between the wing spars and the
longerons, two places.
U.
Torque the locknuts on the AN5 bolts through the left and right wing attach angles
and the fuselage vertical tubes per Table 2-7, eight places.
V.
Torque the locknuts on the AN7 bolts through the left and right wing rear spar
attach fittings per Table 2-7, two places.
W.
Release the wing jacks and check the wing dihedral for 3 degrees.
X.
Install the spray pump and bracket and torque all nuts and bolts.
Y.
Complete the wing installation by making the necessary connections in the

electrical, fuel, pitot, and flight control systems.
Z.
Reconnect the batteries.
MODIFIED WING INSTALLATION PROCEDURE FOR S2R AIRCRAFT WHICH HAVE

TO HAVE THE WING ATTACH ANGLES REPLACED.
(See Figures 7-14, 7-15, 7-16 & Table 7-1)
A.
With the wings supported, position the wing roots in the fuselage and place a
inch temporary spacer between the lower longeron and the main spar cap of each
wing. (This will properly set the wings angle of incidence.)
B.
Install the spar web splice plate and the upper and lower main spar cap splice
fittings in accordance with the normal installation procedure. Torque all nuts to
specification.
C.
Install the wing attach bolts at the left and right rear spars and torque to
specification.
D.
On the 20243-3 wing attach angles (outboard only), draw heavy black line from top
to bottom so as to bisect the area of the forward face when it is positioned on the
aircraft. This line will be on the outside of each angle and will mate with the back
side of the main spar web.
E.
Position these outboard angles so that they mate flush with the bushings through
the vertical fuselage tube, flush with the spar web and contact the top of the lower
spar cap. Now raise the angle so that there is approximately a 3/16 inch clearance
between the angle and the spar cap. Clamp the angle to the vertical fuselage
member.
F.
Sight through the bolt holes in the main spar web and position the wings so that
black lines drawn in step D are visible and that they appear symmetrical between
left and right wings. This centers the wings with respect to the fuselage. Repeat
step E if the 3/16 inch clearance has changed.
G.
Transfer the location of each of the holes through the vertical fuselage member to
the attach angle by sliding a 5/16 inch drill bit (preferably one that has a pilot tip),
through each of the four holes in succession. Do not drill these holes because
edge distance must be checked.
7-18
Effective: 5/05/04

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

electrical, fuel, pitot, and flight control systems.
Effective: 5/05/04
7-19

CONTROL SYSTEM TROUBLESHOOTING CHART

AILERON SYSTEM
PROBLEM
Resistance to control
stick movement.
Incorrect aileron travel.
Correct aileron travel

cannot be obtained by
adjusting bellcrank
stops.
CAUSE
REMEDY
Control stick bearings

dry or worn.
Check control stick bearings

for lubrication, excessive wear
and cleanliness.
Torque tube bearings

dry or worn.
Check bearing for lubrication,

excessive wear and
cleanliness.
Bent aileron.
Repair or replace aileron.
Aileron push rods and

tubes out of rig.
Rig in accordance with aileron

rigging procedures.
Aileron bell crank stops

incorrectly

rigging procedures.
Incorrect rigging of push

rods and tubes.

rigging procedures.
Incorrect rigging of
bellcranks.

rigging procedures.
FLAP SYSTEM
Flaps do not extend
(down) or retract (up).
Circuit breaker out.
Reset circuit breaker.
Flaps do not extend

Defective flap switch.
Replace flap switch.
Defective flap motor.
Replace flap motor.
Defective electrical
circuit.
Replace defective wires.
Stripped or broken
jackscrew on flap motor.
Replace jackscrew assembly.
7-20
Effective: 5/05/04

PROBLEM
CAUSE
REMEDY
FLAP SYSTEM (Continued)

Flaps do not extend
(Cont.)
Defective microswitch.
Replace microswitch.
Flaps fail to retract (up)

completely.

rods.
Rig in accordance with rigging

procedures.
Flaps fail to extend

(down) completely.

rods.
Rig in accordance with rigging

procedures.
Flaps not synchronized

or fail to fit evenly when
retracted (up).
Incorrect adjustment of
push rods.
Adjust in accordance with

rigging procedures.
Bent push rods.
Straighten or replace.
Bent flap.
Repair or replace flap.
Broken arm on torque

tube or broken push rod.
Replace broken parts.
Disconnected push rod.
Connect push rod and recheck

rigging procedures.
Flaps on one side fail to

operate.
RUDDER SYSTEM
Lost motion between
rudder pedals and
rudder.
Lost motion between

rudder pedals and
rudder.
Cables loose.

rigging procedures.
Broken pulley.
Replace pulley.
Bolts attaching rudder

horn to rudder loose.
Tighten bolts.
Excessive resistance to
Cables too tight.
rudder pedal movement.
Pulleys binding or
rubbing.
Effective: 5/05/04
Adjust cables in accordance

with rigging procedures.
Provide proper clearance if
pulleys are rubbing pulley
brackets or cable guards.
7-21

PROBLEM
CAUSE
REMEDY
RUDDER SYSTEM (Continued)

Excessive resistance to
Rudder binding caused
rudder pedal movement.
by bent rudder horn.
(Continued)
Replace rudder horn.
Rudder pedal needs

lubrication.
Lubricate as required.
Cables not in place on

pulleys.
Install cables correctly.
Bent rudder.
Repair or replace rudder.
Rudder pedals not

neutral when rudder is
streamlined.
Rudder cables incorrectly Rig in accordance with rigging

rigged.
procedures.
Incorrect rudder travel.
Rudder horn stops

incorrectly adjusted.

rudder rigging procedures.
ELEVATOR SYSTEM
Resistance to control
stick movement.
Pulley binding or rubbing.
Provide proper clearance if

rubbing pulley bracket or guard.
Binding control stick

bearings.
Lubricate bearings. Repair or

replace elevator horns.
Elevator hinges need

lubrication.
Lubricate hinges as required to

give free movement.
Incorrect elevator travel.
Elevator bellcrank, idler,

and push tubes
incorrectly adjusted.

rigging procedures.
Correct elevator travel

cannot be obtained by
adjusting bellcrank, idler
and push tubes.
Control stick stops

incorrectly rigged.
Adjust control stick stops in

accordance with rigging
procedures.
7-22
Effective: 5/05/04

ELEVATOR TRIM SYSTEM
PROBLEM
CAUSE
Trim control lever moves

with excessive
Push rods binding.
resistance.
Incorrect trim tab travel.
Effective: 5/05/04
REMEDY
Check push rods at fairings for
free movement.
Trim tab hinge binding.
Lubricate hinge. If necessary

replace hinge.
Incorrect adjustment of
push rods.

rigging procedures.
7-23

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

Figure 7-2: Aileron Control System
Effective: 5/05/04
7-25

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

Figure 7-4: Flap Actuator Motor

Effective: 9/16/05
7-27

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

Figure 7-6: Flap Down-stop Installation

Effective: 9/16/05
7-29

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

Figure 7-8: Rudder Control System
Effective: 9/16/05
7-31

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

Figure 7-10: Elevator control System
Effective: 9/16/05
7-33

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

Figure 7-12: Horizontal Stabilizer Attachment

Effective: 9/16/05
7-35

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

Figure 7-14: Wing Attach Angle Attachment to Spar

Effective: 9/16/05
7-37

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

Figure 7-16: Wing Splice Attachment to Fuselage Frame

Effective: 9/16/05
7-39

BOLT SIZE
NUT TORQUE
3/16 32
25 30 in. lbs.
1/4 28
80 100 in. lbs.
5/16 24
120 145 in. lbs.
3/8 24
200 250 in. lbs.
7/16 20
520 630 in. lbs.
1/2 20
770 950 in. lbs.
5/8 18
1,250 1,550 in. lbs.
3/4 16
2,650 3,200 in. lbs.
1 12
4,500 5,500 in. lbs.
Torque Table for NAS Fasteners Through Wing Center Splice Fittings,
Splice Plates, and Wing Attach Angles ONLY
Table 7-1: Wing Splice Fittings Torque Chart
7-40
Effective: 9/16/05

Figure 7-16: Attaching Wing Attach Angles to Fuselage Frame
FLIGHT CONTROL STATIC BALANCE LIMITS

After repaint or repair of balanced control surfaces, they must be checked for proper
balance using the limits found in Table 7-2, below. Stripping of paint and repainting may
be necessary if control fails to be within limits.
*** WARNING ***
Failure to stay within control surfaces static balance limits
could lead to control surface flutter, which could lead to loss
of aircraft, life, and/or property.
Effective: 9/16/05
7-41

HIGH SPEED RUDDER ASSY P/N 40226T103: INCH-POUNDS OF IMBALANCE

FROM HINGE LINE, TRAILING EDGE HEAVY.
INCH POUNDS
CONDITION
MANUFACTURING
FIELD REPAIR
MINIMUM
30
30
MAXIMUM
40
45
HIGH SPEED ELEVATOR ASSY P/N 40058T503 L/H or T504 R/H: INCHPOUNDS OF IMBALANCE FROM HINGE LINE, TRAILING EDGE HEAVY.
INCH POUNDS
CONDITION
MINIMUM MAXIMUM
MANUFACTURING
3
16
FIELD REPAIR
3
18
HIGH SPEED AILERON ASSY P/N 52081T091 L/H or T092 R/H: INCH-POUNDS
OF IMBALANCE FROM HINGE LINE, TRAILING EDGE LIGHT (AILERON INVERTED
FLAT SIDE FACING UP).
INCH POUNDS
CONDITION
MINIMUM MAXIMUM
MANUFACTURING
4.6
6.6
FIELD REPAIR
3.6
6.6
TABLE 7-2: Static Balance Limits
7-42
Effective: 9/16/05

SECTION 8
INSTRUMENTS
TABLE OF CONTENTS
INSTRUMENTS .............................................................................................................. 2
GENERAL DESCRIPTION ........................................................................................ 2
INSTRUMENT SYSTEM MAINTENANCE................................................................. 2
FLIGHT INSTRUMENTS ........................................................................................... 2
PITOT-STATIC SYSTEM........................................................................................... 2
MAINTENANCE ................................................................................................... 3
INSPECTION AND LEAKAGE TEST ................................................................... 3
ALTIMETER............................................................................................................... 4
AIRSPEED INDICATOR ............................................................................................ 4
MAGNETIC COMPASS ............................................................................................. 4
MAGNETIC COMPASS COMPENSATION.......................................................... 5
BANK INDICATOR .................................................................................................... 5
POWER PLANT INSTRUMENTS .............................................................................. 5
MISCELLANEOUS INSTRUMENTS.......................................................................... 5
FUEL QUANTITY INDICATOR............................................................................. 5
VOLTMETER........................................................................................................ 6
AMMETER............................................................................................................ 6
HOPPER QUANTITY (OPTIONAL EQUIPMENT)................................................ 6
CALIBRATION OF REMOTE GAUGE ................................................................. 6
INSTRUMENT TROUBLESHOOTING CHART ......................................................... 8
AIRSPEED INDICATOR....................................................................................... 8
ALTIMETER ......................................................................................................... 8
MAGNETIC COMPASS........................................................................................ 9
ENGINE OIL PRESSURE GAUGE .................................................................... 10
ENGINE FUEL PRESSURE GAUGE ................................................................. 10
TACHOMETER .................................................................................................. 11
FUEL QUANTITY INDICATOR........................................................................... 11
ENGINE OIL TEMPERATURE GAUGE ............................................................. 11
HOPPER QUANTITY SYSTEM (OPTIONAL EQUIPMENT) .............................. 12
INSTRUMENT MARKINGS - PT6A-60AG ............................................................... 13
Figure 8-1a: PT6A-60 Instrument Markings .................................................. 13
INSTRUMENT MARKINGS - PT6A-45A, -45B, -45R SERIES ................................ 14
Figure 8-1b: PT6A-45 Instrument markings .................................................. 14
INSTRUMENT MARKINGS - PT6A-65AG, -65B, & -65AR...................................... 15
Figure 8-1c: PT6A-65 Instrument Markings................................................... 15
INSTRUMENT MARKINGS ..................................................................................... 16
Figure 8-1d: PT6A Common Instrument Markings ........................................ 16
Figure 8-2: Fuel Level Sensor Calibration Chart ........................................... 17
Effective: 9/16/05
8-1

INSTRUMENTS
GENERAL DESCRIPTION
The standard instruments are located on three panels in the cockpit. An upper panel, a
left lower panel, and a right lower panel. The left lower panel contains a clock, oil
temperature gauge, oil pressure gauge, fuel pressure gauge, air filter Delta P gauge,
hour meter, airframe related electrical switches and fuel quantity gauge. The right lower
panel contains the voltmeter, ammeter, and circuit breakers. The upper instrument
panel contains the gas generator percent tachometer (Ng), propeller tachometer (Np),
torque pressure gauge, ITT (T5) indicator, boom pressure gauge, air speed indicator,
altimeter, fluid compass, engine warning lights, stall warning light and bank indicator.
All instruments are lighted with a post light or internally lighted and controlled with
rheostats located on the left lower panel.
Optional instruments and gauges are available upon request. A few of the optional
instruments are hopper quantity, Shadin Miniflo fuel flow, Micronair chemical flow
meter, Crophawk chemical flow meter, encoding altimeter, artificial horizon, electric
turn and bank, vertical speed, and directional gyro.
INSTRUMENT SYSTEM MAINTENANCE

Unless otherwise specified, field maintenance of instrument systems is limited to
removal and replacement of defective instruments and transmitters; authorized inservice adjustment of transmitters and instruments; and repair of instrument systems
between the instrument and signal source (transducer). Reliability of the various
instruments and related systems can be sustained by routine inspection of electrical
wiring for chafing, and electrical connections for security. All fluid pressure, pitot
pressure, and static line connections must be tight at all times and lines must be
correctly routed and secured. Electrical wiring must be free from chafing, properly
connected and secured. Instrument ports and lines disconnected during system
maintenance must be capped or plugged immediately to prevent the entrance of foreign
material and consequent instrument malfunction. Maintenance procedures pertaining to
a specific instrument or system are contained in subsequent paragraphs. As a general
rule, it is recommended that the instrument signal source and means of transmission to
the instrument be rung out before changing an instrument. If a new instrument or a
transducer is available, it may be expedient to utilize them in the system as required to
determine if the malfunction is in the instrument, signal source or interconnecting line.
FLIGHT INSTRUMENTS
Flight instruments consist of the magnetic compass, airspeed indicator, and altimeter
and bank indicator.
The pitot-static system provides pitot (impact) and static
(atmospheric) air pressure to the airspeed indicator and static air pressure to the
altimeter indicator.
PITOT-STATIC SYSTEM
The pitot head installed near the wing tip of the right wing lower surface provides pitot
pressure. The pitot pressure line is connected to the airspeed indicator. A static
pressure line is connected to the altimeter and to the airspeed indicator. The static
8-2
Effective: 05/05/04

pressure ports are located on both sides of the aft fuselage where they are connected
through a yoke to a tube that runs forward along the left side of the fuselage to the
instruments.
MAINTENANCE
Flight instruments utilizing pitot-static pressure are highly sensitive to pressure
variations. Therefore, all tubing and line connections must be absolutely airtight to
prevent erratic indications. Moisture drains for the system are installed in the lines at
two different locations; the most in-board end of tubing in wing and in the aft fuselage
just aft of the static ports. Drain the pitot-static system periodically and whenever the
system operates erratically. If after draining, and any of the pitot-static instruments are
still inoperative or erratic, clear the pitot-static vent lines of any remaining restrictions
with dry, low-pressure compressed air. Disconnecting the static line at the altimeter and
applying two to four psi air pressure to the static line may purge the lines.
Disconnecting the line from the airspeed indicator and applying two to four psi
pressures to the line may purge the pitot pressure line. Cap instrument inlets before
attempting to clear lines.
** CAUTION **
Be sure air pressure is directed towards the pitot head and
not toward the instruments when purging the system.
INSPECTION AND LEAKAGE TEST
The following procedure outlines inspection and testing of the static pressure system,
assuming the altimeter has been tested and inspected in accordance with current
Federal Aviation Administration Regulations.
A.
Ensure the static system is free from entrapped moisture and restrictions.
B.
Ensure no alterations or deformations to the static lines have occurred.
C.
Attach a source of suction to static pressure source opening.
D.
Slowly apply suction until altimeter indicates a 1000-foot increase in altitude.

** CAUTION **
When applying or releasing suction, do not exceed the range
of the vertical speed indicator or airspeed indicator.
E.
Cut off the suction source to maintain a closed system for one minute. Leakage
shall not exceed 100-foot of altitude loss as indicated on altimeter.
F.
If leakage rate is within tolerance, slowly release suction source.

* NOTE *
If leakage rate exceeds the maximum allowable, first tighten
all connections then repeat the leakage test. If leakage rate
Effective: 9/16/05
8-3

still exceeds the maximum allowable, use the following
procedure.
G.
Disconnect static pressure line from airspeed indicator to altimeter. Cap tee at
altimeter so that the altimeter is the only instrument still connected to static
pressure system.
H.
Repeat the leakage test to check whether the static pressure system or the
removed instruments are the cause of leakage. If instruments are at fault, they
must be repaired by an appropriately rated repair station or replaced. If the static
pressure is at fault, use the following procedure to locate the system leakage.
I.
Attach a source of positive pressure to the static source opening.

** CAUTION **
Do not apply positive pressure with the airspeed indicator
connected to the static pressure system.
J.
Slowly apply positive pressure until altimeter indicates a 1000-foot decrease in

altitude and maintain this altimeter indication while checking for leaks. Coat line
connections, static pressure fittings and static source external port opening with
solution of mild soap and water, watching for bubbles to locate leaks.
K.
Tighten leaking connections. Repair or replace any parts found defective.
L.
Reconnect airspeed indicator to the static pressure system and repeat leakage
test per steps C. through G.
ALTIMETER
The altimeter is equipped with three concentrically arranged pointers with a range of 0 100,000 feet. The intermediate hand indicates altitude in hundreds of feet in 20-foot
increments. The shortest hand indicates altitude in thousands of feet and the longest
pointer in tens of thousands of feet. A moveable barometric scale, visible through a
small window in the main dial, indicates the barometric pressure in inches of Hg and
millibars. An adjusting knob provides a means of adjusting the three pointers and
barometric scale simultaneously to correct for changes in atmospheric pressure and to
establish the proper reference to sea level. Barometric pressure is sensed through the
instrument static system.
AIRSPEED INDICATOR
The airspeed indicator registers airspeed in miles-per-hour and/or knots. The indicator
is operated by the pressure differential between impact air pressure from the pitot tube
and barometric pressure sensed through the static system.
MAGNETIC COMPASS
The magnetic compass is a semi-floating cylinder encased in a liquid filled case with
expansion provisions to compensate for temperature changes. The compass is
mounted on the instrument panel, is internally lighted, and is equipped with
8-4
Effective: 05/05/04

compensating magnets that are adjustable from the front of the case. Covers on the
face of the compass allow access to adjust the compensating magnets. The compass
should be swung and compensated at regular intervals and at any time equipment
installations are made that could cause compass deviation.
MAGNETIC COMPASS COMPENSATION
Locate the aircraft in area suitable for the method of magnetic compass compensation
to be used. Close doors and place flaps in a retracted position. Set the throttle at
cruise position with engine operating. Place all electrical switches, alternator, radio and
other equipment in a mode normally used in flight and proceed with the following:
M.
Set adjustment screws of compensating magnets to zero. Zero position is when

the dot on the screw is lined up with the dot on the compass frame.
N.
Position aircraft in a magnetically north direction. Adjust north-south adjustment

screw until compass reads exactly north.
O.
Position aircraft in a magnetically east direction.

screw until compass reads exactly east.
P.
Position aircraft in a magnetically south direction. Notice the resulting south error.
Adjust north-south adjustment screw so that one-half of the error has been
removed.
Q.
Position aircraft in a magnetically west direction. Notice the resulting west error.
Adjust east-west adjustment screw so that one-half of the error has been removed.
R.
Position aircraft in successive magnetically 30-degree directions and record all

errors on the deviation card furnished with the compass.
Adjust east-west adjustment
BANK INDICATOR
The bank indicator, installed in the center of the upper instrument panels is a curved,
fluid-filled tube containing a ball. The gravitational and centrifugal forces position the
ball within the tube to indicate correct lateral altitude for the degree of banking.
POWER PLANT INSTRUMENTS

This group consists of the oil temperature gauge, oil pressure and fuel pressure gauge,
ITT indicator, torque indicator, propeller RPM indicator, percent gas generator speed
indicator, and fuel quantity indicator. These instruments are operated by fluid pressure,
variation in electrical resistance created by a float operated transmitter, variations in
electrical resistance from a temperature probe, and by electrical variations from a tachgenerator. See Figure 8-1 for instrument markings.
MISCELLANEOUS INSTRUMENTS
A fuel quantity indicator registers the amount of fuel in the system up to a maximum of
164 U.S. gallons. Fuel from 165 to 230 U.S. gallons is un-gaugeable. The indicator is
basically a millivoltmeter that receives input signals from the fuel quantity transducers
(liquid level senders). The face of the fuel quantity indicator is marked in increments
from empty to full. The indicator is used in conjunction with two float-operated variableEffective: 9/16/05
8-5

resistance transducers, one installed in each tank. The full tank position of the
transducer float produces a minimum resistance through the transducer, permitting
maximum current flow through the fuel quantity indicator and maximum pointer
deflection. As the fuel level of the tank is lowered, resistance in the transducer is
increased, producing a decreased current flow through the fuel quantity indicator and a
small pointer deflection. The fuel quantity indicating system is calibrated by adjusting
the fuel quantity transducer float arms and the indicator as outlined in Section V.
VOLTMETER
A voltmeter displays electrical system voltage when the master switch is on and allows
the pilot to monitor bus bar voltage. Normal voltmeter readings must be within the
green arc (24.0 to 30.5 volts). Insufficient voltage or overcharging is indicated by a
lower red arc (minimum) 16.0 to 22.5 volts, and an upper red arc (maximum) 30.5 to
36.0 volts respectively. Continuous operation over 30.5 volts is detrimental to the life of
the battery and could cause loss of electrical power. A yellow arc from 22.5 to 24.0
volts indicates a caution range.
AMMETER
The ammeter displays current flow, in amperes, from the aircraft generator to the
battery, or from the battery to the electrical system. With the engine operating, the
ammeter should indicate the on charge side unless there is an aircraft generator
malfunction, or if the electrical load demand exceeds the aircraft generator output, the
ammeter will indicate the discharge side. Continuous operation on the discharge side
will be detrimental to battery life and may cause loss of electrical power.
HOPPER QUANTITY (OPTIONAL EQUIPMENT)
The hopper quantity consists of three parts -- the level sensing element in hopper, FA-A
control box normally located on left side of cockpit, and quantity gauge located in
instrument panel. The gauge is adjustable between 0 gallons to 360 gallons and
incorporates two lights, one amber light for low quantity, and one red right for hopper
empty. The system can be calibrated as per the following instructions.
* NOTE *
A scale is provided to show the relationship of the remote
gauge, % scale on analog control unit type FA-A, and number
of inches the bottom of the floating ball is away from the top of
the lower stop collar. The column labeled ground shows how
many gallons are in the hopper with the aircraft in the ground
attitude in relationship to the remote gauge reading.
CALIBRATION OF REMOTE GAUGE
A.
8-6
The remote hopper level gauge markings are an indication of hopper load in level
flight.
Effective: 05/05/04

B.
A screw type adjuster located on the face of the gauge at the six oclock position
adjusts the remote gauge 0 mark. Adjustment of the screw CW or CCW will move
pointer left or right.
C.
With floating ball against lower stop collar, adjust screw adjuster until pointer is
aligned with 0 marks on gauge.
D.
The 360-gallon mark is adjusted by turning a screw head located on a 20 K ohm

potentiometer on a circuit board attached to rear of gauge.
E.
With floating ball against the top stop of the sending unit; adjust the potentiometer
until pointer is aligned with 360 marks on gauge.
* NOTE *
Unit must be on to adjust 360 side of gauge.
* NOTE *
The small % scale on analog control unit Type FA-A will move
in direct relationship with the remote gauge.
F.
Once steps 3 and 5 are completed, the unit is in calibration.

* NOTE *
Hopper loads above 360 gallons are un-gaugeable.
G.
Also provided are two hopper-level warning lights -- one amber and one red. They
both have a push-to-test feature and a dimming capability. The lights are adjusted
to come on at any position (hopper level) that you may desire by potentiometers
located under pop-off caps on the face of the analog control unit Type FA-A. The
amber light is adjusted to come on by adjusting Pot 1 labeled set point 1, and the
red light is adjusted to come on by adjusting Pot 2 labeled set point 2.
H.
The amber and red lights can be set at any position you may desire. Thrush
Aircraft Inc recommends setting the amber light to come on at 25 gallons, or 8 3/8"
from top of lower stop collar to bottom of floating ball, and the red light to come on
at 6 1/2 gallons, or 2 1/2" from top of lower stop collar to bottom of floating ball.
Effective: 9/16/05
8-7

INSTRUMENT TROUBLESHOOTING CHART

AIRSPEED INDICATOR
PROBLEM
Hand fails to respond
Incorrect indication
or hand oscillates.
Hand Vibrates.
PROBABLE CAUSE
REMEDY
Pitot pressure
connection not
Test line and connection for leaks.
properly connected to Repair or replace damaged line,
pressure line from pitot tighten connections.
tube.
Pitot or static lines
clogged.
Check line for obstructions. Blow

out lines.
Leak in pitot or static

line.
Test lines and connections for

leaks. Repair or replace
damaged lines, tighten
connections.
Defective mechanism.
Substitute known-good
instrument and check reading.
Replace instrument.
Leaking diaphragm.
Substitute known-good
instrument and check reading.
Replace instrument.
Excessive vibration.
Check instrument mounting

screws. Tighten mounting
screws.
Excessive tubing
vibration.
Check clamps and lines

connections for security. Tighten
clamps and connections.
ALTIMETER
Instrument fails to
operate.
Incorrect indication.
8-8
Static line plugged.
Check line for obstructions.

Check static source. Blow out
lines. Clean static source.
Defective mechanism.
Substitute known-good altimeter

and check reading. Replace
instrument.
Hands not carefully

set.
Reset hands with know.
Effective: 05/05/04

PROBLEM
PROBABLE CAUSE
REMEDY
ALTIMETER (Continued)
Hands oscillate.
Leaking diaphragm
Substitute known-good altimeter

and check reading. Replace
instrument.
Pointers out of
calibration.
Compare reading with knowngood altimeter. Replace

instrument.
Static pressure
irregular.
Check lines for obstructions or

leaks. Check static source. Blow
out lines, tighten connections.
Clean static source.
Leak in airspeed or
vertical speed
indicator installations.
Check other instruments and

system plumbing for leaks and
obstructions. Blow out lines,
tighten connections.
MAGNETIC COMPASS
Compass not properly
compensated
Swing compass and compensate.
External magnetic
interference
Locate and eliminate interference.
Insufficient liquid
Replace compass.
Excessive vibration of
compass
Remove cause of vibration.
Card element not

level, sluggish
Compass excessively
compensated
Back compensating screws off to

remove all compensation, then
recompensate compass.
Liquid leakage from

case
Leaking float chamber

due to broken cover
glass or case, or
defective sealing
gaskets, weak or
detached card
magnets, pivot friction,
or broken jewel
Replace compass.
Excessive card error
Excessive card
oscillation
Effective: 9/16/05
8-9

PROBLEM
PROBABLE CAUSE
REMEDY
ENGINE OIL PRESSURE GAUGE

Gauge has erratic
operation
Gauge does not

register
Worn or bent
movement
Replace instrument.
Dirty or corroded
movement
Replace instrument.
Pointer bent and

rubbing on dial, dial
screw or glass
Replace instrument.
Pressure line clogged
Check line for obstructions. Clean

line.
Leak in pressure line
Check line for leaks and damage.

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

Repair or replace damaged line.
Pointer loose on staff
Replace instrument.
Damaged gauge
movement
Replace instrument.
Gauge pointer fails to

Foreign matter in line
return to zero
Check line for obstructions. Clean

line.
Gauge does not

register properly
Replace instrument.
Faulty mechanism
ENGINE FUEL PRESSURE GAUGE

Gauge inoperative or
Restricted, broken or
erratic. Low pressure
leaking line
or flow registered.
Clear and clean line. Tighten

fittings or replace, if necessary.
Fuel pressure or fuel

flow registered is
high, low or erratic
Vapor in fuel line
Start and run engine until

instrument registers normally.
Faulty relief valve in

engine-electric driven
pump(s) or defective
pump(s)
See fuel pump in Power Plant

Section for replacement or relief
valve adjustment instructions.
8-10
Effective: 05/05/04

PROBLEM
PROBABLE CAUSE
REMEDY
TACHOMETER
Tachometer registers
low, erratically, or no
reading.
Tachometer
generator/tachometer
defective
Test generator for output.

Overhaul or replace if necessary.
Test instrument and replace, if
necessary.
Tachometer generator
shaft sheared
Replace tachometer generator.

Failure to indicate
Fuel tanks empty
Check fuel quantity. Service with

proper grade and amount of fuel.
No power to indicator
Check circuit breaker. Inspect for
or transmitter. (Pointer open circuit. Reset breaker, repair
stays below E).
or replace defective wire.
Sticky or sluggish
indicator operation
Registers either full

or empty
Grounded wire.
(Pointer stays above
F).
Check for partial ground between

transmitter and indicator. Repair
Low voltage
Check voltage at indicator.

Correct voltage.
Defective indicator
Substitute known-good indicator.

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

Replace indicator.
Low voltage
Check voltage at indicator.

Correct voltage.
Float arm stuck
Free float arm.
ENGINE OIL TEMPERATURE GAUGE

Gauge has erratic
operation
Effective: 9/16/05
Defective indicator or
transmitter
Replace instrument or transmitter.
8-11

PROBLEM
PROBABLE CAUSE
REMEDY
ENGINE OIL TEMPERATURE GAUGE (Continued)
Grounded wire
Gauge does not

register
Check for partial ground between

transmitter and indicator. Repair
Check circuit breaker. Inspect for

No power to indicator
open circuit. Reset breaker.
or defective instrument
Repair or replace instrument or
or transmitter
transmitter.
HOPPER QUANTITY SYSTEM (OPTIONAL EQUIPMENT)

No indication on
indicator
Bad sensing element
Disconnect wires and check

resistance. Refer to Fig. 8-2.
Resistance check bad. Replace
element (non-repairable).
No indication and
resistance checked
good
No indication and
resistance checked
good
8-12
Bad indicator
Check power and ground

connections. Observe meter on
FA-A control unit. If meter works
with movement of ball, indicator or
wires to indicator are bad.
Bad FA-A control
Check wiring. Wiring OK, replace

FA-A control. Pins 5, 8, 11 and 15
are power pins on FA-A unit. Pin
15 is attached to 1A C/B. Pins 8
and 11 are jumped to pin 15. Pin
5 goes to + on rear of tank
quantity gauge. Grounds are
located on pins 4 and 16. Pin 4 is
connected to ground on rear of
tank quantity gauge. Pin 16 is
chassis ground.
Effective: 05/05/04

INSTRUMENT MARKINGS - PT6A-60AG

UNIT
RANGE
DEPICTION
MEANING
-40
Red Radial
MINIMUM
Oil Temperature
-40 to 0
Yellow Arc
CAUTION
(C)
0 to 110
Green Arc
NORMAL
110
Red Radial
MAXIMUM
60
Red Radial
MINIMUM
60 to 90
Yellow Arc
CAUTION
90 to 135
Green Arc
NORMAL
135
Red Radial
MAXIMUM
Red Radial
MINIMUM
5 to 50
Green Arc
NORMAL
50
Red Radial
MAXIMUM
400 to 775
Green Arc
NORMAL
775 to 820
Yellow Arc
CAUTION
820
Red Radial
MAXIMUM
0 to 37.7
Green Arc
Oil Pressure (PSI)
Fuel Pressure
(PSI)
ITT (Degrees C.)
NORMAL
(See Instrument Panel Placard)
37.7 to 38.8
Yellow Arc
CAUTION
38.8
Red Radial
TAKE OFF RATING MAXIMUM

AT 1700 RPM
43.4
Red Triangle
T.O. RATING MAXIMUM AT

1521 RPM
Torque (PSI)
Figure 8-1a: PT6A-60 Instrument Markings
Effective: 9/16/05
8-13

INSTRUMENT MARKINGS - PT6A-45A, -45B, -45R SERIES

Not Applicable to Dual Cockpit Models
UNIT
Oil Temperature
(C)
RANGE
DEPICTION
MEANING
-40
Red Radial
MINIMUM
-40 to 0
Yellow Arc
CAUTION
0 to 110
Green Arc
NORMAL
110
Red Radial
MAXIMUM
60
Red Radial
MINIMUM
60 to 90
Yellow Arc
CAUTION
90 to 135
Green Arc
NORMAL
135
Red Radial
MAXIMUM
Red Radial
MINIMUM
5 to 50
Green Arc
NORMAL
50
Red Radial
MAXIMUM
400 to 800
Green Arc
NORMAL
800
Red Radial
MAXIMUM
0 to 37.7
Green Arc
37.7 to 38.8
Yellow Arc
CAUTION
38.8
Red Radial
TAKE OFF RATING MAXIMUM

AT 1700 RPM
43.3
Red Triangle
T.O. RATING MAXIMUM AT

1521 RPM
Oil Pressure (PSI)
Fuel Pressure
(PSI)
ITT (Degrees C.)

NORMAL
Torque (PSI)
Figure 8-1b: PT6A-45 Instrument markings
8-14
Effective: 9/16/05

INSTRUMENT MARKINGS - PT6A-65AG, -65B, & -65AR

Not Applicable to Dual Cockpit Models
UNIT
Oil Temperature
(C)
RANGE
DEPICTION
MEANING
-40
Red Radial
MINIMUM
-40 to 0
Yellow Arc
CAUTION
0 to 110
Green Arc
NORMAL
110
Red Radial
MAXIMUM
60
Red Radial
MINIMUM
60 to 90
Yellow Arc
CAUTION
90 to 135
Green Arc
NORMAL
135
Red Radial
MAXIMUM
Red Radial
MINIMUM
5 to 50
Green Arc
NORMAL
50
Red Radial
MAXIMUM
400 to 810
Green Arc
NORMAL
NONE
Yellow Arc
CAUTION
810
Red Radial
MAXIMUM
400 to 840
Green Arc
Normal Range
840 to 855
Yellow Arc
Caution Range
855
Red Radial
Maximum
400 to 810
Green Arc
Normal Range
810 to 820
Yellow Arc
Caution Range
820
Red Radial
Maximum
Oil Pressure (PSI)
Fuel Pressure
(PSI)
ITT (Degrees C.)

PT6-65AG
ITT (Degrees C.)

PT6A-65AR
ITT (Degrees C.)

PT6A-65B
Figure 8-1c: PT6A-65 Instrument Markings

Effective: 9/16/05
8-15

INSTRUMENT MARKINGS - PT6A-65AG, -65B, & -65AR (Continued)
Torque (PSI)
PT6-65AG, 65AR
TORQUE (PSI)
PT6A-65B
0 to 45.07
Green Arc
NORMAL
45.07 to
48.03
Yellow Arc
CAUTION
48.03
Red Radial
MAXIMUM
NONE
Red Triangle
0 TO 43.34
Green Arc
Normal Range
NONE
Yellow Arc
Caution Range
43.34
Red Radial
T.O. Rating Maximum at 1700

RPM
INSTRUMENT MARKINGS
PT6A-60AG, -45A, -45B, -45R, -65B, -65AR &-65AG ENGINES
UNIT
Propeller RPM
Gas Generator
Speed (%)
RANGE
DEPICTION
MEANING
0 to 1700
Green Arc
NORMAL
1700
Red Radial
MAXIMUM
56 to 104
Green Arc
NORMAL
104
Red Radial
MAXIMUM
White Arc
FULL FLAP OPERATING

RANGE: Lower Limit is Maximum
Weight Stalling Speed and Upper
Limit is Maximum Speed with
Flaps Extended
Green Arc
NORMAL OPERATING RANGE:

(Flaps-Up). Lower Limit is
Maximum Weight Stalling Speed
and Upper Limit is Maximum
Structural Cruising Speed
187 to 220
Yellow Arc
CAUTION RANGE: Flight in this

Range is Limited to Smooth Air
Only.
220
Red Radial
NEVER EXCEED: Design Limit
87 to 157
Airspeed MPH
IAS
93 to 187
Figure 8-1d: PT6A Common Instrument Markings
8-16
Effective: 05/05/04

LEVEL SENSING UNIT

BLUE
BLACK
WIRES COMING FROM TUBE
BROWN
APPROXIMATE RESISTANCE WITH FLOAT IN CENTER OF TUBE
1.
BLACK
3000 5000
OHMS
2000 3000
OHMS
2000
OHMS
BLUE
2.
BLACK
BROWN
3.
BROWN
BLUE
4.
BLACK
BLUE
SMALLER OR EQUAL TO BLACK/BROWN PLUS

RESISTANCE BETWEEN BROWN/BLUE
Figure 8-2: Fuel Level Sensor Calibration Chart
Effective: 5/05/04
8-17

SECTION 9
DISPERSAL SYSTEMS
TABLE OF CONTENTS
DISPERSAL SYSTEMS.....................................................................................................2
GENERAL DESCRIPTION...............................................................................................2
HOPPER ........................................................................................................................... 2
HOPPER CARE ......................................................................................................2
HOPPER REPAIR ...................................................................................................3
HOPPER GATE BOX REMOVAL............................................................................ 3
HOPPER GATE BOX INSTALLATION....................................................................4
HOPPER ADAPTER BOX REMOVAL .................................................................... 4
HOPPER ADAPTER BOX INSTALLATION............................................................. 4
DISPERSAL EQUIPMENT ...............................................................................................4
Figure 9-1: Hopper Repair..................................................................................5
Figure 9-2: Hopper ............................................................................................. 6
Figure 9-3: Optional Hopper Rinse System........................................................ 7
Figure 9-4: Gatebox and Adapter Box................................................................ 8
AGITATOR AND SPREADER .........................................................................................8
Figure 9-5: Agitator and Spreader...................................................................... 9
Figure 9-6: Spray Booms ................................................................................. 10
Effective: 9/16/05
9-1

DISPERSAL SYSTEMS
GENERAL DESCRIPTION
A reinforced fiberglass hopper is the principal part of both the solid and spray units. The
hopper top forms the cowling from the cockpit forward to the firewall. The hopper gate
box is designed to be liquid as well as dust tight. Emergency jettison controls permit the
entire liquid load to be dumped in approximately 7 seconds for the 550 gal. Hoppers.
The dispersal system has been designed to handle a wide range of dispersal equipment,
and to allow for a quick, easy changeover from one type of equipment to another. All
dispersal plumbing is externally mounted and equipped with quick-disconnects to allow
for ease of maintenance and cleaning. The streamlined aluminum extrusion spray booms
are located below the wing trailing edge and utilize the downwash from the wing to
increase penetration (See Figure 9-6). The booms are fitted with spraying system
diaphragm type nozzles and normally will use 35 nozzles for low volume output and 70
nozzles for high volume output. In addition, the spray booms have large end plugs that
can be removed to aid in flushing the system.
The spray pump is located under the fuselage between the main landing gear struts. A
three-way suck-back spray valve located at the left, underside of the fuselage, controls
the spray pressure and flow. The valve is actuated from the cockpit to obtain the desired
operating pressures for various spray applications. Spray pressure is indicated by a
gauge mounted on the upper instrument panel and is controlled by a vernier adjustment
on the liquid spray-operating handle. The spray pump is a wind-driven fan type, and is
controlled from the cockpit by means of a cable to adjust the fan blade pitch to increase or
decrease pump pressure.
HOPPER
(See Figure 9-2)
HOPPER CARE
Regardless of the materials used in the construction or coating of the hopper, it should be
thoroughly washed after each days work. Use cold, clean water and any domestic
detergent. Inspect the interior of the hopper daily, for evidence of chemical attack, such
as surface roughness or deterioration of the resin. Look for cracks that may have started
in the areas of highest stress, such as attach points and stiffener center portions. Repairs
may then be made at the beginning of the problem, rather than after it has progressed to
a serious degree.
* NOTE *
After washing, it is very important that the door and gate be
left open for good ventilation and complete drying. It is good
practice to rinse the hopper with cold water after use with
chemicals, even if the idle period ahead is going to be only a
few hours.
9-2
Effective: 05/05/04

HOPPER REPAIR
(See Figure 9-1)
Hopper repair may be accomplished as follows:
A.
Fiberglass surfaces must be clean, dry and free of oil, wax or other foreign matter.
If chemical erosion is evident, sand rough areas and wash with any good domestic
detergent. Rinse with clean water. Sand all surfaces that are to receive a
polyester coating. Use Ashland Specialty Chemical Companys 7241 T15
AROPOL polyester resin or equivalent for the hopper repair.
B.
If damage consists only of surface cracks, excessive abrasion or chemical erosion,

sand all affected surfaces smooth. Extend the prepared surface six inches beyond
the damaged area.
C.
If damage consists of cracks or holes extending completely through the wall, sand
the surfaces on both sides deep enough to expose the first layer of cloth.
D.
Surface damage requires repairs only to the eroded or cracked side. Damage
extending through the wall requires repairs to both the inner and outer surfaces of
the hopper. The number of layers in either case should equal the original basic
wall thickness. (Figure 9-1) Highly stressed areas, such as attach points, require
an extra layer of cloth and mat on each side, in addition to the basic wall thickness.
E.
Curing temperature is 70F minimum. Higher temperatures accelerate curing. A

maximum of 150F for four hours is recommended followed by ten or more hours
at 70F.
F.
Brush the resin generously over the entire area. Apply alternate layers of
fiberglass cloth and mat. Each layer should overlap the preceding layer
approximately one inch. After each layer is in place, use a squeegee and/or roller
to remove excess resin and air voids.
HOPPER GATE BOX REMOVAL

(See Figure 9-4)
Remove the aircraft skins to gain access to hopper gatebox bolts and nuts. Disconnect
dump fork, spray tube, adapter box and vent, emergency shut off cable and spray pump.
Remove the nuts and bolts and pry off adaptor box.
** CAUTION **
If bolts do not drive out easily, turn bolts to break glue, and
then drive bolts out.
Clean off all old gasket material by scraping, being cautious not to gouge mating
surfaces.
Effective: 05/05/04
9-3

HOPPER GATE BOX INSTALLATION
(See Figure 9-4)
Before installing gate box, be sure that all mating surfaces are clean and dry. For
maximum strength, apply 3M Scotch-Weld DP-190 Translucent Epoxy adhesive
evenly to both mating surfaces and both sides of gaskets thoroughly. Using alignment
pins to hold gaskets in place and to help align gate box, install bolts using large area
washer on hopper side and tighten nuts.
* NOTE *
Excessive uncured adhesive can be cleaned up with ketone
type solvents. (When using solvents, extinguish all ignition
sources and follow the manufacturers precautions and
directions for use for handling such materials.) Application of
adhesive to substrates should be made within 75 minutes
after mixing. Working life is 80 minutes. Higher temperatures
will reduce these times.
Allow 24 hours for sealer to cure before putting back into service. Reinstall tubes,
controls and cables and pump. Fill hopper and check for leaks. Water should be allowed
to stay in hopper for a minimum of two hours with no leaks.
HOPPER ADAPTER BOX REMOVAL
(See Figure 9-4)
Remove all bolts that attach adapter box to hopper throat. Pry the adapter box from the
hopper to release the grip created by the sealer used during assembly. Clean off all old
gasket material by scraping, being careful not to gouge the fiberglass hopper lip or
adapter box mating surfaces.
HOPPER ADAPTER BOX INSTALLATION
(See Figure 9-4)
Reverse the removal procedure.
DISPERSAL EQUIPMENT
In conjunction with the manufacturer's instructions for maintenance of the spray dispersal
system, it is recommended that a periodic interval be established for accomplishment of
the following:
A.
Inspect the hopper baffles for security and condition.
B.
Inspect hopper lid for condition of seal and security of latches.
C.
Inspect the hopper for indications of leaks and general condition.
D.
Inspect hopper gate for evidence of leaks and proper operation.
9-4
Effective: 05/05/04

E.
Inspect hopper vent tube for evidence of corrosion and security.
F.
Inspect emergency and 3-way valve handle and control rods for cracks around
welds. Check condition of control rod boot.
G.
Inspect liquid lines for leaks and hose deterioration.
H.
Inspect all line supports and clamps for security or corrosion.
I.
Drain and clean spray strainer.
J.
Inspect the pump, fan and brake assemblies for security and proper operation.
K.
Refer to manufacturer's data for pump lubrication.
L.
Inspect emergency on/off control and valve for security and proper operation.
M.
Inspect 3-way pressure control valve for security and proper operation.
N.
Inspect both booms and the support for each boom for security and evidence of
corrosion.
O.
Inspect all nozzle diaphragms for deterioration.
P.
Inspect all fan blades for cracks or nicks.
Q.
Inspect all nozzles for orifice erosion. Replace as necessary.
Figure 9-1: Hopper Repair

Effective: 05/05/04
9-5

Figure 9-2: Hopper
9-6
Effective: 05/05/04

Figure 9-3: Optional Hopper Rinse System
Effective: 05/05/04
9-7

Figure 9-4: Gatebox and Adapter Box
AGITATOR AND SPREADER

(See Figure 9-5)
A.
Inspect gearbox for proper oil level (refer to manufacturer's data).
B.
Inspect fan, gearbox, drive shaft, agitator and coupling for security and proper
operation.
C.
Inspect agitator shaft seal at hopper for evidence of leaks.
D.
Inspect spreader unit for cracks, loose rivets, loose or missing vanes and security
to airframe.
9-8
Effective: 05/05/04

E.
Support spreader, connect rear support tubes. Raise front connection camloc
fasteners to hopper sump and side latches. Spreader should be level, centered,
and clear of door control arms.
Figure 9-5: Agitator and Spreader

Effective: 05/05/04
9-9

Figure 9-6: Spray Booms
9-10
Effective: 05/05/04

SECTION 10
ELECTRICAL SYSTEM
TABLE OF CONTENTS
ELECTRICAL SYSTEM.....................................................................................................3
GENERAL DESCRIPTION ........................................................................................... 3
POWER DISTRIBUTION ..............................................................................................3
BATTERY AND EXTERNAL POWER ..................................................................... 3
BATTERY SERVICING ........................................................................................... 3
SERVICING BATTERY INSTALLED IN AIRCRAFT ............................................... 4
GENERATOR SYSTEM ...............................................................................................4
BATTERY OPERATION.......................................................................................... 5
BATTERY REMOVAL ............................................................................................. 5
BATTERY INSTALLATION ..................................................................................... 5
VOLTAGE REGULATION.............................................................................................5
VOLTAGE REGULATOR REMOVAL...................................................................... 5
VOLTAGE REGULATOR INSTALLATION .............................................................. 5
STARTER - GENERATOR MAINTENANCE ........................................................... 6
STARTER - GENERATOR REMOVAL ................................................................... 6
STARTER-GENERATOR INSTALLATION ............................................................. 6
ELECTRICAL TROUBLESHOOTING CHART..................................................................7
BATTERY SYSTEM......................................................................................................7
STARTER/GENERATOR - GENERATOR PHASE....................................................... 8
STARTER/GENERATOR - STARTER PHASE............................................................. 9
LOW BATTERY .......................................................................................................... 10
DIAGRAMS......................................................................................................................10
SYSTEM SCHEMATIC ............................................................................................... 11
Windshield wipers ............................................................................................ 12
Landing and taxi lights ..................................................................................... 13
Flap actuator and controls................................................................................ 14
Navigation and instrument lights ...................................................................... 15
Auxilliary buss .................................................................................................. 16
Fuel quantity indication .................................................................................... 16
Low oil pressure warning light .......................................................................... 17
Stall warning system ........................................................................................ 17
Power distribution............................................................................................. 18
Hour meter .......................................................................................................19
Prop beta light .................................................................................................. 19
Chip detector....................................................................................................20
Oil temperature ................................................................................................ 20
Prop rpm .......................................................................................................... 21
Engine rpm.......................................................................................................21
ITT....................................................................................................................22
Press to test .....................................................................................................22
Oil cooler fan ....................................................................................................22
Aux fuel pump, igniters & prop test .................................................................. 23
Effective: 09/16/05
10 - 1

WIRE ROUTING Right Side.......................................................................... 24
WIRE ROUTING Left Side ............................................................................ 25
Quick Disconnect A.......................................................................................... 26
Quick Disconnect B.......................................................................................... 27
Quick Disconnect C.......................................................................................... 28
Quick Disconnect D.......................................................................................... 29
Quick Disconnect E.......................................................................................... 30
Quick Disconnect F .......................................................................................... 31
Quick Disconnect G ......................................................................................... 32
Quick Disconnect H.......................................................................................... 33
Quick Disconnect J .......................................................................................... 34
Quick Disconnect L .......................................................................................... 35
Quick Disconnect N.......................................................................................... 36
Quick Disconnect P.......................................................................................... 37
Quick Disconnect R.......................................................................................... 38
Hopper Agitator ................................................................................................ 39
Fuel Flow..........................................................................................................39
Avionics Master................................................................................................ 40
Electric Fan Brake............................................................................................ 40
Crop Hawk ....................................................................................................... 41
Hopper Rinse ................................................................................................... 41
Heated Pitot Head............................................................................................ 42
Smoker.............................................................................................................42
Micronair .......................................................................................................... 43
Hopper Light..................................................................................................... 43
Turn and Bank.................................................................................................. 44
Boom Pressure ................................................................................................44
Map Lights........................................................................................................ 45
Flagger ............................................................................................................. 45
Artificial Horizon ............................................................................................... 46
Hopper Quantity ...............................................................................................47
Low Voltage Warning ....................................................................................... 48
High Capacity Wiper/Washer ........................................................................... 49
Zee Air Conditioner .......................................................................................... 50
10 - 2
Effective: 09/16/05

ELECTRICAL SYSTEM
GENERAL DESCRIPTION
The aircraft 24-volt DC electrical system is designed to provide the utmost in reliability.
Two 24-volt storage batteries provide electric current for engine starting and a reserve
source of electrical power in the event of generator failure. A D.C. power receptacle
provides a means for connecting external power to the aircraft electrical system. To
conserve battery life, external power should always be used for starting engines when
temperature is below 40F or when performing maintenance requiring electrical power. A
generator installed on the engine supplies the primary source of electrical power to the
main bus. A voltage regulator protects the electrical system, reverse current relay and
circuit breakers. If generator output voltage is below bus voltage, the battery supplies the
busloads. The D.C. ammeter, installed in the instrument panel, indicates the discharge or
charge on the battery after the engine is started. All electrically operated motors, lighting
systems and other electrical component circuits are protected by push button thermal
circuit breakers. Switches and instruments required for operation of the aircraft electrical
system are installed in the instrument panel and engine control switch panel.
POWER DISTRIBUTION
The 24-volt D.C. electrical system depends upon electrical power from three different
sources: battery, external power and the generator. With the engine operating and the
generator on the line, electric power from the generator is provided through a circuit
breaker to the main bus.
BATTERY AND EXTERNAL POWER
Two 24-volt storage batteries provide power to the circuit breaker through relays. A twoposition (BAT OFF-ON) switch located on the engine control switch panel controls the
relays. Placing the battery switch in the ON position closes the relay to supply power to
the circuit breaker bus from the battery or external power. Placing the battery switch in
the OFF position de-energizes the battery relay and terminates the supply of power to the
electrical system.
BATTERY SERVICING
Initial servicing of a dry charge GE50C battery is as follows:
A.
Remove seals (if present) from cells.
B.
Fill each cell with 1.285 specific gravity sulfuric acid to bottom of split ring. Use
only glass, rubber or plastic materials for containing battery electrolyte fluid during
servicing and wear protective clothing and rubber gloves when handling electrolyte
to prevent personal injury. Use a solution of baking soda and water to neutralize
any acid spilled on clothing, skin or any damageable surface.
C.
Sway the battery from side to side to release any trapped air. Re-adjust the
electrolyte as necessary.
D.
Let battery sit unused for one hour.
Effective: 05/05/04
10 - 3

E.
Check and re-adjust electrolyte level as necessary by adding more electrolytes to

obtain proper level as stated in procedure B.
F.
Install vent plugs tightly into each cell.
G.
Clean and neutralize any spilled electrolyte on battery.
H.
Charge battery until all cells are gassing freely and the charge voltage and specific
gravity of electrolyte are constant over three successive readings taken at onehour intervals. (This procedure may take 18 - 24 hours with a constant current
charger.) During the period of charging, the electrolyte temperatures shall be
maintained between 60F and 110F (15.6C and 43.3C). Charge rate is 3 amps.
Reduce rate by 1/2 when cells start gassing.
I.
When the battery is completely charged, the specific gravity should read between
1.285 and 1.295. At this point, if electrolyte level needs to be adjusted, remove or
add electrolyte to proper level and recharge for one hour.
1.285 - 1.295
CHARGED
1.275 or Less
RECHARGE
** CAUTION **
Gasses given off by a battery under charging conditions are
flammable.
* NOTE *
For more detailed instructions, see Gill Service Manual.
SERVICING BATTERY INSTALLED IN AIRCRAFT
The 24-volt battery is installed aft of the engine on the engine mount lower longerons and
is accessible through the removable cowling skins. Check the battery electrolyte level
frequently, especially during hot weather. If a visual check shows low cell level, add
distilled water to bring the cell(s) up to the proper lever. (See battery-servicing
instructions)
GENERATOR SYSTEM
The generator system consists of a generator; voltage regulator, reverse current relay
and circuit breaker (See electrical diagrams). The generator is connected to the circuit
breaker bus and will supply the current demands when output voltage exceeds battery
voltage.
10 - 4
Effective: 05/05/04

BATTERY OPERATION
Battery operation is controlled by a battery switch, placarded BATT-ON-OFF, located on
the switch panel in the cockpit. The battery is capable of assuming the complete
electrical load for a limited time at 70 amps max.
The batteries are located on the battery plate assembly on the engine mount aft of the
engine. They are installed with two-battery hold down rods through the battery cover.
The battery case is vented overboard to dispose of any electrolyte or hydrogen gas fumes
discharged during normal charging operation. Air enters the battery compartment from
an air scoop located in the left cowl shin skin, circulates throughout the battery
compartment, and exists through a vent in the battery and drains overboard through a
vent located on the belly skins.
BATTERY REMOVAL
A.
Verify that the BATT-ON-OFF switch is off. Disconnect external power.
B.
Remove R.H. aft cowl skin.
C.
Disconnect the quick disconnect from the battery and remove all safety wire.
D.
Disconnect vent tubes.
E.
Remove nuts from battery hold down rods and remove batteries from
compartment.
BATTERY INSTALLATION
Reverse battery removal procedure.
VOLTAGE REGULATION
The generator output voltage is regulated by the voltage regulator circuitry. By using an
integrated circuit comparator amplifier with a regulated reference voltage, and difference
between the reference voltage and the generator voltage is amplified and supplied to the
comparator circuit, which controls the shunt field excitation of the generator. Prior to
installation, the voltage regulator is adjusted under NO load condition to maintain 26.5.2
volts DC generator output voltage. After installation, the generator over voltage control
should be adjusted to 27.5 VDC generator output voltage at the bus with normal systems
turned on.
VOLTAGE REGULATOR REMOVAL
Gain access to the voltage regulator by removing R.H. aft cowl skin.
necessary, proceed as follows:
If removal is
A.
Verify that the battery switch is OFF, that the external power is disconnected, and
that the batteries are disconnected.
B.
Disconnect the retaining clips from the voltage regulator and remove voltage
regulator from voltage regulator base.
VOLTAGE REGULATOR INSTALLATION
A.
Verify that the battery switch is OFF.
Effective: 05/05/04
10 - 5

B.
Brighten up all electrical contacts, both on the voltage regulator and the 6 each
fingers on the voltage regulator base, with Scotch-brite 07448 Ultra fine abrasive
pad or equivalent. Place the voltage regulator into position and snap it to the
regulator base with the retaining clips.
C.
Connect the battery.
D.
After installing, re-check voltage regulator for 27.5 VDC with engine running and
normal systems operating. Adjust as necessary.
STARTER - GENERATOR MAINTENANCE
* NOTE *
Refer to the starter-generator maintenance manual for
specific maintenance instructions.
STARTER - GENERATOR REMOVAL
A.
Verify that the battery switch is OFF and that external power is disconnected.
Disconnect the batteries.
B.
Open the upper aft engine cowling to gain access to the starter-generator.
C.
Loosen the quick-disconnect clamps securing the starter-generator to the

mounting adapter and remove the starter-generator.
** CAUTION **
It is mandatory that the starter-generator be fully supported
from the time the retaining clamp is loosened until the unit is
removed from the engine. The starter-generator must never
be allowed to support its own weight through the splined shaft
engagement. If this precaution is not observed, damage to
the shaft shear section or engine internal starter generator
drive/breather impeller carbon seal will result.
STARTER-GENERATOR INSTALLATION
A.
Verify that the battery switch is OFF and that external power is disconnected.
Disconnect batteries.
B.
Install new O ring on starter-generator drive shaft. Lubricate wet-type splines

with engine oil.
C.
Position the starter-generator on the mounting adapter and secure it in place with
the quick-disconnect clamp.
10 - 6
Effective: 05/05/04

D.
Close the clamp hinge over the T-bolt. Check with a mirror to make certain the
clamp groove fully captures both the flange on the quick-disconnect adapter and
the flange on the starter-generator around its entire circumference.
E.
When the clamp is properly positioned and the hinge and T-bolt are closed, tighten
the T-bolt nut to a torque of 70 inch pounds. Tap circumference of clamp lightly
with plastic/rudder mallet. Re-torque T-bolt nut to 70 inch pounds and repeat until
you achieve 70 inch pound of torque without nut moving.
F.
Connect the electrical leads to the starter-generator as previously marked.
G.
Secure the upper aft engine cowling and connect the batteries. Run the engine at
idle speed for at least two minutes. Shut down the engine and recheck the quickdisconnect clamp for proper torque.
TROUBLESHOOTING CHART
BATTERY SYSTEM
TROUBLE
PROBABLE CAUSE
REMARKS
Battery fails to
hold charge
Battery defective
Replace battery
Battery will not

come up to full
charge
Charging rate to low
Check voltage regulator and adjust to

27.5 .2 VDC
Battery
consumes water
rapidly
Charging rate too high
Check voltage regulator adjust to 27.5

.2
Electrolyte runs
out drain tube
Electrolyte level too high
Remove excess electrolyte & adjust

specific gravity
Excessive charging rate
Check voltage regulator for correct

voltage
Vent caps loose or

broken
Tighten or replace caps
Standing too long
Remove battery and recharge
Equipment left on
Remove battery and recharge
Short circuit in wiring
Check wiring and correct
Charging rate too high
Adjust voltage regulator to 27.5.2
Battery
discharged
Effective: 05/05/04
10 - 7

TROUBLE
PROBABLE CAUSE
REMARKS
BATTERY SYSTEM (Continued)

No power
indicated with
battery switch on
Battery discharged,
defective or
disconnected
Check battery, recharge or replace

battery
Blown C/B in battery

control circuit
Check C/B and reset if necessary
Defective wiring in
battery control circuit
Power on with
battery switch in
OFF position
Continuity. Check circuitry and repair

as necessary
Defective battery relay
Check relay for proper operation and

replace as necessary
Battery switch defective
Check switch for proper operation.

Replace if necessary
Shorted or sticking
contacts
Check switch and relay for proper

operation. Replace if necessary.
STARTER/GENERATOR - GENERATOR PHASE

TROUBLE
Zero or low
voltage indicated
No generator
output
10 - 8
PROBABLE CAUSE
REMARKS
Loose connection
Check connections throughout

system
Open or shorted field

circuit in generator or
defective armature
Test resistance of field. Check field

circuit connections. Replace startergenerator if defective.
Brushes not contacting

commutator
Clean brushes and holders with a

clean, dry, lint-free cloth. Replace
weak springs.
Brushes worn
Replace brushes
Dirty commutator
Clean commutator
Defective voltage
regulator circuit
Adjust or replace regulator
Generator circuit
breaker tripped or 130
amp buss limit fuse
blown
Check for short circuit and reset

circuit breaker and / or replace buss
limit fuse
Effective: 05/05/04

TROUBLE
PROBABLE CAUSE
REMARKS
STARTER/GENERATOR GENERATOR PHASE (Continued)

No generator
output (Continued)
Volt-ammeter
does not indicate
Improper connections
Check connections against wiring

diagram
Defective generator
controls switch
Continuity.
Check switch for proper operation

and replace if necessary.
Defective Reverse
Current Relay
With engine running, check for

27.5vdc at both GEN and BATT
terminals. If 27.5vdc at GEN and
24vdc at BATT, reverse current relay
is faulty.
Defective generator
Check generator with an ohmmeter

and replace starter-generator if
necessary
Defective wiring
Continuity. Check wiring and repair

as necessary
Defective meter
Replace meter
STARTER/GENERATOR - STARTER PHASE

TROUBLE
Starter
inoperative
Effective: 05/05/04
PROBABLE CAUSE
REMARKS
Circuit breaker tripped
Check for short circuit and reset

circuit breaker
Low battery
Check battery. Service and recharge

as necessary
Starter relay inoperative
Check relay for operation and replace

if necessary
Battery relay inoperative
Check relay for operation and replace

if necessary
Loose connection or
faulty ground in starter
power circuit
Continuity. Check and repair starter

as necessary
Defective starter motor
Check brushes, springs and condition

of commutator continuity. Check
starter windings for open or short
circuit. Repair or replace
10 - 9

TROUBLE
PROBABLE CAUSE
REMARKS
STARTER/GENERATOR STARTER PHASE (Continued)

Starter produces
low Ng
Low battery
Check battery. Service and recharge

if necessary
High resistance starter

circuit
Check resistance of each connection.

Maximum resistance at any
connection is 0.001 ohm. Inspect
connections for evidence of heating.
Clean and tighten connections as
necessary.
Defective starter motor
Check brushes, springs and

commutator. Replace brushes and
springs and clean commutator as
necessary.
DIAGRAMS
Electrical Diagrams of the Model S2RHG-T65 aircraft electrical subsystems start on page
10-11.
10 - 10
Effective: 05/05/04
THRUSH AIRCRAFT, IN
STANDARD EQUIPMENT
SYSTEM SCHEMATIC
Effective: 09/16/05
10 - 11
THRUSH AIRCRAFT, INC - MODEL S2RHG-T65 TURBO THRUSH

WINDSHIELD WIPERS
Effective: 09/16/05
10 - 12
THRUSH AIRCRAFT, INC

LANDING AND TAXI LIGHTS
Effective: 09/16/05
10 - 13

FLAP ACTUATOR AND CONTROLS
Effective: 09/16/05
10 - 14

NAVIGATION AND INSTRUMENT LIGHTS
Effective: 09/16/05
10 - 15

AUXILLIARY BUSS
FUEL QUANTITY INDICATION
Effective: 09/16/05
10 - 16

LOW OIL PRESSURE WARNING LIGHT
10 - 17
STALL WARNING SYSTEM

Effective: 09/16/05

ENGINE RELATED
POWER DISTRIBUTION
Effective: 09/16/05
10 - 18

HOUR METER
Effective: 09/16/05
PROP BETA LIGHT
10 - 19

CHIP DETECTOR
10 - 20
OIL TEMPERATURE
Effective: 09/16/05

PROP RPM
Effective: 09/16/05
ENGINE RPM
10 - 21

ITT
PRESS TO TEST
OIL COOLER FAN
10 - 22
Effective: 09/16/05

AUX FUEL PUMP, IGNITERS & PROP TEST
Effective: 09/16/05
10 - 23

WIRE ROUTING RIGHT SIDE
10 - 24
Effective: 09/16/05

WIRE ROUTING LEFT SIDE

Effective: 09/16/05
10 - 25

QUICK DISCONNECT A
10 - 26
Effective: 09/16/05

QUICK DISCONNECT B
Effective: 09/16/05
10 - 27

QUICK DISCONNECT C
10 - 28
Effective: 09/16/05

QUICK DISCONNECT D
Effective: 09/16/05
10 - 29

QUICK DISCONNECT E
10 - 30
Effective: 09/16/05

QUICK DISCONNECT F
Effective: 09/16/05
10 - 31

QUICK DISCONNECT G
10 - 32
Effective: 09/16/05

QUICK DISCONNECT H
Effective: 09/16/05
10 - 33

QUICK DISCONNECT J
10 - 34
Effective: 09/16/05

QUICK DISCONNECT L
Effective: 09/16/05
10 - 35

QUICK DISCONNECT N
10 - 36
Effective: 09/16/05

QUICK DISCONNECT P
Effective: 09/16/05
10 - 37

QUICK DISCONNECT R
10 - 38
Effective: 09/16/05

OPTIONAL EQUIPMENT
HOPPER AGITATOR
Effective: 09/16/05
FUEL FLOW
10 - 39

AVIONICS MASTER
10 - 40
ELECTRIC FAN BRAKE

Effective: 09/16/05

CROP HAWK
Effective: 09/16/05
HOPPER RINSE
10 - 41

HEATED PITOT HEAD
10 - 42
SMOKER
Effective: 09/16/05

MICRONAIR
Effective: 09/16/05
HOPPER LIGHT
10 - 43

TURN AND BANK
10 - 44
BOOM PRESSURE
Effective: 09/16/05

MAP LIGHTS
Effective: 09/16/05
FLAGGER
10 - 45

ARTIFICIAL HORIZON
10 - 46
Effective: 09/16/05

HOPPER QUANTITY
Effective: 09/16/05
10 - 47

LOW VOLTAGE WARNING
10 - 48
Effective: 09/16/05

HIGH CAPACITY WIPER/WASHER
Effective: 09/16/05
10 - 49

ZEE AIR CONDITIONER

Effective: 09/16/05
10 - 50

Section 11
AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS
AIRWORTHINESS LIMITATIONS....................................................................................................................2
STRUCTURAL LIMITATIONS ...................................................................................................................... 2
STRUCTURAL INSPECTION LIMITATIONS............................................................................................... 2
Effective: 05/05/04
11 - 1

AIRWORTHINESS LIMITATIONS
The life limited parts on the airframe are listed in the chart below and must be
replaced at the flight hours shown.
STRUCTURAL LIMITATIONS
PART DESCRIPTION
Spar Cap Assy, Left hand
lower
Spar Cap Assy, Right
hand lower
PART NUMBER
LIFE LIMIT
22507T001
29,000 hours
22507T002
29,000 hours
STRUCTURAL INSPECTION LIMITATIONS

PART DESCRIPTION
Spar Splice Block, lower
(upper half)
Spar Splice Block, lower
(lower half)
PART NUMBER
LIFE LIMIT
22508T001
Annual
22508T002
Annual
*NOTE*
Visually inspect splice blocks with a 10X magnifying glass or dye penetrates. Inspect for external
cracks around the inch and 5/16 inch hole location. If no cracks are detected, this portion of the
wing inspection is complete. If cracks are found remove the splice blocks before next flight and
inspect the lower spar cap for cracks in accordance with Thrush Aircraft, Inc. Service Bulletin SBAG-39, if cracks are found in spar cap contact Thrush Aircraft, Inc. for possible repair or
replacement. If no cracks are found in spar cap, replace the cracked splice blocks with new units.
Refer to Section VIII Wing Removal for splice clock removal and installation.
11 - 2
Effective: 05/05/04

Model S2RHG - T65 Maintenance Manual

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THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

AIRCRAFT MAINTENANCE MANUAL

AIRCRAFT MAINTENANCE MANUAL

Model S2RHG T65

Manufacturers Serial Number: ____________________________________________

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

Typo, toe instead of to.

Change inspection procedure.

Change inspection intervals for FCU

Added more detailed inspection for tail

Change inspection interval for control

P/N typo, MS21044N instead of

Propeller blade typo, changed to

Typo, -65AR instead of-67AR.

P/N typo, should be CS3204 instead of

Change caution pressure.

Updated tail gear servicing information.

10, 11, 12,

Added servicing information on metallic

Updated and added tail gear and brake

Reword sentence, change vertical fin

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

Revised Cover Sheet

THRUSH AIRCRAFT INC

Updated Table of Contents

Updated Table of Contents

Updated Table of Contents

Updated Table of Contents

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

Indicates a strong possibility of severe personal injury or loss

Detailed descriptions of standard workshop procedures,

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

Height To Top Of Canopy

Main Gear Tread

Main Gear To Tail Wheel

Forward Limit at 10500 pounds is 26 inches

Datum Is The Leading Edge Of The Wing.

Flap Travel Down

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

HORIZONTAL STABILIZER AND ELEVATORS

204 Inches (17')

Trim Tab Travel

VERTICAL STABILIZER AND RUDDER

362.9 Square Feet

23.40 Square Feet

15.30 Square Feet

39.30 Square Feet

20.40 Square Feet

Elevator Tabs (Each)

1.30 Square Feet

Fin with Dorsal

13.78 Square Feet

11.40 Square Feet

SUPPLIER FURNISHED COMPONENT MANUALS

PT6A-65AG, PT6A-65AR, Maintenance Manual

PT6A-45B, Maintenance Manual

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSH

POWER PLANT & PROPELLER